2016 BMW S 1000RR

Make Model	BMW S 1000RR
Year	2016
Engine	Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder
Capacity	999 cc / 60.9 cu-in
Bore x Stroke	80 x 49.7 mm
Cooling System	Liquid cooled
Compression Ratio	13.0:1
Lubrication	Wet sump
Mixture Control	Electronic injection
Engine Management	Emission control Closed-loop 3-way catalytic converters, EU-3 norm with electronically controlled interference pipe
Starting	Electric
Alternator	350 W
Battery	12 V / 7 Ah, maintenance-free
Max Power	146 kW / 199 hp @ 13500 rpm
Max Torque	113 Nm / 11.5 kgf-m / 83.3 lb-ft @ 10500 rpm
Clutch	Multiplate clutch in oil bath, anti-hopping clutch, mechanically controlled
Transmission	Constant-mesh 6-speed gearbox, straight-toothed
Final Drive	Chain 17/45
Frame	Aluminium composite bridge frame, partially self-supporting engine
Front Suspension	Upside-down telescopic fork Ø 46 mm, compression and rebound stage adjustable
Front Wheel Travel	120 mm / 4.7 in
Rear Suspension	Aluminium double-strut swingarm, compression and rebound damping adjustable
Rear Wheel Travel	120 mm / 4.7 in
Front Brakes	2 x 320mm Discs, 4 piston calipers
Rear Brakes	Single 220mm disc, 1 piston caliper
ABS	BMW Motorrad Race ABS (part-integral), disengageable, modes to select
Wheels	Aluminium cast wheels
Front Rim	3.50 x 17
Rear Rim	6.00 x 17
Front Tyre	120/70 ZR17
Rear Tyre	180/55 ZR17
Castor	96.5 mm / 3.8 in
Steering Head Angle	66,5°
Dimensions	Length 2050 mm / 80.7 in. Width 826 mm / 32.5 in. (incl. mirrors)Height 1140 mm / 44.8 in. (excl. mirrors)
Wheelbase	1425 mm / 56.1 in
Seat Height	815 mm / 32.0 in
Dry Weight	175.5 kg / 386.9 lbs
Wet Weight	204 kg / 449.7 lbs
Fuel Capacity	17.5 Litres / 4.6 US gal
Reserve	4.1 Litres / 1.08 US gal

As of model year 2016, the BMW S 1000 RR will be available in the following new colour combination:
Black storm metallic / Racing red non-metallic.

Welcome to the new Planet Power.

The S 1000 RR revolutionized the supersports class when it first came out in 2009. Now it steps up to the very same challenge. The S 1000 RR model year 2015/16 has been completely revised: BMW Motorrad engineers have entirely revised the bike's technology, design and fittings. The result: in its origins a genuine Double R, on the road a new supersports machine.

A facelift is not enough.

The RR is the epitome of a superbike - and that applies to its design, too. Now in its third generation, you can instantly see its increased power. The profile is razor-sharp and extremely clear, the volume of the contours and shapes perfectly balanced. From the rear to the front section, every trim component has been redesigned - including the headlamp element, where the symmetry has been given greater emphasis.

Increased output, reduced weight.

The new S 1000 RR has an output of 199 hp - 6 hp more than its predecessor. But it is not just its higher rated output that makes the Double R faster and more agile. Weighing in at 450 lbs incl. ABS and traction control, it is some 8.8 lbs lighter than the previous version. Furthermore, it has a newly designed exhaust system as well as a new engine set-up for increased torque, an improved output curve and many other optimized details.

Consistently revised down to the last detail.
In addition to major changes to design and performance, it is primarily the technical details which allow the S 1000 RR to take such a quantum leap forward. The electronic suspension components DDC and DTC have been given a new set-up, as has the entire suspension. This ensures greatly improved traction as well as better feedback to the rider. Optimized riding is enabled by such features as the Shift Assistant Pro (shifting up and down without clutch) and the e-gas throttle actuator for more precise and direct control. The rider operates these new features via the newly designed instrument panel which can be adapted to the specific type of use.

All in all: a new S 1000 RR.

In taking the S 1000 RR a step further for model year 2015, absolutely every component was re-assessed. The result is a superbike what will once again set the benchmark in its class - in other words a genuine Double R.

The new engine now delivers an impressive 199 hp; 6 hp more than in the predecessor model. In addition, the maximum torque range has been increased to 10,500 rpm. The throttle valves are electronically controlled using the new electromotive throttle actuator technology. Other improvements have been made to the mapping, cylinder head and the intake tube geometry.

The new rear silencer with dual flow results in increased torque within the lower engine speed range as well as an improvement in the charge cycle. This also reduces exhaust gas back pressure for increased power. All in all the new exhaust system without the front silencer reduces the bike’s weight by 6.6 lbs.

Tires are the only point of contact between the asphalt and the motorcycle. For this reason, aluminium HP forged wheels (optional) are available for the new S 1000 RR. They weigh 5.2 lbs less than the standard wheels of the previous model and improve handling.

There are two tire options:
Pirelli Diabolo Supercorsa SP C 120/70 ZR 17 at the front and Diabolo Supercorsa SP 200/55 ZR 17 at the rear. Or: Continental Conti Race Attack Compound 120/70 ZR 17 at the front and Conti Race Attack Compound 200/55 ZR 17 at the rear.

Traction control (DTC) has been adjusted accordingly so as to ensure that the tires are able to convert full performance into forward propulsion.

The RR is the epitome of a superbike – including its design. Now in its third generation, the styling reflects its increased power.

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The profile is razor-sharp and extremely clear, the many contours perfectly balanced. Each and every trim component has been redesigned from the front to the rear.

The headlamp element is more balanced than the predecessor. The symmetry of the split face has been enhanced and the lamp positions modified. The result is a lighter, clearer and more dynamic look.

The new engine spoiler is longer, thereby underscoring the dynamic lines of the design as a whole. This also applies to the new windshield and the new rear section.

In contrast to its predecessor, the 2015 S 1000 RR has been converted to 100% electromotive throttle control. The electronic control of the fuel feed means that the relevant throttle valves are operated much more directly This ride-by-wire system gives the rider more accelerator input and release control. What is more, operating the accelerator is physically easier with no mechanical transmission.

The riding modes Rain, Sport and Race with ABS and ASC come as standard on the new S 1000 RR. The Slick and User modes are new optional extras.

With the latter modes, the rider can define various DDC and DTC settings to allow two different suspension set-ups to be evaluated during travel at the press of a button.

Dynamic Damping Control (or DDC for short) is an electronic control unit which adjusts the suspension automatically to the given situation. At intervals of 10 milliseconds the DDC control unit processes a wealth of information such as traction, banking and damper feedback.

From the rider’s point of view, this means that the RR has the optimum set-up for damper compression and rebound at all times. So compromises in the suspension settings are now a thing of the past.

With its exceptionally high resolution, the instrument panel of the new S 1000 RR provides an even clearer display of selected settings along with road speed and engine speed.

These are some of the information items and functions which can be read and set by the rider: set-up for DDC and race track, banking, DTC, lap time and lap distance, lap-specific speed, active riding mode, gear changes per lap and much more.

This is a feature racing riders know and love: the Shift Assistant Pro enables the rider to shift up and down without using the clutch.

This option provides numerous benefits: riders can leave their hand on the hand grip when shifting gears and braking, as it is not required to activate the clutch, there is considerably less load change impact on the rear wheel so it retains better directional stability; shift time is reduced.

A steeper steering angle, longer wheelbase, lower swing arm rotation center, shorter fork protrusion, wider handlebars and a lighter rear section: the suspension of the S 1000 RR has been optimized in many ways.

The new suspension geometry provides a much improved feel for the front. It was also possible to achieve increased agility, lighter-footed handling, increased mechanical grip on the rear wheel and more rear-wheel feedback.

Here is a summary of improvements: steering angle increased from 66° to 66.5°, swing arm rotation center lowered slightly, wheelbase extended by 0.4 inches to 56.1 inches, castor shortened to 3.8 inches, fork protrusion shortened by 0.25 inches, spring struts extended by approx. 1.5 inches, handlebars widened slightly.