2010 BMW S 1000 RR
The new BMW S 1000 RR is a highly innovative
straight-four supersports motorcycle from BMW Motorrad
now making its world debut.
This true milestone in the world of
sports machines combines engine output of 142 kW (193
hp) with overall weight of just 204 kg (450 lb) including
fuel (183 kg/403.5 lb dry weight, 206.5 kg/455.3 lb
overall with Race ABS).
Specifications of this calibre make
this supersports machine not only an absolute highlight
in terms of its power-to-weight ratio and performance,
but also, equipped with Race ABS and DTC Dynamic Traction
Control, a new benchmark in terms of riding dynamics,
safety and innovation.
Team BMW Motorrad Motorsport has been
playing an active role in the World Superbike Championship
since the beginning of the 2009 racing season, the
new S 1000 RR setting the foundation for the production-based
machines ridden by BMW Motorrad’s two works
riders Troy Corser and Ruben Xaus.
The Challenge for BMW Motorrad.
To successfully enter the World Championship
with a Superbike today, a manufacturer needs a production
model with the right kind of overall concept consistently
applied in all areas. The essential factors, therefore,
are supreme power, a wide range of engine speed, fast
revving capacity also over a long period, optimum
chassis stiffness, and perfect set-up of the engine.
Other features absolutely essential
more than ever particularly in the top league of supersports
motorcycles are simple and straightforward rideability,
lightfooted handling, absolutely outstanding all-round
performance as well as safety features such as rider
assistance systems like ABS and traction control giving
the customer precisely what he needs.
Developing the RR, BMW Motorrad has
entered completely new, unchartered terrain. Clearly,
this meant a huge range of new challenges and responsibilities
for the entire Development Team, but also gave the
Team enormous motivation in seeking to set new standards.
The specific targets in developing
the S 1000 RR were therefore clear:
To achieve output and performance
of the highest standard.
- To make the suspension absolutely stable, with
top handling and supreme traction.
- To give the new machine that unmistakable, dynamic
design of BMW Motorrad.
- To reduce the weight of the motorcycle to an
- To ensure top quality typical of BMW.
Unique against the competition.
Over the years and decades, the principle of combining
a straight-four power unit with an aluminium bridge
frame has been consistently developed and has become
the dominating technical concept particularly in the
supersports segment. The reason, quite simply, is
that a motorcycle of this kind offers signifi cant
benefi ts in terms of riding dynamics, long-distance
endurance, and straightforward production.
Precisely this is why the new S 1000 RR also applies
this concept with its proven fortes and advantages.
But even while the S 1000 RR, in its concept teaming
up a straight-four power unit and an aluminium bridge
frame, may appear at fi rst sight to have similarities
with some competitors, the Development Team at BMW
Motorrad has succeeded in enhancing the existing status
of this concept in virtually every respect.
As a result, the S 1000 RR offers not only a wide
range of USPs in terms of technology, performance,
and design, but also, through its particularly compact
overall layout, clearly demonstrates the high school
of European engineering in the supersports four-cylinder
Maximum performance and riding dynamics.
The consistent concept of the RR supersports is
borne out in particular by the truly fascinating,
innovative high-performance technology and incomparable
riding dynamics of this new machine. The result is
an exceptional combination of supreme riding precision
and agility, on the one hand, with unparalleled engine
power and performance, on the other, providing an
overall package truly unique in the market.
Never before has a BMW motorcycle been conceived
and built more consistently for supersports riding
in terms of its concept and overall construction.
But at the same time the new S 1000 RR retains many
of the virtues so typical of every BMW to this day:
Extreme sportiness and riding dynamics combined with
supreme everyday riding qualities, playful handling
together with supreme riding stability, outstanding
performance combined with unparalleled active safety,
as well as dynamic, unmistakable design in conjunction
with optimum ergonomics and aerodynamics.
Free choice of engine characteristics as
well as Race ABS and DTC Dynamic Traction Control
The new S 1000 RR also excels through features and
qualities typical of BMW such as a long running life,
superior quality of production and optimum environmental
compatibility thanks to the use of the most advanced
exhaust management with two fully controlled three-way
catalytic converters also able to fulfi l future standards
Active safety when braking is significantly enhanced
by Race ABS developed especially for the S 1000 RR
as a genuine supersports and available as an option
straight from the factory. A further most signifi
cant feature likewise contributing to active safety
of the highest standard is DTC Dynamic Traction Control
also available as an option and masterminded electronically
for supreme precision and practical value.
Facing various riding conditions such as wet roads
(“Rain”), regular road conditions (“Sport”),
a race track with supersport tyres (“Race”),
or a race track with slicks (“Slick”),
the rider also has the choice of various engine characteristics
and set-ups available at the touch of a button. And
last but not least, Race ABS and Dynamic Traction
Control are combined with the respective riding modes
and coordinated with one another to ensure a supreme
standard of performance and safety all in one.
Valve drive for maximum engine speeds, with
single cam followers and titanium valves.
The primary objective in developing the new S 1000
RR was to create a supersports with supreme engine
power combined with optimum rideability for the highest
conceivable standard of all-round performance.
The water-cooled four-cylinder inline power unit
chosen to provide these qualities is brand-new from
the ground up, developing maximum output of 142 kW
(193 hp) at 13,000 rpm and revving up to a maximum
speed of 14,200 rpm.
Maximum torque of 112 Nm (82.5 lb-ft), in turn, comes
at 9,750 rpm.
The two intake and exhaust valves per cylinder made
of extra-light titanium are operated by very small
and equally light single cam followers. In conjunction
with the short sprocket driving the camshaft via an
intermediate gear, this ensures supreme revving qualities
at the highest speeds as well as exact maintenance
of valve timing combined with very compact dimensions.
The use of extremely small and light cam followers
furthermore gives the engineer greater freedom in
choosing the ideal valve lift curves and, accordingly,
in selecting optimum performance characteristics on
both road and track.
All engine components are particularly compact and
light, limiting weight of the overall engine without
ancillaries to 59.8 kg (131.8 lb) and keeping the
entire power unit very slim and slender.
Innovative exhaust system with interference
pipe butterflies for optimum power and performance.
Made completely of stainless steel, the exhaust
system featured by the S 1000 RR is designed consistently
for optimum power and performance. It works according
to the 4-in-2-in-1 principle with four individual
manifolds of equal length fi rst merging into two
pipes beneath the engine block and then extending
into a large-volume pre-silencer. From there the exhaust
emissions flow through a very short and dynamically
designed rear-end silencer to the
A homogeneous power and torque curve ensuring optimum
rideability is acknowledged as the requirement for
sporting performance on the road and fast lap times
on the track. Precisely this is why the exhaust system
featured on the S 1000 RR comes with two fully controlled
interference pipe butterfl ies housed in two connection
pipes for the two outer and two inner manifolds, in
the immediate vicinity of the exhaust ducts. As a
function of various parameters such as engine speed
and the position of the throttle butterfly, an adjuster
opens or closes these flaps, allowing exhaust gas
to flow freely between the
two manifolds or, respectively, interrupting the flow
of gas. This coordinates the sequence of oscillations
in the exhaust gas mass fl ow, reducing exhaust gas
counter-pressure at the decisive point (like on a
racing muffler) and increasing
the cylinder charge accordingly.
This factor alone makes a signifi cant contribution
to the very high standard of homogenous overall performance
offered by the S 1000 RR.
Lightest supersports with Race ABS.
The new RR offers the highest standard of technology
also on its suspension and running gear. Weighing
just 206.5 kg or 455.3 lb in road trim and with a
full tank, BMW ’s new supersports is by far
the lightest machine of its calibre displacing 999
cc and featuring Race ABS brakes.
One of the features that ensures this light weight
is the aluminium bridge frame integrating the engine
tilted to the front at an angle of 32° as a loadbearing
element for optimum torsional stiffness on minimum
weight. The front wheel runs on an upside-down fork
with a fi xed tube measuring an ample 46 milli metres
or 1.81" in diameter, while a torsionally stiff
swing arm made of aluminium holds the rear wheel in
The spring and damping action required is provided
by a central spring strut pivoting on a guide lever.
The rear frame section of the S 1000 RR is a welded
light-alloy structure belted to the mainframe, combining
low weight with superior stability and a high standard
of robust strength particularly important to riders
and teams on the race track.
Putting the rider right in the centre.
The rider’s seating position leaning forward
towards the front wheel for an active style of riding
is simply ideal for the sporting rider with his particularly
Developing the S 1000 RR, BMW Motorrad has given
particular attention to the superior ergonomics of
the machine, providing ideal qualities for both small
and tall riders and therefore focusing consistently
on the rider’s individual requirements.
The tank section is as slender as on a 600-cc machine,
giving the rider the assurance of excellent control
and handling at all times.
In the process of developing the S 1000 RR, BMW
Motorrad focused not only on a lightweight structure,
but also on minimum, highly compact dimensions as
an absolutely essential requirement.
To give the S 1000 RR an extremely slender front
silhouette but at the same time to ensure a highly
effi cient fl ow of cooling air, the engineers at
BMW Motorrad had to show all their skill, since, with
cylinder bore measuring 80 millimetres or 3.15”,
the power unit of the RR has the largest cylinder
bore in this segment with a correspondingly wide cylinder
Technical challenges of this kind as well as a development
period of just four years made the S 1000 RR the ideal
project for consistent, all-out use of CAD (Computer-Aided
Design) technology as well as the most advanced calculation
methods, for example for the machine’s aerodynamics.
As the bottom line, the S 1000 RR is the absolutely
ideal motorcycle for the customers of BMW Motorrad
looking for new, unprecedented standards and qualities
in the supersports segment.
Overview of technical highlights:
Best-in-class performance and supreme riding dynamics
in the supersports segment.
- Engine output 142 kW (193 hp) at 13,000 rpm,
peak torque 112 Nm (82.5 lb-ft) at 9,750 rpm.
- Weighing 206.5 kg (455.3lb) in road trim and
with a full tank, this is the lightest supersports
in the 1000-cc class with Race ABS.
- Best power-to-weight ratio in this class of just
1.05 and, respectively, 1.06 kg (2.31 and, respectively,
2.34 lb) per horsepower without/with Race ABS.
- Optional Race ABS for outstanding brake performance
and safety. Weight of the entire system just 2.5
kg (5.51 lb), while other systems of a similar kind
weigh up to 10 kg.
- Optional DTC Dynamic Traction Control in conjunction
with Race ABS for optimum performance and maximum
active safety when accelerating.
- Only supersports machine with Race ABS and DTC
Dynamic Traction Control.
- Various riding modes available at the touch of
a button for wet surfaces, regular road requirements,
race tracks with sports tyres and race tracks with
- All-round set-up, coordination and balance of
Race ABS, DTC Dynamic Traction Control and engine
management for all four riding modes.
- High-speed, extra-sturdy valve drive with individual
cam followers and titanium valves.
- Innovative exhaust system with a small and short
rear-end muffler, pre-silencer and electronically
controlled interference pipe flaps as well as a
fully controlled exhaust gas manifold and two fully
controlled three-way catalytic converters.
- Optimum gas dosage combined with maximum functional
reliability ensured by E-gas (ride-by-wire), incorporating
two bowden cables (opening and closing cable) leading
to the throttle butterfl y adjuster.
- Fulfilment of all environmental standards with
the potential to meet future emission requirements
ensured by two fully controlled catalytic converters
and digital motor electronics.
- Damper elements with a wide range of adjustment
on the spring base, the inbound and rebound stroke,
as well as the greatest damping reserves, particularly
- New, clearly defi ned, simple and straightforward
options to adjust the suspension and running gear.
- Aluminium tank unique in this segment for further
reduction of overall weight.
- Supreme handling combined with best-in-class
high speed and braking stability.
- Multi-functional instrument cluster with racing
features such as a laptimer. The rider is able to
set all functions directly from the ends of the
- New generation of switches with optimised ergonomics.
- Supreme aerodynamics and sporting ergonomics
ideal for both the tall and short rider.
- Optional HP Gearshift Assistant for shifting
up without operating the clutch and without the
slightest interruption of torque and pulling power.
- Wide range of equipment, special features and
options naturally offering full BMW quality (and
homologated for road use).
- Alpha Racing Performance Parts: wide range of
motorsport and tuning accessories for circuit racing
the BMW S 1000 RR.
- DoubleR Collection: single-piece leather suit,
helmet, boots and gloves, all colour-matched to
the BMW S 1000 RR.
High-output four-cylinder inline power unit
for maximum performance.
As an absolutely new development from the ground
up, the straight-four power unit featured in the S
1000 RR comes with displacement of 999 cc, with cylinder
bore of 80 millimetres or 3.15" and stroke measuring
49.7 millimetres or 1.96". The particularly short
stroke/bore ratio of just 0.621 provides the foundation
for an absolutely outstanding high-output power unit
with supreme performance at all times.
Maximum output is 142 kW (193 hp) at 13,000 rpm,
peak torque is 112 Nm (82.5 lb-ft) at 9,750 rpm. So
again, the power unit of the S 1000 RR sets new record
standards in the supersports 1000-cc class also in
Optimum riding dynamics and supersports features
combined with optimum rideability and compact dimensions
together with minimum weight were the primary targets
in developing the new drivetrain. And with its engine
weighing just 59.8 kg or 131.8 lb, the S 1000 RR boasts
the lightest 1000-cc four-cylinder in its entire segment.
Like all engines from BMW Motorrad, the power unit
featured in the S 1000 RR excels through its supreme
overall concept as well as the space-saving arrangement
of all ancillaries and the integrated six-speed gearbox
with its dog-type gearshift. Following the brief to
build a thoroughbred supersports power unit, the engineers
at BMW Motorrad have created a particularly compact
engine with ideal concentration of masses around the
machine’s overall centre of gravity. Despite
the large cylinder bore of 80 millimetres or 3.15",
engine width at crankshaft level is only 463 millimetres
or 18.23". And at 558 millimetres or 22.0",
the engine is also very low in terms of its overall
The cylinder axis on the S 1000 RR power unit is
tilted 32° to the front, providing an optimum
centre of gravity as well as the front wheel-oriented
weight distribution so essential on a supersports
machine, with absolutely precise riding control and
maximum clarity in terms of feedback from the front
The new straight-four on the S 1000 RR again lives
up to the consistent principle of BMW Motorrad maintained
over a period of no less than 85 years and applied
throughout 25 years of four-cylinder development to
provide superior and unique technical standards going
far beyond the usual level of technology.
Largest cylinder bore in the segment measuring 80
millimetres or 3.15". The crankshaft on the S
1000 RR is forged out of one single piece of heattreated
steel, runs in anti-friction bearings and comes with
the traditional crank angle of 180° for a consistent
fi ring distance at all times. Both the main and the
conrod bearing journals measure 34 millimetres or
1.34" in diameter.
Running in anti-friction bearings, the connecting
rods are forged out of extralight heat-treated steel.
Measuring 103 millimetres or 4.06" in length,
they help to keep the engine low and compact, saving
space and lowering the centre of gravity even further,
with lateral forces on the pistons remaining within
reasonable limits and the engine running smoothly
and consistently under all conditions.
Together with their anti-friction bearings, the
connecting rods weigh just 334 grams. The upper conrod
opening comes without a bearing bush and measures
17 millimetres or 0.67" in diameter. Two lubrication
openings in the upper eye of the conrod and positioned
at an angle of 45° to the vertical axis of the
rod ensure a reliable supply of oil to the piston
pin bearings at all times.
The connecting rods are split horizontally by the
proven cracking method, with the large conrod opening
being cracked exactly as required on its centre level
by a sudden pulling force applied hydraulically. The
fracture formed in this way
ensures extremely precise subsequent assembly without
any further centring of the components being required.
The cylinder liners with their nikasil coating incorporate
forged lightweight box pistons measuring 80 millimetres
or 3.15" in diameter and featuring a very short
piston skirt. Further highlights are the two narrow
piston rings optimised for minimum friction and a
three-piece oil scavenger ring.
Through their low and dynamic design and confi guration,
the combustion chambers, piston base and valve pockets
make the entire combustion process very smooth and
effi cient in thermodynamic terms, with the contours
of the piston base being optimised for minimum weight.
The pistons themselves, together with their bolts
and rings, weigh just 253 grams each.
To remove and dissipate heat, the pistons are cooled
at the bottom under high thermal loads by oil injection
nozzles in the crankcase. This ensures supreme reliability
even under extreme running conditions and extends
the overall running life of the pistons.
Ultra-compact, extra-stiff cylinder crankcase
Split horizontally down the middle of the crankshaft,
the cylinder crankcase is made of extra-strong aluminium
alloys. The compact die-cast upper section forms an
extra-stiff combination with the four cylinders and
the upper bearing mounts for the crankshaft. The upper
half of the crankcase also takes up the light and
compact six-speed gearbox.
Together with its all-round coolant shell, the cylinder
block is designed for maximum stiffness in closed-deck
confi guration and the cylinder liners come with a
wear-proof, low-friction nikasil coating.
The lower section likewise die-cast forms the counter-piece
for the main crankshaft bearing as well as the bearing
on the gearbox drive shaft. Compact cylinder head
and cam follower valve drive.
Overall output, performance characteristics, the
quality of the combustion process and fuel consumption
depend largely on the cylinder head and valve drive.
In its design and overall confi guration, the four-valve
cylinder head featured on the S 1000 RR thus offers
ideal duct geometry, compact dimensions, optimum thermodynamics,
and an effi cient heat balance. The narrow valve angles
help to provide ideal intake ducts as well as a compact
combustion chamber for high compression and optimum
Seeking to achieve maximum power and supreme running
smoothness even at very high speeds while at the same
time offering a very stiff structure, keeping moving
masses to a minimum and optimising the timing overlap
on the valves, the S 1000 RR comes with cam follower
control by two overhead camshafts offering the perfect
combination of supreme stiffness , minimum weight
on the moving valve components , and a cylinder head
very compact in design.
Valve play is compensated by means of very small
and light adjustment platelets running on the spring
plates. On the intake side the spring plates are made
of extra-light high-performance aluminium.
The moving masses of the cam followers featured
on the S 1000 RR are lower than with comparable cup
tappets. Such reduction of oscillating masses to an
absolute minimum allows fast valve acceleration for
a power-oriented cam profile and a high level of free
This is also why the cam followers on the S 1000
RR are extremely short and light in their structure
A further particular highlight in the design of
the cylinder head is the arrangement of the cam follower
axes, with both the intake and the exhaust cam followers
facing to the rear in the direction of travel. This
keeps the cylinder head even more slender as on the
usual arrangement with the bearing shafts at the outside.
Tight valve angle and light titanium valves.
The valve angle is 11.2° on the intake side
and 13.3° on the exhaust. The two camshafts made
of heat-treated steel and arranged directly above
the valves are driven by a toothed chain running on
a secondary gear shaft just above the crankshaft.
The intermediate gear used in this confi guration
helps to keep the toothed chain driving the camshafts
shorter than would otherwise be the case, ensuring
even greater precision in valve timing and keeping
the engine slimmer on the level of the crankshaft.
The intermediate gear transmission also helps to
keep the two drive wheels on the crankshafts very
small, with the overall layout of the cylinder head
remaining very compact.
Optimised valve springs as well as a hydraulic tightening
mechanism for minimum friction serve, fi nally, to
minimise drag forces and therfore enhance the standard
of power and performance once again.
Made of extra-light titanium, the intake and exhaust
valves are operated by very small and light individual
cam followers. The overall geometric layout of the
cylinder head allows an ideal transmission ratio on
the cam followers of approximately 1:1, reducing flexural
forces and bending to an absolute minimum and therefore
serving to keep the arms very light and almost fi
ligree in their construction.
Use of such extremely small and light cam followers
offers utmost freedom in choosing the optimum valve
lift curves and, therefore, the very best power and
performance characteristics both for the road and
the race track.
Largest valve plate diameter in this segment.
The rev limit on the production version of the S
1000 RR is 14,200 rpm, while in purely mechanical
terms the engine could run much faster.
Thanks to the large cylinder bore of 80 millimetres
or 3.15", valve plate diameter is larger than
on all other engines in this segment, providing the
ideal basis for maximum output and performance: Valve
plate diameter on the intake side is 33.5 millimetres
or 1.32" and 27.2 millimetres or 1.07" on
the exhaust side, setting a new record in the supersports
1000-cc segment in the interest of a maximum cylinder
charge and an optimum charge cycle.
The valve shafts, in turn, measure 5 millimetres
or 0.197" in diameter. The intake ducts are machined
asymmetrically at the transition point leading to
the valve seat rings in order to improve the fl ow
of gas and optimise the cylinder charge for even more
power at high engine speeds.
The low and fl at design of the combustion chamber
guarantees a very high level of geometric compression
with a thermodynamically optimised cylinder base largely
smooth from one side to the other.
With its compression ratio of 13:1, the power unit
of the S 1000 RR comes right at the top in terms of
production engines, offering an ideal combustion process
for optimum power yield and maximum efficiency.
Proven and compact wet sump lubrication.
The lubricating system on the S 1000 RR is a proven
wet sump system using an Eaton oil pump.
Oil is cooled not by a heat exchanger, but rather
by a separate oil cooler integrated beneath the radiator
in the lower section of the fairing for superior fl
ow conditions and aerodynamic qualities. Use of an
oil cooler prevents any undesired, additional thermal
exposure of the coolant and therefore allows the use
of a smaller and lighter radiator reducing the amount
of coolant required.
The oil level is checked in a very practical and
simple manner by means of an inspection glass on the
left side of the engine beneath the alternator cover.
Engine oil capacity is 3.9 litres or 0.86 imp gals
including the filter.
Perfect cooling concept for optimum flow
conditions, good thermal balance and low weight.
An innovative cooling concept gives the power unit
of the S 1000 RR an optimum thermal balance at all
times: The coolant fl ows through the cylinder head
in crosswise direction, the appropriately cooled coolant
flowing into the cylinder head on the right-hand side,
that is on the hotter exhaust section. So precisely
where the temperatures are highest, intense cooling
on the cylinder head ensures a fast fl ow of coolant
and, accordingly, an optimum temperature balance for
optimum power and performance.
Fitted on the right-hand side of the engine, the
coolant pump, like the oil pump, is driven by a single
roller chain running on the gearbox drive shaft. The
amount of coolant (50 per cent water, 50 per cent
anti-freeze) required is only 2.9 litres
or 0.64 imp gals.
The radiator is in bent trapezoidal design and is
fitted upfront of the engine beneath the cylinder
head to provide optimum balance and superior aerodynamic
flow conditions. Thanks to its high standard of efficiency
as well as elaborate tests in the wind tunnel to optimise
the fairing and fl ow conditions in terms of aerodynamics,
the cooling surface required is relatively small at
just 955 sq cm, suffi cient to ensure reliable dissipation
of heat under all conditions.
To provide an optimum flow of air to the radiator,
BMW Motorrad has developed a patented air guidance
concept ensuring maximum effi ciency in the removal
and dissipation of heat. This concept is then perfectly
supplemented by elaborately calculated aerodynamics
developed in the wind tunnel for optimum removal of
outgoing air from the fairing.
The engine spoiler helps to provide a sophisticated,
highly aerodynamic flow of air effectively cooling
both the oil sump and the manifolds.
Light and compact ancillary units.
Minimum width, compact and, above all, light structures
were the essential points also in the design and arrangement
of the electrical ancillaries on the engine and their
drive systems. The alternator featuring a permanent
magnet, for example, is fi tted on the left end of
the crankshaft, generating 434 W at 6,000 rpm and
confi gured for a maximum speed of 16,000 rpm.
The layshaft starter arranged on the left of the
upper half of the engine block behind the cylinders
generates maximum output of 800 W and weighs 1,050
grams. The starter is connected to the engine by a
free-wheel and acts at a transmission ratio of 1:24.61
on the outer left crankweb designed as a spur gear.
To keep weight to a minimum, the left-hand side cover
on the alternator and starter is made of extra-light
Multi-disc anti-hopping oil bath clutch,
six-speed gearbox and HP gearshift assistant (optional).
Torque is transmitted from the crankshaft via a
straight-toothed primary drive at a ratio of 1:1.652
to the anti-hopping wet clutch with a total of ten
friction plates (diameter 132.4 mm or 5.22").
Applying the anti-hopping principle, BMW Motorrad
meets all the requirements of supersports riding,
particularly on the race track. The braking power
of the engine in overrun is transmitted to the rear
wheel by the clutch only in part, that
is only to a limited extent. When braking hard and
shifting down at the same time, this prevents the
rear wheel suddenly running under much less load due
to the dynamic distribution of wheel loads from abruptly
locking and juddering, keeping the motorcycle smooth,
stable, and easy to handle also when applying the
The clutch is disengaged in overrun mechanically
by a ramp mechanism, with clutch operation via a hand
lever and with maximum manual forces limited to 80
Newton. The operating forces generated are transmitted
via a cable to the disengagement lever on the left
side of the engine and from there through a thrust
rod to the clutch pressure plate.
This saves substantial weight compared with hydraulic
operation of the clutch, just as the clutch cover
made of extra-light magnesium serves to reduce weight
to a minimum, again refl ecting one of the most signifi
cant objectives in the design process.
The dog-shift six-speed gearbox is very compact
and light. The individual gears are shifted by a light,
composite steel shift cylinder and shift forks resting
on three points.
To keep the gearbox and transmission system as compact
and short as possible, the primary and secondary shafts
are positioned on top of one another, thus saving
a lot of space. Again, this reduces the overall length
of the engine and allows the use of a long rear-wheel
swing arm in the interest of optimum traction.
Kept hollow in its structure again in the interest
of minimum weight, the gearshift cylinder runs in
anti-friction bearings. The shift forks are made of
steel and are lubricated by compressed oil. The gears
themselves come with straight teeth, the gear claws
and pockets being cut back within to ensure optimum
gear mesh. The transmission of power to the rear wheel,
fi nally, is ensured by a 525 O-ring roller chain
on the left side of the engine.
The S 1000 RR offers the customer the option to
choose the HP Gearshift Assistant featured for the
fi rst time on the HP2 Sport, thus enabling him to
shift up without operating the clutch and therefore
with hardly the slightest interruption of power and
pulling force. In the process the ignition and fuel
supply are interrupted for fractions of a second in
order to keep the gearshift absolutely smooth and
even very soft. The advantage, obviously, is even
faster acceleration, with the rider gaining valuable
fractions of a second.
The HP Gearshift Assistant may be combined
with HP sports footrests available as special equipment.
Engine management with cylinder-specific anti-knock
control for maximum power and performance.
The S 1000 RR comes with the most advanced and sophisticated
digital motor electronics currently available on a
motorcycle. The software incorporated in this sophisticated
BMS-KP (short for BMW Engine Management with Anti-Knock
Control) is an in-house development by BMW Motorrad
specifi cally for motorcycle applications. Fully sequential,
cylinder-specifi c fuel injection, integrated anti-knock
control, ultra-fast processing of a wide range of
sensor signals by
the most advanced microelectronics, a compact layout,
low weight and selfdiagnosis are the most important
features of this sophisticated system. And to meet
the requirements of a supersports machine, the engine
management unit comes on the S 1000 RR with an even
faster central computer developed to an even higher
standard and fully adapted to this unique machine.
Torque-based engine management takes a wide range
of different parameters and criteria into account.
The supply of torque and the sensitive adjustment
of engine running conditions, for example, follow
all kinds of requirements tailored to the rider’s
The main parameter in controlling the engine is
the amount of air drawn in determined indirectly through
the throttle butterfl y angle and the running speed
of the engine. Taking additional engine and ambient
parameters (including engine temperature, air temperature,
ambient air pressure) into account, the engine control
unit, together with control maps integrated in the
and appropriate correction functions, determines the
ideal injection volume and ignition timing.
Fuel grade is premium unleaded, that is at least
95 octane. And thanks to cylinder-specifi c anti-knock
control, the power and performance of the engine may
be raised to an even higher standard when running
on higher-octane fuel.
Variable intake manifold length for an optimum
torque curve and maximum power.
Fuel injection is fully sequential, meaning that
fuel is injected individually in accordance with the
intake stroke of the respective cylinder into the
intake duct. To improve the torque curve, the S 1000
RR comes with highly elaborate intake manifolds varying
in length according to current requirements: Depending
on engine speed an adjuster motor fi tted on the airbox
varies the length of the intake manifolds through
map control in two stages.
Serving to provide an optimum cylinder charge, the
appropriate amount of fuel is fed into the engine
at all times through four injection jets each on the
throttle butterfl y rail and above the intake manifold.
Depending on engine speed and the power required,
the injection jets are controlled either separately
or together in one process.
Variable pressure control for an ideal supply
Instead of a refl ow pipe, the fuel supply system
uses variable pressure control to deliver only as
much fuel as the engine really requires at any given
point in time. This sophisticated fuel supply management
allows virtually any change or modification of fuel
supply pressure for optimum fuel/air mixture formation
ensured by operating the electrical and, for the fi
rst time, fully controlled fuel pump at a high pressure
of 3–5 bar.
Such adjustment of fuel pressure as a function of
current operating conditions is quite unique in the
The fuel/air mixture is controlled for environmental
purposes by means of two oxygen sensors fi tted at
the junction points on the exhaust manifolds to precisely
monitor the composition of exhaust gas.
The BMS-KP (BMW Engine Management with Anti-Knock
Control) management unit on the S 1000 RR integrates
the automatic idle control and cold start enrichment
functions by way of electronically controlled throttle
butterfl ies. Idle
speed is automatically raised whenever required while
warming up by increasing the level of engine speed
by way of the engine management.
E-gas for optimum response and precise gas
The throttle butterfl ies measuring 48 millimetres
or 1.89" in diameter are controlled by an electric
motor forming an E-gas or ride-by-wire system. In
this process the rider’s commands are transmitted
to a sensor from the cable on the gas handle.
All-electronic engine management then converts the
rider’s commands into an appropriate torque
signal, with the throttle butterfl y controlled electronically.
With all torque factors being taken into account
in this way, the system ensures optimum rideability
under virtually all conditions until the traction
The E-gas system uses the three-level monitoring
concept already proven in its qualities on BMW cars.
As an additional feature, the S 1000 RR comes with
a mechanical link connecting the cable to the electronic
control unit and enabling the rider to close the throttle
butterfl y under all conditions.
Intake manifold with optimum air supply for the
best cylinder charge. The engineers at BMW Motorrad
have used virtually every millimetre on the S 1000
RR to make the intake system as large as possible,
giving it maximum volume. The airbox with its pure
air capacity of 7.9 litres, for example, is directly
above the engine and is likewise designed for maximum
power and torque all in one.
Air intake is at the central point with maximum
ram pressure on the upper section of the fairing between
the two headlights. From there intake air flows on
an ideal straight path through an air duct to the
steering head shaft right and left, past the steering
head, directly into the airbox and from there to the
vertically arranged plate air filter.
While other manufacturers in the supersports segment
all use a lying or horizontal plate air fi lter, the
disadvantage in that case is that the flow of air
has to be diverted. The S 1000 RR avoids such unfavourable
diversion of intake air, with the air duct leading
from the air intake opening to the steering head shaft
serving at the same time as the support for the instrument
cluster, rear-view mirrors, headlights and horn. And
made of extra-light pressure-cast magnesium, this
component not only saves the need for separate supports,
but also reduces weight to a minimum.
The air inlet in the upper section of the fairing
uses the ram-air effect almost perfectly through its
position, supporting the air supply process very efficiently
at high speeds, with up to 30 mbar overpressure in
the airbox, depending on the
current speed of the machine.
At a speed of 250 km/h or 155 mph, for example,
this means an extra 4 kW engine output. This is superior
to all competitors in this segment and again clearly
underlines the quality of airflow in and from the
airbox and, quite generally, the supply of air to
the engine in the S 1000 RR.
Innovative high-performance exhaust system
with interference pipe butterflies.
The exhaust system on the S 1000 RR is likewise
built for maximum performance. For this reason, to
save weight and to centralise all masses, the development
engineers at BMW Motorrad decided to fit the exhaust
system beneath the engine, instead of choosing an
The four individual manifolds of equal length first
merge beneath the engine block into two pipes (4-in-2-in-1
principle) and then come together in an extra-large
pre-silencer with three chambers working according
to the reflection principle. From there the flow of
exhaust gas goes out through a short, light and very
dynamic absorption rear muffler.
Both the outer skin and the interior of the complete
system are made of top-quality stainless steel.
To achieve optimum rideability as the prerequisite
for sporting and dynamic performance on the road and
fast laps on the track, a homogeneous power and torque
curve is absolutely essential. The exhaust system
on the S 1000 RR therefore comes with two interference-
type butterfl ies within two connection tubes linking
the two outer and the two inner manifolds in the immediate
vicinity of the exhaust ducts. Depending on various
engine map parameters such as engine speed and the
position of the throttle butterfl y, an actuator opens
and closes both of these flaps, opening or, respectively,
interrupting the connection between the two manifolds.
This coordinates oscillations in the flow of exhaust
masses in order to reduce exhaust gas counter-pressure
at exactly the right point (like in a racing muffler)
and increase the cylinder charge accordingly.
This technology never seen before on a production
motorcycle makes a significant contribution to the
homogenous and “beefy” power and performance
characteristics of the engine, ensuring very good
torque and boosting the overall performance of the
S 1000 RR to an even higher level.
The two metal-based catalytic converters with cell
density of 100 cells/sq inch are fi tted in the pre-silencers
upfront of the manifold entry point. They come complete
with a rhodium/palladium coating combining high temperature
resistance with a long running life.
Small and light rear muffler thanks to the exhaust
manifold. Maintenance of the strictest noise and emission
limits despite supreme engine power is ensured on
the S 1000 RR by features such as an electronically
controlled exhaust fl ap positioned upstream of the
rear-end muffler, opening up the exhaust pipe to its
optimum cross-section as a function of increasing
engine speed. Varied in this way, the exhaust pipe
cross-section provides a deep engine rumble at lower
to medium engine speeds, while the larger cross-section
opening up at higher speeds ensures maximum output
and a very sporting sound.
The very small and compact rear-end silencer accentuates
the slender look of the S 1000 RR and enables the
rider to lean over to a very low angle in bends.
So here again, the rear silencer helps to ensure
not only a sporting and powerful sound, but also truly
impressive output and performance on road and track.
Made of top-quality stainless steel, the complete
exhaust system weighs a mere 10.7 kg or 23.6 lb. At
the same time this is the most compact exhaust system
with fully controlled emission management in this
As an option the S 1000 RR is available with a very
light slip-on muffler made of titanium and with a
carbon trim cover at the rear. The supplier of this
special muffler in its very sporting and dynamic design
is Akrapovic .
Free choice of “Rain”, “Sport”,
“Race” and “Slick” riding
modes for optimum adjustment to road and track conditions.
At the simple touch of a button at the end of the
right handlebar, the rider is able to choose among
various riding modes for all kinds of different conditions
and requirements such as riding on the road, on a
wet surface, or the race track.
To make his choice, all the rider has to do is press
the Mode Switch on the right handlebar control unit
until the display in the instrument cluster reaches
the mode desired. Then, pulling the clutch lever and
turning the gas handle to idle, the driver is able
to confirm his request also while riding and the mode
is switched accordingly.
The mode last chosen is always retained when re-starting
the motorcycle. When riding on a wet surface with
reduced grip, the Rain Mode automatically reduces
maximum output to 110 kW (150 hp). This mode also
provides a particularly homogenous power and torque
curve, with engine response and power build-up by
the engine being extra-smooth and soft.
When riding on a dry surface the Sport Mode provides
full engine output of 142 kW (193 hp) in combination
with even more spontaneous and direct response to
the gas lever. This mode is intended above all for
use on country roads.
The Race Mode has been developed specifically for
racing the S 1000 RR on race tracks using street-legal
supersports tyres. Here again the rider benefits from
the full power of the engine, with an even more direct
and signifi cantly
more dynamic response at all speeds.
The Slick Mode is intended exclusively for racing
on the track using slick tyres. Like the Race Mode,
this mode not only provides full engine power, but
also ensures very direct engine response for racing
or riding under race-like conditions.
Contrary to the Race Mode, the Slick Mode allows DTC
Dynamic Traction Control to cut in permanently only
from a side angle of 200. This, in turn, allows the
rider to wheelie for up to fi ve seconds when leaning
over to an angle of less than 200, ensuring optimum
acceleration and pulling force when accelerating out
of a bend.
While the three modes Rain, Sport, and Race are
activated by the rider directly from the end of the
handlebar, the Slick Mode comes with an activation
lock function provided by a code plug for the control
unit beneath the rider’s seat of
the S 1000 RR.
The rider is therefore required to first insert
this plug before activating the Slick Mode, since
apart from allowing the even more dynamic engine set-up
he also in this way activates different Race ABS and
Traction Control settings for riding
to the absolute limit on slick tyres. In this setting
DTC is no longer suitable for surfaces with an extremely
low frictional coeffi cient such as wet cobblestone
or loose gravel.
Race ABS and DTC Dynamic Traction Control are combined
individually with the various riding modes, thus harmonising
perfectly with one another for maximum riding safety.
When required, the rider is able to deactivate the
Race ABS and DTC Dynamic Traction Control functions
separately from one another.
DTC Dynamic Traction Control for even greater
safety when accelerating.
As an option available straight from the factory,
the S 1000 RR comes with DTC Dynamic Traction Control
refl ecting the truly outstanding performance, riding
dynamics, and supersports character of this new machine.
DTC Dynamic Traction Control is a development from
motorsport featured, for example, on the Superbike
racing version of the S 1000 RR in the World Superbike
Championship. This important feature makes a signifi
cant contribution to the truly impressive overall
performance and outstanding riding safety of the S
Particularly under changing riding conditions, on
slippery surfaces and with sudden changes in the frictional
coeffi cient on the surface, BMW Motorrad’s
new DTC Dynamic Traction Control offers the rider
significant support and assistance. This advanced
system largely suppresses any undesired slip on the
rear wheel when accelerating and, therefore, avoids
the otherwise inevitable loss of lateral stability
causing the rear wheel to break loose and, should
the worst come to the worst, leading to an accident.
Using the ABS sensors to compare the running speed
of the front and rear wheels as well as data supplied
by the side angle sensor, the electronic control unit
recognises whether the rear wheel is spinning and
reduces engine power accordingly by taking back the
ignition angle and intervening in the throttle butterfl
y position by way of engine management.
Unlike the former ASC systems used by BMW Motorrad,
DTC Dynamic Traction Control therefore also determines
the side angle of the motorcycle by way of an elaborate
system of sensors, taking also this data into account
Like BMW Motorrad Race ABS also available as a new
feature, DTC Dynamic Traction Control is combined
in each case individually with the engine management
In the Rain Mode for riding on a wet surface, traction
control cuts in at a very early point before reaching
the friction limit on the tyres, thus offering the
rider maximum riding safety combined with signifi
cant riding pleasure even under diffi cult conditions.
In the Sport Mode, that is when riding on a dry
road and, in particular, on cross-country routes,
traction control cuts in a lot later, since here the
tyres have a much better frictional coefficient on
the surface. Under these conditions, DTC Dynamic Traction
Control therefore allows the rider to accelerate safely
but dynamically out of a bend, enjoying maximum riding
pleasure on public roads.
In the Race Mode DTC Dynamic Traction Control goes
much further to the extreme, allowing a very sporting
style of riding on the race track with streetlegal
In the Slick Mode DTC Dynamic Traction Control is
again set up perfectly for the race track, but now
considers the much greater grip provided by slicks
and enables the rider to choose all-out racing performance.
Although DTC Dynamic Traction Control offers the
rider valuable support and therefore represents a
very signifi cant safety factor when accelerating,
it is obviously not able – just like Race ABS
– to re-defi ne, let alone change, the limits
and laws of riding physics. In other words, the rider
may still exceed these limits on account of misjudgment
or a riding error, which in an extreme case may lead
to an accident.
DTC Dynamic Traction Control does however help the
rider to capitalise on the dynamic performance of
the S 1000 RR much more safely and much closer to
the limits of riding physics. And last but not least,
the rider may also switch off
DTC Dynamic Traction Control via a separate button
if he wishes.
Innovative suspension technology for supersports
performance of the highest standard.
Through its consistent concept, the S 1000 RR, as
a genuine supersports machine, offers not only the
most outstanding drivetrain technology for optimum
performance at all times, but also comes with truly
exceptional riding precision ensuring unparalleled
riding dynamics and almost playful agility. So the
suspension and running gear of the S 1000 RR likewise
offers the highest standard of excellence and sporting
The “heart” of the suspension is the
aluminium bridge frame weighing just 11.98 kg or 26.42
lb, tilting the engine to the front at an angle of
32° as a load-bearing element.
While this type of frame is already state-of-the-art
in large sectors of the supersports segment, the engineers
at BMW Motorrad, in developing the S 1000 RR, focused
consistently throughout the entire process on the
need for maximum riding dynamics. And particularly
through their close communication and cooperation
with the departments responsible for drivetrain development
and design, they ultimately created a suspension and
running gear setting new standards in many respects.
Lightest supersports in the 1000-cc class
with Race ABS.
Weighing just 206.5 kg or 455.3 lb in road trim
and with a full tank, the new S 1000 RR is the lightest
supersports with an engine capacity of 999 cc and
Race ABS. But this alone is not suffi cient to explain
the outstanding handling qualities of the S 1000 RR
quite in every respect. Rather, it is particularly
the machine’s ideal centre of gravity carefully
set-up in elaborate tests as well as the geometry
of the running gear that makes handling of this kind
possible in the first place. The steering head angle
of 66.1°, for example, is very steep, wheel castor
of 95.9 millimetres or 3.776" is appropriately
In the process of determining the ideal stiffness
of the frame combined with minimum weight, BMW Motorrad
– like in nearly all calculations and developments
for the new S 1000 RR – focused consistently
on computer models, simulations, CAD technology, and
countless riding tests.
Suspension and Running Gear.
In conjunction with optimum ergonomics, the slender
structure of the motorcycle also helps to provide
a particularly good and safe riding experience as
well as very smooth and easy handling.
Aluminium bridge frame with the engine serving
as a load-bearing element.
The result of this development process is an aluminium
bridge frame made up of four castings. This particularly
confi guration serves above all to meet the great
challenges in designing a motorcycle with a very slim
waist and a large airbox. The spread of stiffness
values follows a wide range of calculations and simulations
as well as many riding tests taking all kinds of variants
The steering head and the two side sections with
their integrated engine mounts are manufactured in
a tip casting process, while the rear section with
the rear engine mount, the swing arm supports as well
as the mounting points for the footrests and kinematic
elements are made in a low-pressure die-casting process.
A high-precision welding robot then assembles the
individual components in the Aluminium Competence
Centre at BMW Motorrad’s Berlin Plant to form
an extra-stiff and sturdy unit all round.
The rear frame section on the S 1000 RR is a welded
structure made up of square aluminium profi les bolted
on to the frame. Again, this combines low weight with
superior stability and robust strength appreciated
particularly by competition riders and teams on the
race track. A further advantage of this confi guration
is that it allows optimum access to the spring strut,
for example when changing the set-up for specifi c
Long rear-wheel double swing arm for optimum
Consistently seeking to give the S 1000 RR optimum
performance in every respect, the development team
at BMW Motorrad, in developing the suspension and
running gear, concentrated in particular on the mechanical
the wheels and, accordingly, on the overall need for
supreme traction. These requirements are fulfi lled
above all by the long rear-wheel swing arm helping
to reduce lift-up and wheel relief forces on the rear
wheel thanks to the drive and thrust forces conveyed
by the upper and lower chain element. In practice
this means optimum transmission of drive power, superior
performance and a smooth and reliable response at
the rear particularly while accelerating, with substantial
advantages for the rider.
With its effective overall length between the swing
arm rotation point and the rear wheel axle of 593
millimetres or 23.35", the S 1000 RR comes with
one of the longest swing arms in the supersports segment.
The swing arm mount in the frame also helps to promote
supersports performance, particularly on the race
track, with the inserts for the swing arm mounts in
the frame serving to vary the height of the swing
arm rotation point and, accordingly, the anti-squat
effect when accelerating, thus meeting the rider’s
personal requirements and the particular requirements
of a specifi c race track or stretch of road.
For reasons of weight and to ensure maximum torsional
stiffness, the configuration chosen is a double swing
arm made of deep-drawn aluminium plates with particularly
thin walls as well as a cast dish at the bottom. This
cast dish houses all components subject to high mechanical
loads such as the kinematic pivot and junction points,
the swing arm mount, and the rear wheel support. A
further advantage of the cast dish at the bottom is
the reduction of tolerances in production to an absolute
minimum on all of these kinematically relevant points.
Together with the cast dish, three separate components
made of deep-drawn aluminium plates with wall thickness
of just 2.5 millimetres or 0.098" form a torsionally
stiff and very light swing arm body weighing just
6.22 kg or 13.72 lb.
On the left-hand side the drive chain runs through
the swing arm in a shaft. The wide range of adjustment
on the rear axle support of 45 millimetres or 1.77"
provides the option to change the position of the
rear axle, moving forward by up to 17.5 millimetres
or 0.69" and backward by up to 27.5 millimetres
or 1.08", depending on whether the rider is looking
for a reduced wheelie effect (adjustment to the rear)
or more traction (adjustment to the front).
Wheelbase thus varies from 1,414.5 millimetres or
55.69" to 1.459.5 millimetres or 57.46",
with the standard wheelbase under DIN unladen weight
measuring 1.432 millimetres or 56.38".
Fully adjustable spring elements with very
high damping reserves.
Seeking to give the new S 1000 RR optimum suspension
qualities with perfect running gear, the engineers
and specialists at BMW Motorrad decided to give the
new machine a central spring strut with an adjustable
spring base as well as adjustable damper inbound and
rebound control. A further advantage is that this
configuration allows the adjustment of low-speed damping
(for example on long, stretched-out undulating surfaces)
and high-speed damping (eg on short bumps) on the
pressure stage (inbound), thus offering perfect set-up
qualities with maximum precision.
The spring strut is activated by compact and light
kinematic levers and makes allowance for the wide
range of use also on the race track by offering a
wide range of adjustment as well as very substantial
Overall spring travel on the rear wheel axle is
130 millimetres or 5.12", with 90 millimetres
or 3.54" positive and 40 millimetres or 1.57"
negative spring travel.
Using eccentric inserts on the upper spring strut
support, the rider is able to raise the entire rear
end of the S 1000 RR by 10 millimetres or 0.39"
on the spring strut support, thus taking his individual
requirements and the specific character of the respective
route into account.
The S 1000 RR meets equally high demands in terms
of riding dynamics also on the front suspension. The
confi guration used up front is an upside-down fork
with its fi xed tube measuring an ample 46 millimetres
or 1.81" in diameter.
This size alone is quite unique in the supersports
segment, offering far greater braking stability and
better feedback than the usual fixed tubes measuring
43 millimetres or 1.69" in diameter.
The fixed tube is mounted on the steering head by
a light aluminium steering shaft tube running in two
extra-large ball bearings as well as two fork bridges
made of forged aluminium in the interest of minimum
weight. To adjust the height of the motorcycle at
the front to the personal needs and preferences of
the rider as well as the route he is taking, the immersion
tube at the front provides an appropriate overlap,
overall adjustment travel of 15 millimetres or 0.59"
allowing the front end to be lowered by up to 5 millimetres
or 0.197" and raised by up to 10 millimetres
The upside-down fork comes with cartridge inserts
inside, that is a separate hydraulic piston cylinder
system, and allows adjustment of both the spring base
as well as damper rebound and inbound action. Here
again, the sensitive behaviour and response of the
suspension, the wide range of adjustment and very
significant damping reserves even on the race track
offer superior flexibility and individual choice.
Overall spring travel is 120 millimetres or 4.72",
with 75 millimetres or 2.95" positive and 45
millimetres or 1.77" negative spring travel.
To allow simple and reliable control at all times,
the individual settings on both the spring strut and
the upside-down fork are clearly specifi ed by numbers
ranging from 1 to 10. So there is no need to count
up to 30 clicks in the usual tedious process required
on some other models in this segment.
A further advantage is that both the inbound and
rebound stages are colourmarked, again – like
many other features – confi rming the very practical
approach taken by the development engineers at BMW
Very light and extra-stiff aluminium wheels.
Designed and confi gured from the outset as a supersports
machine offering supreme performance, the new S 1000
RR obviously also comes with appropriate wheels. These
are fi ligree ten-spoke pressure-cast aluminium wheels
in truly dynamic design offering optimum qualities
in every respect.
Once again, one of the primary objectives in developing
the wheels was to reduce weight to an absolute minimum
while retaining a supreme standard of all-round strength
and stability. Precisely this is why the brake discs
do not come with a separate mount and the additional
bolts which would be required for this purpose –
instead, the brake disc rings are fitted directly
around the wheel hubs. This alone and the particular
construction of the wheels makes the wheels on the
S 1000 RR the lightest in their segment.
On the front wheel the brake discs are connected
directly to an extra-strong wheel star, without any
additional mounting or attachment elements. The five
radial arms of the star extending out of the hub form
individual forks supporting the rim consistently by
means of ten cast spokes.
This fork confi guration gives the front wheel excellent
radial stability in shape also under high wheel loads
and at the same time caters for the significant circumferential
forces acting on the wheel above all when applying
This design of the wheel tailored to load conditions
and requirements helps to keep the spokes very fi
ligree and light, not only reducing the weight of
the wheel, but also providing a very light and transparent
Drive and thrust forces are transmitted on the rear
chain by means of an integrated thrust damper. Tyre
dimensions of 120/70 ZR 17 at the front and, respectively,
190/55 ZR 17 at the rear represent the latest state
of the art in the supersports segment.
Radial brakes for excellent stopping power.
The brake system on the new S 1000 RR lives up to
the high standard of performance on the drivetrain
and suspension in every respect. Here again, therefore,
the development specialists at BMW Motorrad have given
utmost attention to meeting all the demands and wishes
of the most discerning supersports customers.
To fulfil these requirements, the front wheel comes
with a double disc brake incorporating two steel brake
discs in fl oating arrangement and measuring 320 millimetres
or 12.60" in diameter and 5 millimetres or 0.197"
The hydraulic system incorporates a radial master
cylinder with its master piston measuring 19.05 millimetres
or 0.75" in diameter as well as two radially
mounted four-piston fi xed-calliper brakes from Brembo
with brake pistons 34 millimetres
or 1.34" in diameter and split friction pads
made of sintered metal.
Brake lines in steel tissue cladding and therefore
very strong and stable serve to convey the brake forces
exerted by the rider with his hand in an optimum,
smooth and absolutely reliable process.
The entire brake system on the S 1000 RR stands
out, as a result, through its crystal-clear pressure
point, optimum brake effi ciency and clear dosage
of brake power with maximum resistance to fading and
high temperatures not only on the road, but also and
in particular on the track.
The rear wheel comes with a hydraulically operated
single-disc brake supporting the brake at the front.
Diameter of the steel brake disc fitted firmly in
position is 220 millimetres or 8.66", disc thickness
is 5 millimetres or 0.197".
The rear-wheel brake is operated by the footbrake
lever acting on the 12.7-millimetre (0.50") master
piston in the main brake cylinder and from there,
via the pressure-stable, steel-clad brake line, on
an extra-light single-piston floating calliper likewise
featuring sintered metal pads.
Race ABS with four pressure sensors for
extra-precise control and dosage.
BMW Motorrad Race ABS specifi cally developed for
supersports requirements and available as an option
straight from the factory ensures maximum active safety
when braking, again making allowance for the outstanding
performance and unique character of the S 1000 RR.
To comply with various riding conditions such as
a wet surface (“Rain”), regular road conditions
(“Sport”), a race track with supersports
tyres (“Race”) or a race track with slicks
(“Slick”), the rider is able to adjust
the characteristic features and performance of the
engine simply by pressing a button, thus giving Race
ABS the right confi guration and input at all times.
These characteristics interact with the respective
riding modes and are carefully coordinated with one
another for maximum safety at all times.
This new BMW Motorrad Race ABS is a brand-new development
from the ground up, once again signifi cantly lighter
than all former partly integrated systems. With the
control unit weighing just 1.65 kg or 3.64 lb and
with overall weight of just 2.5 kg or 5.51 lb, BMW
Motorrad Race ABS offers excellent qualities specifically
for a supersports machine. And apart from its low
weight, the system stands out in particular through
its further improved control and operating functions.
Over and above the excellent overall set-up, this
superior control, performance and brake management
is ensured by the use of four pressure sensors which,
in conjunction with the very elaborate rear-wheel
lift-off detector, allows even better distinction
than before between a bump on the road and the rear
Pulling the handbrake lever, the rider activates
the double-disc brake at the front, while brake pressure
on the rear-wheel brake remains at a low level.
Pressing the footbrake lever, the rider then activates
the rear-wheel brake as well. In the Race and Slick
Modes, the rear-wheel lift-off detector does not intervene
in the rider’s braking action, allowing him
to apply the brakes even harder whenever required,
for example on slightly undulating surfaces and where
the motorcycle has adequate grip.
In the Slick Mode the rider still has ABS on both
wheels when pulling the handbrake lever alone. Then,
pressing down the footbrake, the particularly experienced
rider is able to go into a brake drift without having
to forego the benefits of front-wheel ABS. In other
words, ABS no longer cuts in on the rear wheel when
pressing down the footbrake lever.
As soon as the rider pulls the handbrake lever,
the pressure sensor integrated in the front-wheel
control circuit switches on the brake light and the
pump, the latter immediately delivering brake fluid
through the open valve to the rear wheel circuit.
The pressure set in the rear wheel circuit is measured
by a second pressure sensor and is controlled according
to the distribution of brake power required and the
brake force generated by the rider. The third pressure
sensor in the rear
control circuit, fi nally, measures the brake pressure
activated by the rider‘s foot.
Use of a fourth pressure sensor in the front wheel
circuit allows further improvement and even fi ner
control of front-wheel brake pressure compared with
former BMW Integral ABS II, since the system is able
to compare the actual level of pressure in the control
and wheel circuits.
As a result, there is now no need for the usual
throttle blades, which serves to provide an optimum
pressure point and allows perfect dosage of brake
All pressure sensors are integrated in the pressure
modulator and the overall confi guration of the system
with its integrated pressure sensors now also avoids
the need for a brake light switch.
Yet a further option is to deactivate Race ABS completely
for special purposes and requirements.
While Race ABS gives the rider valuable support
and therefore represents a very significant safety
factor when applying the brakes, it is not able to
re-define or change the laws and limits to riding
physics. Hence, even with this most sophisticated
system, the rider may still misjudge a situation or
make a mistake on his machine leading, should the
worst come to the worst, to an accident.
Race ABS nevertheless helps the driver use the supreme
stopping power and brake qualities of the S 1000 RR
much better and more safely. But even Race ABS cannot
provide maximum stopping power at the physical friction
limit when leaning over to the side, and does not
relieve the rider of his responsibility to ride safely
Weight-optimised hybrid on-board network.
Contrary to most models from BMW Motorrad, the S
1000 RR does not come with central vehicle electronics
(CVE) in the conventional sense, but rather features
a hybrid on-board network where, thanks to the smaller
range of equipment – for example no heated handles
or no 12V power socket – there is no need for
a central control unit.
Instead, the functions of CVE are integrated in
the instrument cluster and there is a relay box at
the rear of the motorcycle.
The S 1000 RR nevertheless uses a CAN (Controller
Area Network) bus system to control and mastermind
various functions of the motorcycle, networking the
instrument cluster, the ABS and engine control units
and, where fitted as an
optional extra, the anti-theft warning system. Functions
such as the direction indicator and headlight control
are also integrated in the instrument cluster.
Refl ecting the supersports character of the S 1000
RR, this intelligent concept again saves both weight
and space. A further important point is that the overall
system of electrics and electronics may be diagnosed
evenly and comprehensively also of the S 1000 RR,
since the BMS-KP digital motor electronics control
unit is not only responsible for engine management,
but also transfers all data to the diagnostic control
unit, allowing quick and target-oriented location
of any defects or deficiencies.
Compact and light alternator on the left
end of the crankshaft.
Power is supplied by an alternator at the left end
of the crankshaft equipped with a permanent magnet
and measuring only 33 millimetres or 1.30" across.
Maximum output is 434 Watt at 6,000 rpm, maximum
speed 16,000 rpm. In order to minimise any loss of
power and save weight, the control unit is positioned
behind the engine block.
The S 1000 RR is available with a fall sensor as
special equipment simply plugged in when required.
Contrary to similar sensors used by the competition,
however, this fall sensor is an electronic acceleration
sensor able to detect the side angle of the machine,
and does not work mechanically. In practice, this
rules out the frisk mechanical sensors quite often
prone to misfunction.
Electric and Electronics
The S 1000 RR comes as standard with a light 10
Ah battery. Whenever fitted with an anti-theft warning
system as an option, the machine features a 12 Ah
battery offering a longer service life and practical
Again with the objective to ensure maximum engine
performance, the S 1000 RR features a fully controlled
fuel pump operating at a maximum pressure of 5 bar.
Multi-functional instrument cluster with
The instrument cluster comes with a large, easy-to-read
LCD display as well as an analogue rev counter also
with a clear scale very easy to read.
In developing the instrument cluster, the responsible
engineers and other specialists attached utmost attention
to clarity and the avoidance of any reflections in
the display. Apart from the gear currently in mesh,
the display also presents the mode currently chosen
by the rider, that is Rain, Sport, Race, or Slick.
The rider is able to switch from one mode to the
other from the right-hand end of the handlebar also
while riding, simply pulling the clutch and turning
the gas handle to the idle position to confi rm the
change in mode.
The instrument cluster featured on the S 1000 RR
comes with a far wider range of functions than is
generally the case in this class, making it absolutely
unique in the supersports segment in terms of its
wide range of options and practical use. As an example,
the rider may switch over the display to the race
track mode, receiving information on his current,
best and latest lap times. And in conjunction with
the lap-trigger likewise available as special equipment,
he is able to make precise time measurements for the
subsequent analysis of data.
A gearshift light flash integrated in the system
and adjustable in terms of frequency and brightness
allows the driver to achieve precisely the shift speed
required. At the same time this fl ashlight may also
be used as an engine speed indicator for starting
in race style, fl ashing on and off at the appropriate
speed – approximately 9,000 rpm – for
an optimum start.
Whenever engine speed is too low, the light flash
will go off. Whenever engine speed is too high, the
light display will come on permanently.
A final important point is that the instrument cluster
in the S 1000 RR is the lightest of its kind.
Dynamic, asymmetrically arranged lightweight
The asymmetric confi guration and layout of the
main and high-beam headlights comes from endurance
racing, applying the principle of maximum effect on
minimum weight. Precisely this is why the high-beam
headlight is much smaller than the low-beam unit.
The front direction indicators come off easily and
quickly for racing the S 1000 RR on the track. Similarly,
the numberplate support including the rear direction
indicators and numberplate light may be removed very
quickly, simply by pulling a plug and unscrewing three
LED direction indicators for further customisation
are available as an option.
The LED rear light cluster comes as standard in
clear glass design, use of LEDs instead of conventional
bulbs ensuring reliable and maintenance-free operation
and offering a much longer service life.
New electrical switches for optimum control.
The S 1000 RR features the new generation of switches
and hand controls already introduced on the K 1300
S. These new switches are far smaller and more compact
in theri dimensions, offering supreme function, clear
design and optimum accessibility.
Previously separated from one another, the switches
for the direction indicators at the left and right
are now combined in one function on the left handlebar,
avoiding any confusion of the direction indicators
and the horn. The hazard warning flashers are operated
by a separate switch within easy reach on the left
handlebar. Operation of the low and high beam as well
as the light flash is controlled by one single switch
the rider is able to operate conveniently with his
left index finger.
A truly unique feature versus the competition and
a very practical highlight is the selection and operation
of all functions and settings on the instrument cluster
from the left handlebar. A toggle switch also on the
left handlebar enables the rider to conveniently operate
both Race ABS and DTC. And to choose the appropriate
engine mode, fi nally, the rider just has to use the
Mode switch on the right handlebar.
Supreme performance and dynamics from every
The S 1000 RR comes in the unmistakable design language
and look of BMW Motorrad. Asymmetries intentionally
featured in the design of the machine as well as the
typical split of the front silhouette into two halves,
the so-called Split Face, are design features characteristic
of BMW Motorrad now also borne out proudly and distinctly
on the new S 1000 RR.
The S 1000 RR stands out clearly from its competitors
through the looks of the machine alone, the extremely
slender fairing giving the S 1000 RR an extremely
sporting appearance. These attributes clearly follow
the overall design of the machine with its short and
low front end, the high and compact rear, as well
as the intentional look of lightness.
The low-slung front fairing and the high-rising,
muscular rear end are almost reminiscent of a hungry
animal ready to pounce at any time. Slender, dynamic
proportions clearly characterise this well-trained,
athletic supersports. From the front the most outstanding
features are the asymmetric split of the headlight
as well as the large centre air intake clearly demonstrating
that on this machine the wind rushing by is converted
into additional performance.
Asymmetric headlights in endurance look.
The individual lines of the S 1000 RR refl ect the
design line of BMW Motorrad. The Split Face, for example,
a black-grained surface around the headlights, clearly
expresses the technical functions of the machine at
this point with its highly efficient central air intake
and the aerodynamically optimised windshield.
The Split Face, a black, grained surface on the
upper section of the fairing around the headlights,
divides the upper section of the fairing, as seen
from the front, into two “halves of a face”,
thus ensuring both excitement and a truly unique look.
In its design and size, the main headlight takes
up the typical look of the starter numbers on an endurance
racing machine, while for constructional reasons alone
the high-beam headlight is much smaller. Apart from
this asymmetry creating both excitement and dynamism,
the Split Face serves to subdivide the large painted
surface in visual terms, giving the upper section
of the fairing an even lighter and more sporting look.
Body and Design.
Yet another design feature of all BMW motorcycles
is the clear separation of the upper and lower fairing
sections also to be admired on the S 1000 RR. So while
the Split Face so typical of BMW , in combination
with the asymmetric headlights of the S 1000 RR reminiscent
of endurance racing, creates a truly unmistakable
face, the optical split dividing the upper and lower
section of the fairing gives the entire motorcycle
a particularly light and challenging look.
Light and dynamic design language.
The S 1000 RR will immediately catch your eye with
its side fairing sections finished in the body colour
of the machine. The dividing line down the side interacts
with the dynamic lines of the motorcycle as a whole,
extending upwards all the way to the rear end to ensure
extremely light and dynamic design language.
The asymmetric shape of the headlights continues
into the side fairings. While the left-hand side is
dominated by a large opening for discharging hot air,
the right-hand side stands out through its extremely
dynamic and unmistakable fin look.
The frame, wheel guidance elements and wheels further
emphasise the motorcycle’s transparency and
lightness, thus underlining the extreme level of technology
BMW Motorrad has set out to achieve with the S 1000
The 50:50 split of the twin-tip engine spoiler is
refl ected as yet another sign of distinction by the
rear light cluster in clear glass. Striking rear silencer
in racing look.
Full observance of even the strictest noise and
emission standards despite supreme engine power was
one of the objectives in developing the exhaust system
for the new S 1000 RR. But at the same time the development
engineers attached the same signifi cance to maintaining
the slender silhouette and the dynamic, light-looking
appearance of the S 1000 RR, not wishing to spoil
this unique look with an excessively large rear muffler.
Using sophisticated technology already described
in detail in the Drivetrain Chapter, the engineers
succeeded in developing a rear muffl er with the design
and dimensions formerly to be found only on racing
machines. Short, slightly conical in shape and with
a slanted rear end, the muffl er accentuates the sporting
performance and dynamic character of the S 1000 RR
most impressively, blending perfectly with the overall
design concept characterised by a light and truly
Intelligent lightweight construction with
exceptional details and solutions.
The search for minimum weight is refl ected throughout
the S 1000 RR in virtually every feature. As usual,
the overall concept developed by BMW Motorrad from
the start provides the key to success, the front load-bearing
section serving not only to hold the instrument cluster,
the rear-view mirrors, the headlights, the horn and
the upper section of the fairing, but also, through
its functional, duct-like design, guiding air through
the ram-air system. And in order to reduce weight
to an absolute minimum and concentrate all masses
close to the centre of gravity, the front section
is made of extra-light pressure-cast
To achieve the truly demanding weight target of
just 204 kg or 450 lb (without Race ABS) in road trim
with a full tank, the S 1000 RR comes as the only
supersports in this segment with a custom-built fuel
tank made of deep-drawn aluminium and manufactured
in close cooperation with BMW ’s Eisenach Plant.
Wall thickness on the various fairing sections also
refl ects the rule to minimise the weight of the machine,
the walls ranging in thickness, depending on their
purpose, from less than 2 millimetres to a maximum
of 2.5 millimetres (0.08–0.10"), thus ensuring
effi cient lightweight construction also in this respect.
Supreme aerodynamics on all features.
Not least, the development team responsible for
the S 1000 RR also focused on the superior aerodynamics
and streamlining of the machine. The big advantage
is that this means not only a minimum drag coeffi
cient, but also other, even more complex requirements
such as the extraction of heat from the radiator and
the exhaust gas system as a particularly challenging
task, given the compact construction of the S 1000
The new S 1000 RR offers the rider the best protection
from wind and weather available in the supersports
segment. At the same time specifi cally applied, patented
openings in the windshield prevent any undesired swirl
effect, keeping pressure on the rider’s helmet
and upper body to a pleasantly low level even at high
Ideal overall ergonomics and a front wheel-oriented
One of the objectives in developing the S 1000 RR
was to make the motorcycle particularly slender and
compact. And precisely this is refl ected not only
by the overall dimensions of the machine, but also
by specifi c parameters such as length, width, and
height. Indeed, the rider can even feel the compact
structure of the S 1000 RR, particular attention being
given to keeping the machine as slender as possible
around the rider’s knees, following the principle
that to ride well you have to sit well.
The benchmark set and achieved here was ensure compact
dimensions otherwise to be found only in the 600-cc
supersports segment. The active, cool, calm and collected,
front wheel-oriented seating position is simply ideal
for the rider and a sporting style of riding. From
the start BMW Motorrad attached great signifi cance
to refi ned ergonomics, meeting the needs of both
the short and the tall driver ideally and thus ensuring
perfect riding conditions at all times.
Developing the new S 1000 RR, the engineers at BMW
Motorrad were able to achieve optimum overall ergonomics
from the start, without the need for all kinds of
adjustments and different settings. However, BMW Motorrad
still offers fully adjustable HP footrests as special
equipment for greater customisation of the machine,
making sure that the footrests allow a wide range
of adjustment offered completely by the shift linkage
bars extending through the frame and therefore avoiding
the need for any subsequent change in gearshift kinematics.
Direct integration of the shift bars and the position
of the pivot points on the production model ensure
maximum shift precision right from the start, together
with minimum operating forces and the best possible
feeling when shifting.
The wide range of special equipment also includes
folding HP brake and clutch levers for further customisation
of the S 1000 RR to an even higher standard.
Enjoying a perfect match to the BMW S 1000 RR, the
ambitious sports rider with truly professional demands
will fi nd everything he needs in the DoubleR Collection
– a complete range of rider equipment tailored
to his requirements, using the most sophisticated,
top-quality materials in perfect finish.
Through their design alone, the various items in
the Collection clearly boast their close ties with
motorsport: The focus is on both looks and comfort
as well as safety and perfection to the last detail.
The DoubleR Collection is made up of the leather
suit, helmet, boots and gloves, offering both the
rider of the new BMW S 1000 RR supersports as well
as other sporting and ambitious riders a complete
range of rider wear. The helmet and boots are further
improvements of products already very successful in
the market today, the suit and the gloves are new
Optional extras and accessories for a wide
range of customisation.
The usual wide range of highlights from BMW Motorrad
is naturally available as before for customising the
new BMW S 1000 RR supersports.
Going beyond even the high-performance technology
featured as standard on the BMW S 1000 RR, this new
range of extras and special equipment enables the
particularly dedicated, genuinely sporting rider to
enhance the performance of his machine to an even
Optional extras are delivered straight from the
factory and are fitted in the regular production process.
Accessories are fi tted by the BMW motorcycle dealer
or by the customer himself, also at a later point
in time following delivery.
- Race ABS
- Race ABS plus DTC Dynamic Traction Control.
- HP Gearshift Assistant.
- Anti-theft warning system with remote control.