BMW S 1000RR

Just two years after the launch of their groundbreaking superbike, BMW has substantially revised the S 1000 RR. There are a myriad of changes discussed in the extensive text below provided by BMW.

Highlights include revised steering geometry, including but not limited to the Steering Head Angle and the swingarm pivot location, revised fork, revised instrumentation, “optimised torque curve” for improved rideability, three new selectable power curves and a new mechanical steering damper. Peak horsepower remains the same, massive 193 at 13,000 rpm, and redline is unchanged at 14,200 rpm.

Overall Concept and Features.
Scarcely two years after the launch in 2009, BMW Motorrad is now presenting the revised model of this successful supersports bike, now with many optimised details. The primary objectives were even greater riding precision and agility, a punchier power buildup, and a more sensitive response. The revised model of the S 1000 RR has incorporated quite a few feedback reports from national super stock races.

Like its predecessor, the new RR knows no compromise, providing the highest level of sporting character and riding dynamics. The convincing features of the new S 1000 RR are its improved handling with absolute riding stability, supreme engine performance with perfect everyday practicality, and a resounding dynamic performance. The highest level of active safety is safeguarded by the most advanced brake system today on the market, the BMW Motorrad Race ABS. When accelerating, the rider is supported by the Dynamic Traction Control system DTC. Both of these systems have been optimised for the perfect interaction.

There have been no changes to the superior engine power of 142 kW (193 hp) with a weight of only 204 kilograms including 90% fuel (206.5 weight with Race ABS).

Concept with optimised riding dynamics.
One of the primary objectives pursued for the revised S 1000 RR model was to improve ridability by boosting thrust and enhancing the linearity and harmoniousness of the power and torque curves. The reconfigured throttle improves overall response.

The new, optimised design raises response sensitivity, tightens the twistgrip angle, and reduces the twisting force.

Suspension with improved handling and feedback.
The modifications to the new RR suspension have been instrumental in boosting its riding dynamics. For instance, the upside down fork and the spring strut feature a new internal structure, providing an even wider range of damping forces from comfort to performance.

Moreover, the suspension geometry has been modified with new values for the Steering Head Angle, offset, position of the swing arm pivot, fork projection, and spring strut length to yield even better handling, steering accuracy, and feedback for the new S 1000 RR. This has required modifications to the main frame that also included enlarging the cross sectional area of the intake air guide through the steering head for greater air flow efficiency. This package of suspension optimisations is rounded off by an adjustable mechanical steering damper.

Instrument cluster with new functions.
The engine speed display has been redesigned for better readability. In addition, the display can now be dimmed and provides more functions. For instance, the lap timer can now present “Best lap in progress”, and if required, “Speedwarning” can inform the rider when he exceeds a particular speed.

Refined design and new colours.
The new S 1000 RR not only benefits from the advanced developments for the engine, suspension, and cockpit. It has also gained yet another step ahead in terms of design. The tail section now presents a considerably leaner look. There have been some discrete changes to the asymmetrical side panels, and the centre airbox cover now sports side aperture grilles. On the top part of the panels, a new, telling identifying feature takes the form of two winglets that enhance the aerodynamic qualities.

In the most sporting colour combination of Racing red and Alpine white, the RR exudes power and speed even when it is stationary, whereas plain Bluefire lends it a decidedly extravagant look.

Sporty dynamics is conveyed by Sapphire black metallic, and in BMW Motorrad Motorsport colours, the new S 1000 RR testifies to its direct relationship with BMW Motorrad Motorsport. The distinctive RR logo has been slightly modified.

Additional visual accents take the form of wheels painted in glossy black and the red spring in the central strut. The matching swing arm either presents an anodised coating or is kept in black.

Also the ergonomics has been improved in the form of new heel plates for the rider. The stabilisers on the passenger footrests have now been designed for a leaner look.

Extended range of optional extra and special equipment.
For individualising the new S 1000 RR, BMW Motorrad is expanding its range of optional extras and special equipment ex works with a number of attractive features. Riders with a particularly sporty bent can now equip their RR with an HP titanium exhaust system (with or without ABE) or the HP race data logger. Also the heated grips offering two levels and fitted as optional extra can take the bite out of the early morning run on the racetrack or longer rides in cold weather.

The new features at a glance

* Optimised torque curve for improved ridability.
* Expansion from two to three performance curves (one each for Rain and Sport modes and an additional one for Race and Slick modes); Rain mode now 120 kW (163 hp).
* Reconfigured throttle for enhanced response (particularly gentle and sensitive acceleration in Rain mode, and immediately direct and spontaneous response in Sport, Race, and Slick modes).
* Reduced twisting force and tighter twistgrip angle.
* Smaller secondary ratio for boosted thrust.
* Refined tuning between Race ABS and Dynamic Traction Control (DTC).
* Enlarged cross sectional area of the intake air guide through the steering head for greater air flow efficiency.
* Better handling, steering accuracy, and feedback.
* Revised spring elements for an even wider range of damping forces.
* Suspension geometry modified with new values for the Steering Head Angle, offset, position of the swing arm pivot, fork projection, and spring strut length.
* New mechanical steering damper adjustable over ten levels.
* Forged and milled fork bridge in a new design and with a smaller offset.
* Revised design with a leaner tail section, redesigned side panels, centre airbox cover with side aperture grilles, and winglets.
* For new colour variants: plain Racing Red with Alpine white, Bluefire, Sapphire black metallic, BMW Motorrad Motorsport colours.
* Revised RR logo.
* New heel plates and leaner stabilisers on the passenger footrests.
* Redesigned LCD engine speed display for better readability and with five dimming levels.
* Instrument cluster with the new functions “Best lap in progress” and “Speedwarning”; deactivation of “Lamp” fault message when headlamp or number plate carrier removed.
* Catalytic converters relocated, so no heat shield necessary.
* Expansion to the optional extras and special equipment ex works.

Drivetrain.

Just as before, the S 1000 RR sports the water cooled four cylinder inline engine of solely 59.8 kg delivering a top power output of 142 kW (193 hp) at 13,000 rpm and a top engine speed of 14,200 rpm. The max torque of 112 Nm is reached at 9750 rpm.

Reconfigured throttle for improved overall response.
The primary objective in this next level of development for the new RR was to target the powertrain for combining the outstanding engine power with even greater ridability. To this end, the throttle was first reconfigured in engine control. To date, engine control consisted of four individual throttle curves for each of the Rain, Sport, Race, and Slick modes. For the new RR, these have been reduced to two: a characteristic curve for a particularly gentle and sensitive throttle in Rain mode, and a second for immediately direct and spontaneous response in the Sport, Race, and Slick modes. Following this measure, the rider now no longer needs to adjust to the constantly changing throttle characteristics when switching frequently between Sport, Race, and Slick modes. At the same time, this also served to optimise the load change behaviour.

For particularly sensitive and fast regulation, the throttle valve now features a supporting spring with a low spring rate that reduces the actuating force. And the twisting angle is now considerably smaller on the new twistgrip throttle.

Optimised power and torque curves and lower secondary ratio.
The higher priority objective of the best possible ridability also included the optimisation of the power and torque curves.

Three new power curves have been defined: one each for the Rain and Sport modes and an additional one for the Race and Slick modes (in contrast to earlier, when there was one for the Rain mode and a second for the Sport, Race and Slick modes). With an eye to improving acceleration and thrust properties, we have reduced the secondary ratio from its former 17:44 to its present 17:45.

In Rain mode, the new S 1000 RR now delivers 120 kW (163 hp), or 8 kW (11 hp) more than previously. In Sport, Race, and Slick modes, the RR can still deliver a top power output of 142 kW (193 hp), but the power could be significantly raised especially in the lower speed range between 5000 and 7500 rpm. The result is essentially more linear and punchier engine characteristics.

Also the torque curves have been redefined for the purpose of improved ridability. So the new RR now offers three different torque curves (previously two): one each for the Rain and Sport modes and an additional one for Race and Slick. All four modes benefit from the greater harmony and linearity of the torque curve. In addition, the new S 1000 RR delivers in all four modes a considerably greater torque in the 5000–7500 rpm range. And particularly in Rain mode, the RR offers considerably improved ridability. Whereas the torque curve for the predecessor model virtually plateaued from 4500 rpm, the new engine now revs up more freely, and the curve rises to over 9000 rpm.

New combustion control in the overrun phase.
For uncompromising sporting characteristics with treadless tyres on the racetrack, Slick mode has been reconfigured for enhanced performance. This involved a series of modifications to the characteristic map for overrun phase combustion that effectively eliminated permanent overrun fuel cutoff. Now, overrun phase combustion control converts braking torque and engine drag torque into an optimised retarding torque on the rear wheel. The result is even greater riding and directional stability during braking and turning.

Modified stainless steel exhaust system and optimised intake air guide.
The all stainless steel exhaust system on the S 1000 RR features a redesigned catalytic converter and front pipes. Fitted previously in the front pipes, the catalytic cartridges are now integrated in the front silencer. The interactions between the 20% larger cross section of the intake air guide in the steering head, the modified airbox, the new bellmouth geometry, and modified engine application all served to increase the torque as described above. These modifications to the exhaust system now eliminate the need for the heat shield installed previously on the oil sump.

Dynamic Traction Control (DTC) with enhanced control performance.
When unveiled in 2009, the S 1000 RR was the first series supersports bike in the world to combine Race ABS with Dynamic Traction Control (DTC). The fact that BMW Motorrad could implement these two technologies with such ease proved to be so convincing that nearly 100% of the vehicles leaving production are fitted with these two systems. Both systems have seen continued optimisations in the course of technical advances.

Dynamic Traction Control (DTC) is a rider assist system with a lean angle sensor that supports the rider and provides him with that extra safety on roads with compromised coefficients of friction. Following the laws of physics, it regulates the transferred drive torque, preventing the rear wheel from spinning in nearly all situations.

For the new RR, modifications have been made to reflect the new geometry, and wheelie detection has been optimised. When wheelie detection engages, the throttle valves now open much more gently. Moreover, Dynamic Traction Control (DTC) has been optimised for greater riding and control performance in the Race and Slick modes.

The new DTC application is based on the BMW Race Power Kit for better transparency during highly sporty manoeuvres on the racetrack. The experienced rider can therefore achieve faster lap times.

Suspension.

The S 1000 RR boasts innovative suspension technology for the highest level of supersports performance. The refinements made to the suspension have focused particularly on enhancing agility, handling, and inclined stability. In addition, the modifications lead to greater suspension reserves and an enhanced feeling for all situations and the threshold level. In short, the new RR feels even lighter and more manoeuvrable, but without sacrifice to riding stability.

New suspension geometry for better handling and greater steering accuracy.
The new S 1000 RR features a modified frame with a new steering head and tail section. Besides new key figures for the geometry there is also a 20% larger cross section of the intake air guide in the steering head. The Steering Head Angle is now 66° instead of the earlier 66.1°. The wheelbase has now been shortened by 9.3 mm to 1422.7 mm, and the afterrun has been lengthened by 2.6 mm to 98.5 mm. The fork bridge offset (front end) is now 2.5 mm shorter at 29.5 mm. In addition, the fork projection is 5 mm shorter than in the predecessor model. These modifications also included revisions to the steering head bearing for a lower breakaway torque and hence greater steering precision.

Redesigned spring elements for a wider range of applications.
The new spring elements now allow a wider range of suspension configurations between comfortable for the road and tight for the racetrack. As before, the suspension can be configured quickly and easily at the clearly defined scales on the spring elements. The new suspension adjustment now benefits riders on both country roads and the racetrack. Internal friction has been minimised on the fork and spring strut. This has resulted in a considerably optimised response, and the rider can now recognise the threshold level with far greater ease.

Upside down fork with new inner workings.
To date, the upside down fork on the S 1000 RR was fitted with bottom valve damping. Now featuring a mid speed damping valve, the fork can now utilise additional force at the working piston to build up compression damping with greater speed and precision. Also, the constant flow area has been reduced for improved feedback from the front section. The piston rod guide and the bearing concept have been revised for a better, more transparent response.

New spring strut with revised damping.
The central spring strut now features a piston rod whose diameter has been increased from 14 to 18 mm, allowing more oil to flow through the low/mid speed valve. Here too, the reduction to the constant flow area increases the rate and precision of compression damping buildup.

At the same time, the needle geometry has been modified on both valves and now allows a highly linear buildup of damping force over the whole range of settings. All in all, these modifications to the buildup of damping forces greatly enhance the effects and feelings conveyed by each configuration.

A check valve installed in the piston rod counteracts any negative effects on compression damping when the rebound is being set.

Also the spring strut now presents a smaller constant flow area for improved feedback.

Overall, the new RR offers considerably greater ride comfort at the same time as greater feedback and dynamics.

Race ABS with fine tuning and clear feedback.
The Race ABS on the S 1000 RR has been developed specifically and exclusively for the requirements on the supersports segment. For the new RR, it has been adapted to the new suspension geometry and now provides optimised control performance. An adaptive learner, it recognises the requirements even of highly experienced riders and detects diverse road conditions and tyres.

By pressing the lever, the rider receives feedback from the Race ABS as to when the traction limit will be exceeded and the control range reached. The rider feels controller feedback as a slight pulsing in the brake levers.

New mechanical adjustable steering damper.
Unlike its predecessor, the RR now features a mechanical steering damper adjustable over ten levels. This allows the rider to choose the configuration best suited to his riding style.

New coated swing arm and new swing arm bearing bush.
Depending on the S 1000 RR paintwork, the rear wheel swing arm is either anodised or provided with a black, cathodic dip coating in lieu of the earlier Ostra grey paint.

The swing arm bearing bush in the frame’s tail section is now secured in place with the one screw (instead of two as in the predecessor model) at a position 4 mm higher for the full effect of the optimised suspension geometry.

New heel plates.
The heel plates have been redesigned for the optimal ergonomics. The stabilisers on the passenger footrests have also been redesigned.

Fork bridge in a new design.
The forged and milled top fork bridge for the RR now presents a new design as a visual constituent of the cockpit always in view of the rider. The fork bridge offset is now 2.5 mm shorter at 29.5 mm.

Electric and Electronics

Redesigned rev counter and dimmable LCD display.
The rev counter has been redesigned for better readability. The LCD display now offers five dimming levels and provides a number of additional interesting functions. The display now presents a symbol representing the new heated grips available as optional equipment ex works.

“Best lap in progress” for the racetrack.
The integrated lap timer now displays “Best lap in progress”. When on the racetrack, the rider can then see in real time (100 m intervals) whether his present lap is faster or slower than his fastest lap so far. This provides invaluable assistance to riders with sporting ambitions. On every lap, the current lap time is compared with the “Best lap” time. When the current time is better, the “Best lap in progress” (BLP) lamp lights up green. When the time is slower, the BLP lamp goes out.

“Speedwarning” function for everyday support.
The function “Speedwarning” signals to the rider when he exceeds a particular speed he has defined. When the speed limit is exceeded, the shift lamp lights up and the word “SPEED” appears on the display.

Option for deactivating the lamp fault display.
For racing without a headlamp or number plate carrier (direction indicators), the lamp fault display now presents a deactivation option that disables this fault symbol.

Body and design.

Highest dynamics, functionality, and unmistakability in design.
The lightness the new S 1000 RR conveys when running is also reflected in the look of greater dynamics presented by this highly dedicated sports bike.

Immediately conspicuous is the far leaner tail section. The centre airbox cover sports new side aperture grilles. The asymmetrical side panels so characteristic of the RR, with gills on the right and air outlet on the left, have experienced some discreet refinements in their design.

These are joined by the new air deflectors, the so called winglets. These not only lend the new RR its look of greater dynamics, but also boost its aerodynamics by dissipating the wind pressure on hands and arms at high speeds.

Range of Equipment.

For even greater individualisation of the S 1000 RR, BMW Motorrad offers an extensive range of optional accessories and optional equipment ex works. Special equipment is delivered directly ex works and is integrated in the production process. Special accessories are installed at BMW Motorrad dealerships. The motorcycle can therefore be fitted with options after it has left the factory.

The equipment options already available for the S 1000 RR have now been supplemented with the following.

Optional Extras.

* Heated grips with two levels.

Special equipment.

* HP titanium exhaust system street legal / non-street legal.
* HP winglets of CRP.
* HP race data logger with GPS.

This offer is rounded off with the familiar, high quality collection of rider´s gear, HP parts and the HP race parts designed specifically for the S 1000 RR.

* HP race calibration kit.
* HP race cover kit.
* HP race shift pattern reversal.
* HP race footrest plate.

In addition, BMW Motorrad HP Race Support assists all customers who want to use their RR at a higher professional level on the racetrack.

Colours.

New colour concept for sporty dynamics.
The colour concept for the S 1000 RR plays with the contrasts presented by the black bridge frame, the filigree wheels with glossy black paint, and the stubby rear silencer of stainless steel. The look of sporty dynamics is underscored by the two arm swinging fork with anodised or black cathodic dip coating. On all colour variants, the red spring in the central strut provides an additional visual accent.

The new RR will be offered in four colour variants. In the particularly sporty colour combination of Racing red and Alpine white, the S 1000 RR exudes power and speed even when it is stationary, whereas Bluefire underscores the extravagance of the supersports bike. Sporty dynamics is borne up by Sapphire black metallic, and the BMW Motorrad Motorsport colours, which testifies to the direct relationship with BMW Motorrad Motorsport.

The distinctive RR logo has been slightly modified.

Review

BMW brought new levels of power to the sportsbike category with the launch of the S 1000 RR two years ago. Since that time, the only running change during production was the introduction of a marginally heavier crankshaft - made at the request of the World Superbike team - and added to the streetbike to meet homologation requirements for racing.

Cementing the fact that racing truly does improve the breed, the 2012 model year BMW has much changed chassis geometry - again at the behest of race teams - and the changes are comprehensive. The fork and shock internals are of a higher specification, with improved damping circuits.

While no more top-end power is claimed, the often criticised comparative lack of low and mid-range grunt has been addressed, thanks to a redesigned exhaust and intake along with extensive ECU changes.

The results are immediately evident both on the track and the road but it is on the road, where maximum aggression can’t be used, that the increase in mid-range grunt is most welcome.

BMW’s electronics suite is by far the best in motorcycling. This is due to its well-tuned various modes of operation and the freedom given to the rider to set their own combination of features on the fly. All systems can easily be deactivated, if preferred. An effective and fully integrated electronics suite with a wide scope of options that can be easily customised to changing track or road conditions, at this level, is unprecedented. All modes have been refined and help to make the S 1000 RR a more polished tool than ever.

The electronic quick-shifter is the best in motorcycling and works just as well at moderate throttle openings on the street, as it does swapping cogs at 13,000rpm on the track. For 2012, the S 1000 RR even gets optional ($325) heated grips!

The only electronic feature missing from the S 1000 RR is an electronic steering damper; a conventional mechanical damper is fitted which, although adjustable, does make slow speed steering on the street a little ponderous.

Unlike most motorcycles with selectable power delivery modes, the BMW modes are genuinely useful. On the street the soft ‘rain’ mode is brilliant at smoothing out the throttle operation and makes for more a comfortable ride over less than perfect surfaces, but as the revs rise so does the aggression, with 163hp still on tap up top this soft mode does not cause you to question your manhood. And I don’t mind saying the more aggressive modes (sport, race and slick all provide 193hp delivered increasingly hedonistic ways), while amusing, can be a little too much for the street at times. Road situations that require any more than rain mode are very few and far between. Heck, even one wheel action in rain mode is but a DTC off button away. If you can’t pull wheelies with 163hp you probably shouldn’t bother trying to do it with 193hp…

At the track with the electronics switched to full ‘manic’ the BMW is – quite literally - simply breathtaking. It is a demanding tool, with race style body positioning mandatory to keep the bike stable and the front wheel somewhere near terra-firma, combined with a hefty dose of brave pills in order to smash the throttle to the stop on the exit of turns. Corner entry feels a little sweeter with steering the bike into a turn taking a little less effort than its predecessor.

Watching true ‘A’ grade, championship level Superbike riders slide off Phillip Island’s turn 12 at 240km/h with the front pawing the air as they come on to the straight (despite a full race crouch and all their weight on the front of the bike), really displays the sheer outright speed available to those with the skill and bravery required to do this machine justice.

The fact of the matter is, however, that, outside of a Superbike grid, very few riders possess that level of skill, and the upper reaches of the BMW’s performance will never be tapped by meagre mortals. Still, it’s nice to know you are riding something with that sort of potential, despite being constantly reminded of your own inadequacies.

Styling has also been tweaked with changes to the shape of the gill shaped cut-outs in the fairing and other subtle touches to keep the S 1000 RR looking fresh. Remaining are the simple touches such as numbered clickers on the suspension with most adjustments made in seconds via the screwdriver shaped end of the key. I love this thoroughness of design, a BMW hallmark across all models. The improved mid-range grunt of the updated bike makes it infinitely more pleasurable at street speeds and that’s something I could never say of its predecessor.

About the only thing unchanged for 2012 is the price with the S 1000 RR still retailing for $22,290 plus on-road costs. Standard equipment includes ABS, traction control and quick-shifter.

NB: While Trev rode the S 1000 RR on the track and on the road, we also took along our faster compatriot, Antti Papinniemi, for his first taste of modern sportsbike traction control. Check out Antti's second opinion here. While he is no road race champ, his 63s at Broadford on a 100,000km stock TRX850 suggest that he is about as fast as trackday punters get.

Positives
- Seriously fast
- Excellent full electronics suite
- Full control of electronics suite
- Best quick-shifter in the business

Negatives
- Demanding bike at the circuit
- Mechanical steering damper

Source mcnews.com.au