2019 bmw s1000rr tft display brands

Off to pit lane after laps around the race track: the last screen is now always displayed after having switched the ignition off/on. This will keep your concentration levels high and you focused on your mode. One Pure Ride Screen and three different Core Screens are available depending on your preference. The system displays an appropriate maximum speed when the engine is cold. Thanks to the flashing gearshift indicator, the tachometer now flashes as an additional indicator.

Unleashed passion: we have once again transferred all the experience from the race track to the high-performance BMW ShiftCam four-cylinder engine in the RR: 205 hp. The airbox from the M RR provides particularly good air supply and improved load changes. The cylinder heads with new channel geometry and reinforced bearing brackets also stem from the M RR. We have also optimized the standard Shift Assistant Pro. It now also permits gearshifts with overrun upshifts and overrun downshifts and provides improved load change damping – for gearshifting precision. And even the rear sprocket has more teeth now: just like in the M RR, it now has 46 teeth instead of 45 – for power down the straight.

The 6-stage DTC traction control with the new steering angle sensor enables two new functions: Brake Slide Assist for deceleration and Slide/Slip Control for acceleration. The new steering angle sensor measures your drift angle and, in conjunction with the DTC, helps provide optimum slip. DTC settings 2 and 3 have been optimized for the race track and slicks. Brake Slide Assist helps you master power slides like these in no time at all: for more dynamic performance around every turn. Thanks to the clearer illustration, you can now read the corresponding settings off the TFT display even more quickly. Always ride within your limits and within the law.

It’s about millimeters, milliseconds, more individuality, customization and protection for you and your RR: from the 6 x adjustable M footrest system to the water or oil cooler protector, you will find the right parts to further sharpen your RR in the original BMW Motorrad accessories range.

© 2022 BMW Financial Services NA, LLC. The BMW wordmark, BMW logo and Beyond the Ride are trademarks of BMW AG. BMW Financial Services NA, LLC, NMLS #2738

BMW Motorrad USA reserves the right to change specifications without notice. BMW Motorrad USA has made every effort to ensure the accuracy of information but does not accept liability for any errors or omissions.

I"d like your views / opinion. I"m looking at progressing from my street triple to an S1000R ..... but with all the other manufactures going for TFT displays I"m wondering if it might be worth waiting a few more months before ordering.

I had the experience of just after getting my street tripple they brought out the RS with the nice TFT display ..... I"d like to avoid the same experience with my next bike.

Do you know the timing of the normal BMW life cycle / when they make announcements for the next years model. BMW have introduced the TFT display on the 1200 so I"m guessing it is in the pipeline for the other models, namely the S1000R.

Then you have come to the right place at partsrepublik! We have a wide range of products for your BMW S 1000 RR K 67, to be able to carry out the maintenance on your BMW S 1000 RR K 67 as well as possible. With a well-maintained motorcycle you will go on a tour faster than with a motorcycle that you are not sure of, or that can complete the ride. By performing the correct maintenance on your motorcycle, you can be sure that you can always go on the road carefree! We also have an extensive range of accessories. We have listed a number of relevant product groups for you;

Curious about all products and accessories? View them by clicking the button below. There you will find a complete overview of relevant articles for your BMW S 1000 RR K 67.

The wait is finally over. The 2019 BMW S1000RR is finally here. Perhaps the most eagerly anticipated motorcycle for the next model year, the BMW S1000RR is so important that it is taking the German brand back into WorldSBK racing, with help from Tom Sykes and the Shaun Muir Racing team.

There is reason to be excited too, as the 2019 BMW S1000RR makes a big splash on the spec sheet. Most notable is the 204hp (152 kW) at the crank, with 83 lbs•ft of torque, which is aided by the new ShiftCam valve train that debuted on the BMW R1250GS and other “R” models from BMW Motorrad.

This marks an 8hp increase over the outgoing generation of the BMW S1000RR superbike, but that’s not all. The 2019 BMW S1000RR also does away with 25 lbs of bulk at the curb (albeit, with a liter less of fuel onboard), for a wet weight of 434 lbs (197kg).

The 998cc inline-four engine is an all-new design, and it weighs over 8 lbs less than its predecessor. The most obvious feature is the new BMW ShiftCam Technology, which brings variable valve timing and valve stroke to the intake side of the valve train. BMW also says that it has revised thegeometry of the intake and exhaust ports for optimization.

For the chassis, the BMW S1000RR sees a number of improvements for the 2019 model year. Helping make the frame lighter, the S1000RR engine is now more of a load-bearing member of the chassis. BMW is also showing off what it calls “Full Floater Pro kinematics” in the rear wheel suspension, which brings increased feel and traction to the rear of the motorcycle.

Semi-active electronically controlled suspension (DDC) is available as an option on the 2019 BMW S1000RR. The Germans say that the system has been improved upon, with better valving and control technology. For those riders who want to further refine their machine, BMW Motorrad is now making a shim package available for the suspension system.

BMW Motorrad says that it has also tweaked the electronics on the S1000RR, bringing the superbike’s control to a new level. A six-axis IMU helps power the cornering ABS (ABS Pro) and Dynamic Traction Control (DTC) features, which will come as standard options. This includes the DTC Wheelie Control option, as well.

Also available as an option is an up/down quickshifter and cruise control. Of course, everything is now controlled via a brilliant 6.5″ TFT dash, which truly brings the 2019 BMW S1000RR into the 21st century.

Lastly, BMW Motorrad says that it is finally bringing M Packages to its motorcycle lineup, with the S1000RR the first motorcycle to receive such a treatment.

The M Packages contain various bits and bobs, but our favorite has to be the carbon fiber wheels and race livery. When fully kitted out, the 2019 BMW S1000RR can drop 7 lbs from its bulk, for a curb weight of 427 lbs. Not too shabby.

There is no word yet on pricing for the 2019 BMW S1000RR, though if you can’t tell already, it is going to vary a bit, depending on which options are selected.

The 2020 BMW S10000RR is a hardcore superbike designed to push things to the limits. The motorcycle is about unbridled power and pushing yourself to the very edge while on the track. It’s designed for an experienced rider, who wants to hit every apex perfectly in every single twist and turn.

The BMW S1000RR features a 999cc liquid-cooled four-cylinder inline engine with four titanium valves per cylinder. It also has wet-sump lubrication and BMW ShiftCam technology. The bike’s engine makes 205 hp and 83 lb-ft of torque.

The motorcycle is available in two color options: Motorsport (white, red, and blue) and Racing Red. The S1000RR comes with a price tag of $16,995. It is a machine well worth its price in terms of the prestige and performance it offers.

When you first accelerate you will immediately notice: that this bike’s torque curve is captivating even at low and middle speeds thanks to BMW’s ShiftCam technology. The intake valves are controlled as needed by means of a control camshaft. Depending on the speed, the valve lift and timing of the valve opening are adjusted to ensure the best performance for you and your RR.

The benchmark in the superbike segment: the TFT display of the RR. With 6.5″ you have a perfect overview of your bikes information. You can choose between the Pure Ride screen that’s reduced to the essentials, or one of three Core Ride screens that display other important information. Everything under control with the multi-controller on the left handlebar: Simply scroll through the menu of your 6.5″ TFT display and access the various functions and settings – without taking your hands off the handlebars, so you maintain full control.

BMW’s new litre-class missile lands locally exclusively in M Package form currently, sporting a full swing of tech and hardware, thus making it most focused form of the new generation S1000RR.

At the heart of things is a brand new 999cc in-line four-banger primed with ShiftCam tech that delivers 207bhp and 113Nm, not forgetting a mad 14,000rpm red-line figure too. The mill gets paired with a 6-speed straight-cut chain-drive manual box that’s brimmed with BMW’s HP Shift Assist Pro bi-directional quickshifter.

Crucially, the M Package also adds a set of lightweight carbon fibre wheels and lithium-ion battery unit, which in turn allows the S1000RR M Package to tip the scale at just 193.5kg (kerb). Other M Package bits include the seat and country-specific brake lights assembly.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Bear in mind that the 2019 S 1000 RR is available with an M package that significantly reduces the weight. The M 1000 RR is even lighter than the S 1000 RR + M package, and has its own M package that reduces its weight even more (though not by as much).

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

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

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

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

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

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

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

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

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

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

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

BMW has been producing epic motorcycles longer than they"ve made cars. Their first 1923 BMW R32 bike featured a twin-boxer engine configuration, something they still employ on their motorcycles. The R32 is arguably the most important vehicle in BMW Motorrad"s history because it helped bring BMW into the new German economy post World War I and kept the brand alive. Although BMW has enjoyed decades of immense success, the release of the BMW S1000RR in 2009 is arguably their most ambitious project. The bike was a direct attack on the Japanese superbikes, a 1000cc transverse four supersport aimed at competing in the World Superbike Championship.

In 2009, BMW made 1000 S1000RR to meet homologation requirements, with the production version going on sale in 2010. When launched, it was the best superbike in the market, and it has gotten better over the years, offering massive power in a lightweight package. A thoroughbred racer, the S100R has turned into an extremely successful consumer superbike. Here are ten reasons why we"d love to throw a leg over the BMW S1000RR.

The BMW S100RR has gotten so much better over time that its popularity reduces the impact of these improvements in the newer models. Power has always been high, peaking at a whopping 204hp at 13500rpm. The engine now has an incredible ShiftCam technology on the intake side, which varies the valve timing and lift.

An ECU-controlled motor controls the low and high-speed cams to produce soft, low-lift, short-duration cams producing low-down and midrange torque, with an aggressive profile inducing peak power delivery. The result is a huge spread of power, which makes the BMW S1000RR one of the most desirable superbikes and the easiest to learn to ride.

The BMW S1000RR"s sweet handling is one factor that makes it a must-ride bike for any motorcycle enthusiast. Even with a top speed close to 190mph and stupendous acceleration, its strong midrange response plays a huge role in making the bike rider-friendly on public roads. It also has one of the best-engineered chassis in class.

The chassis performs exceptionally in blending razor-sharp steering with excellent road going charisma. The aluminum frame dubbed the “BMW Motorrad Flexframe” was introduced in the 2020 model and is lighter than earlier models and with tuned flex characteristics for exceptional handling.

In 2021 the S1000RR came with a new riding position that plays a part in making the bike feel much lighter. The bike has gotten more compact and lighter than the competition, and it almost feels like a 600cc sportbike.

The BMW S1000RR is undoubtedly an uncompromising racing machine, yet it is reasonably roomy and sufficiently comfortable, by sportbike standards, to live with over long distances. This is in part thanks to the plush and comfortable M seat. In 2017 BMW introduced a self-supporting adjustable seat unit using the adjustable geometry of the M Swingarm pivot.

A review on Motorcycle News considers the BMW S1000RR the most comfortable superbike on the market. It is comfortable enough to tour long distances, as long as you take a break to stretch every hundred miles or so. The optional M seat is also optimized for performance, since its firmness and slip-resistance cover saves power when braking or accelerating hard, thus bringing more stability to the motorcycle.

Of all the overpowered Supersports, the BMW S1000RR is comparably easy to ride, and it"s because it comes loaded with the best electronics on offer from the German automaker. The bike arguably prides itself on the best-in-class tech equipment, from chassis to engine components and electronics.

With four riding modes available, you can easily transform the BMW S1000RR from mild to wild with a few button-pushes. The four modes include Rain, Road, Race, and Dynamic. All come perfectly tailored to the respective conditions and make for more performance, stability, and safety.

Suppose racing is the core function of your S1000RR. In that case, BMW provides the optional Ride Modes Pro, which features configurable ride modes with Race Pro 1, Race Pro 3, and Race pro 3, which can be individually adapted to the engine, engine brake, traction control, ABS, and wheelie control for the optimum results on track.

The level of equipment in the S100RR would need full article coverage to give it justice. The new 6.5-inch TFT dash in the current generation has a lot going for it, and although there is a lot of information, set-up menus, and sub-menus, it is still easy enough to navigate. You have up to four displays to choose from, and they are large and clear enough to read on the move. There is so much customization you can do right there. Then there is the free Motorrad Connected App.

The app can be connected with iOS-enabled devices via Bluetooth to the dash and Bluetooth-enabled headsets for an immersive experience. Also, it can help you record trips and integrate turn-by-turn navigation on display.

Most superbikes are borderline rogue machines that require more experience to tame compared to other bikes, even in a controlled track environment. But the BMW S1000RR helps raise the superbike bar a notch higher with an other-worldly blend of powerful 999cc straight-four, a lightweight chassis, and advanced electronics making it quite practical by superbike standards.

In just over a decade in production, the bike has helped push rivals in class to new heights. For instance, the S1000RR was the first series superbike to feature standard traction control and quick-shifter when it came out. Its exotic derivative, the HP4, which enjoyed a short production run, was also among the first motorcycles with semi-active suspension.

In the automotive industry, vehicles increase their street cred by winning races, which helps demonstrate their superiority over the competition. And everyone wants to associate with a winner. You will find that the most-winning riders and their bikes in the WSBK, MotoGP, TT, or any other reputable competition are also the most popular. The champions and their machine of choice easily gain a cult-like following. Since its inception, the BMW S1000RR has bagged plenty of wins.

With the S1000RR, BMW has scooped three Senior TT wins at the Isle of Man since the bike"s debut. Also, since Michael Dunlop took a memorable Superbike, Superstock, and Senior TT hattrick in 2014, the BMW S1000R won 11 of the 15 1000cc races held at the TT Mountain Course until the 2020 COVID-19 pandemic put a halt to the event.

At an MSRP of $16,999, the BMW S1000RR isn"t cheap, but this pricing is enough to excite superbike riders. The past few years have seen superbike prices shoot to the moon, putting the base model beyond the reach of many. Compared to the competition, the Base, Sport, and M Package are cheaper or in the price range of Italian and Japanese superbikes.

The Ducati Panigale V4S starts at $28,395 before options, while the Honda CBR1000RR Fireblade starts at $28,900, and the Yamaha YZF-R1M at $26,099. This poses incredible value for the BMW S1000RR, which is as good if not better than the lot.