bmw s1000rr tft display free sample

A turn-by-turn arrow navigation system guides you to your destination on the 6.5-inch TFT display. Pending riding maneuvers, such as turns or roundabouts, appear together with a lane guidance.

The 10.25" TFT color display, on the other hand, opens up new worlds to you,  in terms of readability, menu navigation and operating concept. Its full-screen mode provides a fully interactive map view. In split screen mode you can rely on several functions at the same time, and you are able to control them in a straight-forward way using the multi-controller.

Simply use Bluetooth to connect with your motorcycle—which is equipped with Connectivity and TFT—and establish a connection to your communication system, if present. No matter whether you select winding or direct routes, verbal announcements and arrow indications that are easily visible in the TFT ensure that our app and your motorcycle will safely get you to your destination. Thanks to operation on the handlebars, you not only have navigation, telephony and music right at hand, but you also get an overview of the most important riding or vehicle data at the same time.

•The app is part of BMW Motorrad Connectivity and can only be used actively in combination with vehicles with a TFT display. The connection between smartphone, vehicle and communication system, if present, is established wirelessly via Bluetooth. Operation is possible using the multicontroller on the handlebars. To output music, telephony and navigation information, the use of the BMW Motorrad communication system is recommended.

•Be aware that the functionality of your smartphone and the connection to the vehicle also depends on national requirements and conditions, and therefore cannot be guaranteed by BMW Motorrad at any time.

That’s what the BMW S 1000 RR is in a nutshell — blistering speeds, top-of-its-class specification at varying times (at times the most powerful, at times the lightest), completely beautiful, and still with comfort and keep-alive features that make it the best “everyday superbike” — if there can be such a thing.

Yes, yes it is. I lust after the S 1000 RR. If you’re not sure you can lust after a BMW (some people tell me “Never a BMW!” as their impression is they still produce bikes that feel like tractors), then go watch this scene from Mission Impossible: Rogue Nation, put your qualms about all those extended head checks (and celebrities’ personal lives) to one side, and just enjoy the well-filmed knee-down action.

BMW surprised the motorcycling world when they released the first BMW S 1000 RR in 2009. It really changed how everyone perceived the brand — which was just what BMW intended.

BMW was at that point known for boxer twins and big sport tourers, with some (like the HP2 or the K 1300 S) getting pretty sporty, but nothing close to being a Superbike World Championship (WorldSBK) competitor.

But the S 1000 RR was just that, a full-on sport bike intended to compete in WorldSBK. Borrowing heavily from the Japanese playbook, the BMW S 1000 RR has a familiar sounding spec sheet: a 999 cc inline four-cylinder engine with dual overhead cams and four valves per cylinder, producing lots of power above 10000 rpm.

By the way, “S 1000 RR” is written like that — with spaces. People often write S1000RR or affectionately S1KRR or just RR (which is confusing as Honda CBR1000RR and CBR600RR owners use the same shorthand). Anyway, I don’t get hung up on naming conventions or care at all, but just am sticking to BMW’s convention.

Also note: From 2021, BMW has another motorcycle in the same range called the M 1000 RR. It’s part of the same range, but more intensely track-focused.

So why did BMW make the first S 1000 RR? Simple: To compete in and win the Superbike World Championship (WorldSBK), the world’s premier racing class for “production” motorcycles.

Why enter the sportbike market at all? According to Hendrik von Kuenheim, the then second-generation president of BMW Motorrad, it was partly a business decision. “Some eighty five thousand 1000cc sportbikes are sold per year worldwide, and we want to gain a foothold in that segment,” he told the press. BMW’s goal was to get a 10% market share, mostly through stealing share from the dominant competitors.

So that was why BMW chose WorldSBK and not MotoGP. Per Markus Poschner, BMW’s General Manager for the K and S series platforms, BMW chose to enter WorldSBK “… because it is the same bike racing that you can buy.”

But before this, you’d be excused for thinking BMW would never even build a superbike. Project leader of the BMW S 1000 RR, Stefan Zeit, recalled: “When I started at BMW, I had an interview with Markus Poschner, and he asked me, ‘What should BMW do next?’ I told him a sportbike, and he said, ‘No, BMW will never do this!"”

Poschner himself was a sportbike fan, though. He confessed that he had always dreamed of these bikes since starting at BMW, even though he didn’t think BMW would go in this direction.

Since building a superbike was a new thing for BMW, they had to benchmark the competition. There was no suitable internal benchmark. The bike they picked was the 2005-6 Suzuki GSX-R1000, known now affectionately as the K5.

In 2008, Peter Müller, BMW’s VP of Development and Product Lines, surprised everyone by announcing at the Mondial du Deux Roues Motorcycle Show in Paris that BMW would enter a factory team into the 2009 WorldSBK.

“In 2007 BMW returned to road racing with the sports boxer after more than 50 years. In 2008 we will continue our activities in the Endurance category. At the same time we will be preparing our entry into the Superbike World Championship in 2009 with great intensity.”

(2007? What “sports boxer?” He was talking about the BMW HP2, a race-tuned BMW R 1200 S. And the Endurance was the HP2 Enduro, a kind of stripped-down R 1200 GS.)

In that year, BMW came sixth in the manufacturer titles. Ducati won. Kawasaki, who came seventh, went on later to win for many years with their revamped ZX-10R.

BMW just wanted to play in 2009, but in subsequent years, they haver had a factory win, though they came close in 2012 by coming second. At the end of the 2013 season, they terminated their factory involvement, saying they wanted to focus on consumer bikes.

If you look at the BMW S 1000 RR and compare it to most other superbikes you may think it’s just another 1000cc inline four-cylinder engine in a sportbike chassis with USD forks and so on.

All the other manufacturers’ production literbikes peaked in power before 12,500 rpm, whereas BMW peaked at 13000 (or a shade over, per the dyno). BMW got to these high RPM figures with a high-speed, extra-sturdy valve drive with individual cam followers and titanium valves.

Akrapovič, the exhaust manufacturer, did its own apples-to-Äpfel dyno comparison. The order is very slightly different, but BMW is still on top in both metrics.

More importantly, the S 1000 RR’s broad torque curve became a well-loved feature — something BMW learned, no doubt, partly from studying the K5 GSX-R1000’s virtues.

The 2009 BMW S 1000 RR was a rare production superbike with optional ABS and Dynamic Traction Control, which is traction control that takes lean angle (and later, cornering acceleration) as an input.

BMW’s system was unique in that it was lightweight, weighing only 2.5 kg / 5.5 lb. Other brands (e.g. Honda with its CBR1000RR) had ABS as an option, but it was less often chosen because of the considerable added weight (up to 10 kg / 22 lb).

Ducati was also very early in 2012 with acceleration-aware traction control from the IMU. Other brands were earlier with cornering ABS, but when BMW made it an option in 2017, it was retrofittable back to 2012, thanks to the advanced hardware.

Not everyone likes it, of course, and BMW ditched it in the 2019 generation. I would be more dismayed if the 2019 gen didn’t look so good. (Pics below in that section!)

The BMW S 1000 RR hasn’t changed fundamentally since its launch. It has always had a 999cc liquid-cooled 16-valve inline four-cylinder engine making north of 140 kW (190 hp).

The DTC on the first-generation BMW S 1000 RR was advanced for the time. Depending on the ride mode you were in, it worked by interrupting power based on the angle at which the bike was leaning.

BMW’s DTC system from 2012 onward takes input from more advanced sensors. The sensor array is good enough that you can retrofit 2012+ models with “ABS Pro”, BMW’s name for cornering ABS, when it became an option from 2017, via enabling codes (see this guide, which discusses the retrofit option).

BMW refined the way DTC worked intervened, allowing more slip in race and slick modes. Slick mode deactivates wheelie control altogether in the 2012 model, whereas in the first gen, slick mode let you do wheelies of up to five seconds.

The second gen still had an asymmetrical headlight design and the analogue tachometer. But BMW improved the display for better legibility of the speed display, also letting you dim it, and adding more functions like “best lap in progress” or “speed warning” if you need it.

The BMW HP4 is a race-focused bike, released in mid 2012 (see press release) for the 2012-2013 model years. It’s distinct from the BMW HP4 Race which was released in 2017 for that year only (see below).

The HP4 is technically a successor to the boxer-powered HP2 Sport, which in turn had more in common with the boxer sport bike the BMW R 1200 S. But the HP4 is the first four-cylinder HP bike.

The BMW HP4 is heavily based on BMW S 1000 RR. It shares the inline four-cylinder engine, with the same specs on paper, but with tuning to increase midrange torque between 6000 and 9750 rpm. The engine also has the same throttle response and full power output in all ride modes (but other characteristics change, like ABS/traction control).

But the BMW HP4 is much lower weight (199 kg DIN unladen, vs 206.5 kg for the 2012-2014 S 1000 RR, both including ABS), due to lighter 7-spoke forged alloy wheels, a lighter sprocket carrier, a lighter battery, carbon parts, and a lighter titanium exhaust.

The DDC system doesn’t just measure speed and acceleration/ deceleration. It takes input from an IMU that can also feed it information about pitch and lean angle. Because the BMW HP4 has an IMU already, BMW offered in 2014 the ability to retrofit these bikes with cornering ABS (ABS Pro in BMW nomenclature).

BMW also added Race ABS with an enhanced “slick” mode. The internal “IDM” setting configures Race ABS with specific parameters, obtained from experience on the track, to optimise the HP4’s ABS for track use.

In late 2014, BMW announced a new revision for the S 1000 RR for the 2015 model year, with more power again, a slight weight reduction, and a host of technological features, which would be improved upon again slightly in 2017.

But BMW didn’t just improve top-end power; they focused on producing a broad spread of torque from 5000rpm all the way up to 12000 rpm (though not as impressive as the even flatter torque of the 2019+ ShiftCam engine).

BMW added a “Race Package” from 2015, which gave the user DDC (a more advanced version, from the HP4), launch control, a pit limiter, and cruise control.

In 2017, BMW made a small change to the S 1000 RR when they made cornering ABS (which BMW calls ABS Pro) standard. Shortly afterwards, BMW made ABS Pro available as a retrofittable option to earlier models from 2012 onwards. (Many took them up on this as it only cost around 400 Euro/500 USD — check that “ABS Pro” shows up on the dash if you’re buying a used one.)

Finally, I prefer the analogue white-faced tachometer of the Gen 3 S 1000 RR. This is a personal preference. The TFT on the Gen 4 is great looking, but ultimately, it reminds me too much of my phone and of technology — something I’m trying to leave behind when I’m riding (or taking part in any kind of leisure).

The BMW HP4 Race is another race-focused version of the BMW S 1000 RR, an evolution of the BMW HP4 made between 2012-2013. Only 750 were made, all in the year of 2017.

Unique Rider aidsStandard ABS, ABS Pro (optional), Optional quickshifter, Ride modes (street oriented, optional customisable)HP Shift Assistant Pro, DTC (later intervention), EBR(+/-7), 4 customisable ride modes, data loggers, dash with mechanic sideBMW S 1000 RR Gen 3 (2017-2019) vs BMW HP4 Race core differences

The engine itself is hand-crafted by a small team of experts at BMW in Berlin. There are a number of changes that contribute to its increased power and torque:

In case you were wondering, yes, the BMW S 1000 RR in 2019 is both more powerful and lighter — in fact, the weight of the S 1000 RR is the lowest it has ever been. With the M package it’s an absurdly low 193.5 kg.

Aside from power and weight, another marquee features of the 2019+ BMW S 1000 RR is that ShiftCam engine. ShiftCam is BMW’s name for variable valve timing (VVT). The tech means that they alter the valve timing and stroke, allowing the engine to breathe differently depending on its load.

BMW also made chassis improvements in the Gen 4 BMW S 1000 RR. They implemented what they call the Flex Frame, increasing the load-bearing function of the engine, and improving the ergonomics as a result, by

The 2019 BMW S 1000 RR has different brakes to the earlier versions. They’re no longer made by Brembo and are now made by Hayes, an American company (owned by Brembo), apparently chosen after blind testing. The rear caliper is still made by Brembo.

Note — BMW recalled the Hayes calipers S 1000 RR. The calipers may leak when parked. It’s slowly and doesn’t cause the brakes to fail, but riders would notice fluid marks on the rim, tire, or ground. As part of the recall, the caliper would be replaced by the same Nissin caliper that came standard in the 2021+ models.

BMW also changed the analogue tach + LCD to a full-colour TFT display. While it looks cool and clean, I will miss the white dial. (Am I already old? Perhaps I’ve just dropped too many a phone and see all screens as fragile… in reality, I’ve also had CAN bus bikes fail to start when an analogue tacho was broken.)

From late 2020, the latest BMW S 1000 RR has also been available with the M Endurance chain, a low-maintenance chain with a very hard diamond-like coating on the rollers. See more about the M Endurance chain here.

Anyone familiar with motorsports would be familiar with the iconic M range from cars — the BMW M3, M5 and so on. Well, 2021 is the first year that the M range has included motorcycles. Remember this and tell your (or someone else’s unwitting) grandkids!

The 5th gen BMW S 1000 RR has the same ShiftCam engine as in the 4th gen BMW S 1000 RR, but BMW has implemented a few things from the M 1000 RR (which came after the 4th gen), including

BMW added a new tech feature of “Slide control” to the 5th gen S 1000 RR. Just in case you didn’t feel like enough of a superhero with the IMU that the S1KR has had since the 3rd gen, BMW added a steering angle sensor to help control how you power slide!

Here’s how slide control works. The BMW IMU / ECU interprets measures slip angle and compares it with the set value per the DTC settings. If the computer thinks you might go past maximum slip, the slide control system moderates the amount of drive to limit slip.

Improve Shift Assistant Pro. BMW improved the quickshifter, implementing your shift request via a “torque model” and thus letting you use it in all situations. They also improved the mechanism. It’s now easier to change to race shifting, too.

BMW also refined the chassis geometry, flattening the steering head by 0.5 degrees to 66.4 degrees rather than 66.9, and reducing the offset of the triple clamps by 3 mm. The goal of this, and a few other changes, is to subtly improve riding position and feedback from the front wheel.

Honda CBR1000RR Fireblade. Since the first 2004 CBR1000RR, Honda has always been a bit lower on the power and features than its competitors, only getting an IMU as of the 2017 model year for example. You’d pick the Honda if you’re after legendary Honda reliability or if you’re tickled by the history of the Honda FireBlade. But otherwise it stacks up comparably with the S 1000 RR on power and torque delivery, and the BMW outclasses it in tech and functions. As of 2021 though, the CBR1000RR-R SP is a very expensive and exclusive bike.

Aprilia RSV4, RSV4 R, RSV4 Factory, RSV4 R APRC, RSV4 RR. You’d buy an Aprilia RSV4 if you want a V4 engine. It’s an incredible machine. You give up a bit in terms of comfort — it’s smaller, with a more aggressive position. In recent years the 1100cc RSV4 has been more powerful AND lighter than the BMW S 1000 RR. Cornering ABS and cruise control since 2017.

Suzuki GSX-R1000. Another iconic sportbike — recall that the 2005 model was a primary inspiration for the first S 1000 RR. The latest 2017+ Gixxer is comparable in power (150 kW/202 hp) and weight (201 kg/443 lb) with the latest S 1000 RR. The 2017+ Suzuki superbike has quite an advanced engine too, with variable valve timing equipped. But the latest standard Gixxer lacks cornering ABS (despite having an IMU for traction control), uses a full monochromatic LCD rather than TFT, and doesn’t come with even a shock quickshifter. The higher-spec R model does have cornering ABS, bi-directional quick shifter, but not fancy features like cruise control or heated grips.

Spec2017-2018 BMW S 1000 RR2017-2018 BMW S 1000 R2017-2020 BMW S 1000 XRPower145 kW (199 hp) @ 13,500 rpm121 kW (165 hp) @ 11000 rpm121 kW (165 hp) @ 11000 rpm

If you’re buying a used BMW anything, make sure you buy one with a complete maintenance log. BMW buyers can be quite fussy and expect the log to be complete.

If it’s the former, it’s resolvable, and BMW may do it themselves on their coin. But if it’s a problem with the camshaft, it’s higher risk, and there are some stories of engine failures. If the top-end is noisy and the previous owner hasn’t resolved it, it would be safer to walk away, unless you’re confident you can resolve it yourself..

If you’re looking for a racing machine that’s sure to get your adrenalin pumping, check out the 2022 BMW S 1000 RR. This bike is the epitome of unbridled, raw power. The German engineering team that designed and built this high-performance ride knew what was needed for incredible speed in a competitive setting. The S 1000 RR can take on the race track and the road with equal vim and vigor. Some equipment designed for road traveling can be easily removed when it’s time to hit the track. BMW is known for its quality artistry, and this bike is no exception. Great care was taken, including the best in advanced technology and modern comfort features. When the need for speed on a high-quality motorcycle hits you, come over to Cross Country Cycle. We are your localBMW motorcycle dealership in Metuchen and Hasbrouck Heights, NJ. We offer competitive BMW motorcycle financing to make your purchase as smooth and stress-free as possible.

For your convenience, we have a BMW motorcycle parts center that features genuine parts, and the mechanics at our BMW motorcycle service center near Newark will take great care of your bike. Come on over and check out the 2022 BMW S 1000 RR today.

When you think of BMW motorcycles, something that comes to mind is knowing you have a superior product that gives you pride of ownership. The 2022 BMW S 1000 RR is a competitive racing bike that has been built with exceptionally high-quality parts and accessories. Starting with the basic S 1000 RR, you’ll find this bike in Black Storm Metallic. Standard equipment includes dynamic traction control, a full-color TFT display, LED lighting, and hill starts control. When you opt for the race-themed M Package, you’ll find your S 1000 RR is decked out in a Light White/Racing Red/Racing Blue paint scheme.

You’ll also find more standard equipment, including dynamic brake control, three additional core ride screens in the TFT display, Race Pro modes, launch control, and M carbon wheels. The available Style Passion Package has a more refined look with a Mineral Gray Metallic paint scheme that includes Copper Metallic Matte accents. Standard equipment consists of a black swinging arm, cast wheels, and an engine spoiler. If you’re located in Hasbrouck Heights or near Newark, come over to Cross Country Cycle.

You will experience the 2022 BMW S 1000 RR’s unbridled power from the 205 horsepower, 999 ccs, 4-stroke, in-line, four-cylinder engine. This engine includes BMW ShiftCam, four titanium valves per cylinder, electronic fuel injection, and a ride-by-wire throttle system. All of this is mated with a constant-mesh six-speed transmission, a multi-disc oil bath, and an anti-hopping clutch and will crank out 83 lb.-ft. of torque. This is one major racing machine and will reach speeds of up to 185 miles per hour, so hang onto your helmet. The friendly and knowledgeable folks at Cross Country Cycle are here six days a week to answer your questions and show off the excellent 2022 BMW S 1000 RR, available in Metuchen, NJ.

It uses the same four-cylinder 1.0-litre engine as the older bike, but here develops a total of 207bhp – up by 8bhp over its predecessor. It’s also 4kg lighter than the previous-generation S1000RR, while developing ‘at least’ 100Nm of torque from 5,500rpm to 14,500rpm.

The bike also gets a multifunctional instrument panel, accessed via a 6.5-inch TFT screen. This relays key information to the rider and can be customised to only display what the user wants.

The S1000RR’s suspension has been refined for better handling and improved response, while the bike’s Dynamic Damping Control has been developed further to help deliver an improved ride.

BMW has also announced that the S1000RR will be available with M options and M Performance Parts – a series of upgrades that takes inspiration from the firm’s automobile arm.

Of course, they’re not, though less obviously it appears the S1000RR has a handbrake. Well alright, not a handbrake but a hill-start assist system that has me pondering if it’s such a good idea for anyone who struggles with this fairly basic skill to be swinging a leg over a 210bhp superbike in the first place. I’ve been up since 4:30am, bear with me…

I was first impressed by the S1000RR from the seat of a CBR1000RR when I had a go at Superstock in 2010. Back then they may as well have had their own overtaking lane on pretty much every straight piece of tarmac.

An immense amount. Almost unmanageable. But with the ShiftCam technology, BMW has created something just that little bit different to other four-cylinder bikes (with the exception of the crossplane-cranked Yamaha R1 with its V4-aping firing order) by having the ability to alter the camshaft profile once the motor gets above 9,000rpm.

It’s a little different with the BMW and while I’m fine on the straights, occasionally through the longer right-hand corners, where I’m looking up the track and not at the shift lights on the dash, I definitely need to shift earlier.

Handling was never exactly an S1000RR weak point, and the new bike is an absolute razor. It’s fast steering and holds a line really well, the more road-biased Racetec K3 tyres and my bravery seemingly the two biggest limiting factors to high corner speeds.

It’s hard to not be impressed by the BMW. It’s been built to win races and while it’s struggling a little in the Superbike classes, it’s been running right at the front in the Superstock class and won a couple of TT races last year in the hands of Peter Hickman (the Smiths Racing hat-trick lost only to an overheating superbike motor, a problem that has since been remedied with a new water pump design).

As a road bike it works too, if sports bikes on the road are your thing. I totally get why someone might want to ride an S1000RR on the road, but for me it’s a bit of a waste.

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