2019 bmw s1000rr tft display factory

“ I have a 2015 S1000RR and was extremely skeptical when I heard about BT Moto and the power they got out of an ECU flash.  After speaking with the team at BrenTuning, all my hesitations were put to rest and I haven"t stop winning first place trophies since! BELIEVE THE HYPE! ”

“ Bren and his team did an awesome job on my bmw s1000rr. Went from 179rwhp an 83 rwtq to 206 rwhp and 93rwtq. Customer service was great and I highly recommend them for any of y"all that want to make that power!! ”

“ Purchased the tune for my 2015 BMW S1000RR. Was skeptical at first and initially had a bunch of questions. Chris was very patient with me and answered them all. Had some problems after receiving my ecu back and Chris was very helpful in getting all my issues worked out. Bike runs fantastic. Definitely worth it. Thank you again guys for dealing with my questions and taking care of everything before and after the purchase. Fantastic customer service. ”

“ After doing some research it was obvious that BT Moto was the best option for tuning of my S1000RR. I wont go into details but after multiple overnighting of parts to me at no additional charge, I"m really impressed and satisfied with the end result and I haven"t even tried out my race fuel tune yet! To top if off I received a random care package of goodies from Chris today. The customer service at BT Moto is probably the best I"ve received from any business I"ve dealt with. Their email response times are unreal as well, lol. Literally sometimes instantly, kinda weird. lol. I would recommend any and everyone to BT Moto for your S1000RR tuning solution. If anyone has any questions or are hesitant before purchasing, feel free to shoot me a message and I"ll help / assist / give you a more detailed opinion on my experience as well. ”

“ I have the Bren Tuning ECU flash on my 2015 BMW S1000RR and it is unbelievable how fast this bike is. This tune is the best thing I got for my bikes. I have also did the Bren Tune for my 2014 BMW S1000r for which it just made this bike really nice. Bren Tuning is the best. ”

The new BMW S 1000 RR sees its world premiere at the EICMA 2018. With a completely newly developed engine and suspension, engine output increased by 6 kW (8 hp) to 152 kW (207 hp) (in the USA: 151 kW (205 hp)) and a weight reduction of 208 kg to 197 kg (193.5 kg with M Package), the supersports bike originally launched in 2009 now goes into its third completely new generation. In addition to enhanced performance, other focus points were to make the new RR at least one second faster than its predecessor, create a more user-friendly design and ensure it offered maximum controllability and ridability. Whether in everyday use, on winding country roads or for high-performance race track riding – the new RR leaves nothing to be desired. In particular because BMW Motorrad has moved the assistance systems such as traction and wheelie control, ABS and Hill Start Control to a whole new level; the same applies to the LED lighting system and large TFT screen.

4 kg lighter, newly developed 4-cylinder in-line engine with BMW ShiftCam Technology for variation of valve timings and valve strokes on the intake side.

Model year 2019 sees a number of model revision measures included in the BMW Motorrad program. The models can be ordered from all BMW Motorrad partners in the new configuration from August 2018.

Munich. Model year 2019 sees a number of model revision measures included in the BMW Motorrad program. The models can be ordered from all BMW Motorrad partners in the new configuration from August 2018.

As a general measure as part of the model revision, comfort turn indicators will be included in the standard trim of most BMW Motorrad models from model year 2019 onwards (exceptions: C 650 Sport, C 650 GT, G 310 GS, G 310 R, F 800 R, F 800 GT, S 1000 RR and S 1000 R). Depending on road speed, various reset conditions apply with the new comfort turn indicators; previously turn indicator deactivation was based on a fixed time or distance.

The BMW Motorrad Connected app will receive a major update to version 1.6. The app will then offer additional functions and enhancements that were proposed by the BMW Motorrad community. The digital maps will be completely revised and will be based on the motorcycle optimized navigation by TomTom. As one of the most requested features, the navigation option “winding route” will be introduced. To use the new functions, the customer only needs to update the app in the beginning of August and download the new maps free of charge before starting the next ride.

Newly developed engine with BMW ShiftCam Technology for further enhanced power in the lower and medium engine speed range and increased top-end power.

With its newly developed 4-cylinder in-line engine, now 4 kg lighter than before, the new RR achieves an entirely new level of performance. For this purpose, not only was the geometry of the intake and exhaust ports further optimised, the motorcycle now also comes with BMW ShiftCam Technology – an entirely new technology for BMW motorcycles which varies the valve timings and valve strokes on the intake side. A revised intake passage and a new exhaust system that is 1.3 kg lighter likewise contribute to increased overall performance. Ridability and sprint capability benefit from a substantially increased torque across a wide engine speed range.

On the suspension side, too, the BMW Motorrad developers have left no stone unturned. With the aim of achieving a significant weight reduction, the engine in the new RR now has more of a load-bearing function than was previously the case. The requirement in designing the new main frame, in addition to improving ergonomics, was to have the force applied directly to the engine structure via the shortest possible paths. A significant increase in riding dynamics was achieved in the new RR based on the combination of the new riding geometry, optimised wheel load distribution and a substantial weight optimisation. The new Full Floater Pro kinematics in the rear wheel suspension also contributes significantly to the perceptible increase in suspension performance. All in all, riders of the new RR will benefit from further improved handling, increased traction and even more transparent feedback in all riding states up to the threshold range. In short: the new RR noticeably raises the bar on the suspension side while at the same time offering improved user-friendliness and controllability. The next generation of the electronic suspension DDC is available for the new RR as an optional equipment item. Specially developed for the RR, Dynamic Damping Control (DDC) requires no compromises in terms of suspension set-up. This is made by possible among other things by new valve and control technology. What is more, a shim package is available for selective adaptation when required for ambitious race track riding.

The new RR is fitted with ABS Pro and Dynamic Traction Control DTC as standard. In addition to traction control, DTC also includes the DTC Wheelie Function as standard – available as an ex works option and now individually adjustable for the first time. All control systems have been readjusted for regulation quality and characteristics. While the part integral BMW Motorrad ABS systems already provide a very high degree of performance and safety when braking in a straight line, ABS Pro now takes this a step further to offer increased safety when braking in banking position as well.

The instrument panel of the new RR has also been completely newly developed and is now designed even more consistently for use in supersports racing. In addition to a maximum range of information, the BMW Motorrad developers paid particular attention to ensuring that the 6.5-inch TFT screen provides excellent readability – even in difficult light conditions. The aim was to offer the rider individually tailored screen displays for different uses. The Pure Ride screen shows all the information required for regular road use while the three Core screens are designed for use on the race track, with the rev counter displayed in analog form (Core 1 and 2) or else as a bar chart (Core 3), for example.

“The redesign of the RR engine confronted us with a considerable challenge in a number of different ways. An even higher peak output combined with increased torque in the lower and medium engine speed range – these are apparently incompatible opposites.With BMW ShiftCam Technology we managed a quantum leap.”Jörg Vogt, Project Manager Drive

Whether on the race track or for sporty riding on country roads: the new engine of the RR leaves nothing to be desired. For this purpose, not only has the geometry of the cylinder head’s intake and exhaust ports been further optimised: BMW ShiftCam Technology has also been introduced – a completely new technology for BMW Motorrad which is used to vary the valve timing and valve stroke on the intake side. The system comprises a triple-section intake shift camshaft which has two cams per

activated valve, mounted on a shift segment: one partial-load cam and one fullload cam, each exhibiting optimised cam geometry. The shift speed of BMW ShiftCam is 9 000 rpm.

In practice, BMW ShiftCam Technology in the new RR makes for a substantially further increased torque level as compared to the predecessor model. In addition to the considerable boost in peak output from the previous figure of 146 kW (199 hp) to the current level of 152 kW (207 hp), it is the perceptible increase in torque and therefore pulling power that is particularly positive. Torque of more than 100 Nm is now available from 5 500 to 14 500 rpm, i.e. across an extremely broad engine speed range of 9 000 rotations per minute.

In spite of the fact that BMW ShiftCam Technology itself has a weight of approx. 1.0 kg, the 4-cylinder engine in fact weighs in at a total of 4 kg less than the engine in the predecessor model as a result of these extensive measures. What is more, it is positioned 7.5 mm to the left within the frame. Meanwhile the track of the secondary chain has been shifted 5 mm to the left. As before, oil is supplied in the form of wet sump lubrication, though the oil sump base has been lowered significantly in the interests of much enhanced operational safety on the race track. In order to achieve a lighter and more compact design, the clutch is now activated from the right-hand side of the engine.

As before, the new RR engine is also fitted with variable intake lengths. Here, the length of the intake funnels is varied between levels on a map-controlled basis by means of an electric motor positioned on the intake silencer. The shorter intake passages are opened from an engine speed of 11 700 rpm since these are more favourable in terms of achieving maximum output. The diameter and length of the intake tubes was newly harmonised for use in the new RR, and the intake silencer was reconfigured, as was the air intake. As a result – in conjunction with the newly designed intake ports and BMW ShiftCam Technology – filling and gas exchange are now more effective.

The overriding goal of further enhancing the new RR in terms of output and torque while at the same time further reducing vehicle weight was likewise pursued by the BMW developers in creating the new exhaust system.

The new RR also offers the rider Launch Control for active support on race starts. Activation is during standstill with the engine idling by pressing the start button for more than three seconds. The relevant information is displayed on the screen is the instrument. From the technical point of view, Launch Control also limits engine torque so that the maximum transferable drive torque is available at the rear wheel when setting off in first gear. When the rider shifts into second gear, the engine torque is corrected in line with the change in ratio so that the maximum transferable drive torque continues to be available at the rear wheel during this phase.

While the existing BMW Motorrad ABS systems already provided a very high degree of safety when braking in a straight line, ABS Pro now takes this a step further to offer increased safety when braking on bends as well. Even when braking fast in banking position, ABS Pro is able to prevent the wheels from blocking, thereby reducing the risk of falling when banking – even in the event of panic braking. In the “Race Pro” modes, the ABS function can be set to five different levels, with the ABS Pro function linked accordingly.

“The new 6.5-inch TFT screen offers a level quality in terms of display and information that is unrivalled in this segment. Readability and operation is unprecedented, and the range of accessible information leaves nothing to be desired.”Anton

The instrument cluster of the new RR has a total of four screens (Pure Ride with the main details and three Core screens) and riders can choose what is displayed to suit their needs. The instrument cluster was developed for the new RR on existing platforms and is designed consistently for use in supersports motorcycling. The range of information, quality of display and not least the user-friendliness of the new instrument cluster are unmatched in the supersports segment at the present time.

In addition to an expanded range of functions and information, the BMW Motorrad developers attached particular importance to excellent readability of the 6.5-inch TFT screen. For optimum visibility even in difficult light conditions, the screen was therefore designed to be large for good readability.

Alongside the digital display of speed, revolutions per minute, selected mode, settings for ABS Pro, DTC and DDC and the menus, it is also possible to access the following wide range of information on the screen (depending on the options fitted), for example:

For riders using the new RR on the race track, the new instrument cluster offers additional and highly interesting data which can be accessed in a variety of screen display formats:

The light units at the rear of the RR have also been completely newly developed. The number plate carrier, turn indicators and number plate lights are all designed to form a single unit. What is more, the brake light and tail light have now been integrated in the turn indicators, too. The C-shaped rear light signature means the RR is instantly recognisable as a BMW even in its night-time appearance. The extremely compact grouping makes it easy to get the RR ready for track use in a few simple steps.

The design of the new RR makes an unmistakable statement: it is the ultimate BMW Motorrad superbike. Light, fast, uncompromising. Even at first sight it is clearly distinct from its predecessors. The proportions are compactly concentrated between the wheels as never before.

The front view of the new RR forms an extremely narrow and streamlined silhouette. In combination with a low-level front section, this gives the new RR a light, athletic appearance. In the latest edition, BMW Motorrad has subjected the distinctive split face of the predecessor models to significant further development, shaping technical requirements to form a striking new BMW front graphic.

The integrated front light design also gives the new RR the look of a racing machine – while at the same time meeting all legal requirements. The use of LED technology without reflectors makes it possible to combine low and high beam in one compact element, which is what accounts for the symmetry of the lights. Framed by the iconic parking light in a dynamically interpreted U shape, the light signature of the new RR makes it instantly recognisable from the front as a BMW – like the kidney grille on a BMW automobile.

The characteristic subdivision of the side view into the upper section in body finish and the dark technology area at the bottom (“technology-body split”) means the RR is unmistakably recognisable as a supersports bike by BMW Motorrad from this perspective. At the same time, the characteristic DNA line provides a dynamic forward orientation, giving the RR a striking impression of lightness when viewed from the side.

The powerful surface styling gives the dynamic side design the impression of visual unity. A dynamic flow is traced across the body of the motorcycle by the surfaces, with the BMW logo as the start and finish point of the side surface workmanship. The dynamic here is mainly created by the tension between the surfaces. Surface styling itself is a feature that has been developed further from the previous model series. Dynamically striking and aerodynamic, sleek and effectively designed. The revision of the oil cooler and exhaust system has made it possible to create a very slim base that rounds off the motorcycle’s compact proportions to the road.

In the Motorsport colour scheme, the new RR appears in the BMW Motorsport colours (Racing Blue, Lightwhite, Racing Red), which emphasises its racing genes.

Accompanying former WSB champ Tom Sykes, now a part of a factory-backed WSB squad, BMW rolled the 2019 S1000RR on to the stage at EICMA earlier today. We are awaiting a full press release, which we will post later, but here are the essential details.

With 204 horsepower and 83 foot/pounds of torque, the new S1000RR should combine the best of both worlds, including increased mid-range and a vicious top end rush. This will be courtesy of the variable valve timing provided by the ShiftCam system.

Expect all the latest, and greatest, electronic aids, including optional semi-active, electronically controlled suspension and a bright TFT display. These features accompany the ubiquitous traction control, wheelie control, adjustable engine braking and selectable riding modes.

Lots of “M” packages will be offered by BMW (the “M” designation borrowed from its automobile sports division) to further increase the performance/reduce the weight of the new S1000RR.

The new BMW S 1000 RR sees its world premiere at the EICMA 2018. With a completely newly developed engine and suspension, engine output increased by 6 kW (8 hp) to 152 kW (207 hp) (in the USA: 151 kW (205 hp)) and a weight reduction of 208 kg to 197 kg (193.5 kg with M Package), the supersports bike originally launched in 2009 now goes into its third completely new generation. In addition to enhanced performance, other focus points were to make the new RR at least one second faster than its predecessor, create a more user-friendly design and ensure it offered maximum controllability and ridability. Whether in everyday use, on winding country roads or for high-performance race track riding – the new RR leaves nothing to be desired. In particular because BMW Motorrad has moved the assistance systems such as traction and wheelie control, ABS and Hill Start Control to a whole new level; the same applies to the LED lighting system and large TFT screen.

4 kg lighter, newly developed 4-cylinder in-line engine with BMW ShiftCam Technology for variation of valve timings and valve strokes on the intake side.

Model year 2019 sees a number of model revision measures included in the BMW Motorrad program. The models can be ordered from all BMW Motorrad partners in the new configuration from August 2018.

Munich. Model year 2019 sees a number of model revision measures included in the BMW Motorrad program. The models can be ordered from all BMW Motorrad partners in the new configuration from August 2018.

As a general measure as part of the model revision, comfort turn indicators will be included in the standard trim of most BMW Motorrad models from model year 2019 onwards (exceptions: C 650 Sport, C 650 GT, G 310 GS, G 310 R, F 800 R, F 800 GT, S 1000 RR and S 1000 R). Depending on road speed, various reset conditions apply with the new comfort turn indicators; previously turn indicator deactivation was based on a fixed time or distance.

The BMW Motorrad Connected app will receive a major update to version 1.6. The app will then offer additional functions and enhancements that were proposed by the BMW Motorrad community. The digital maps will be completely revised and will be based on the motorcycle optimized navigation by TomTom. As one of the most requested features, the navigation option “winding route” will be introduced. To use the new functions, the customer only needs to update the app in the beginning of August and download the new maps free of charge before starting the next ride.

Newly developed engine with BMW ShiftCam Technology for further enhanced power in the lower and medium engine speed range and increased top-end power.

With its newly developed 4-cylinder in-line engine, now 4 kg lighter than before, the new RR achieves an entirely new level of performance. For this purpose, not only was the geometry of the intake and exhaust ports further optimised, the motorcycle now also comes with BMW ShiftCam Technology – an entirely new technology for BMW motorcycles which varies the valve timings and valve strokes on the intake side. A revised intake passage and a new exhaust system that is 1.3 kg lighter likewise contribute to increased overall performance. Ridability and sprint capability benefit from a substantially increased torque across a wide engine speed range.

On the suspension side, too, the BMW Motorrad developers have left no stone unturned. With the aim of achieving a significant weight reduction, the engine in the new RR now has more of a load-bearing function than was previously the case. The requirement in designing the new main frame, in addition to improving ergonomics, was to have the force applied directly to the engine structure via the shortest possible paths. A significant increase in riding dynamics was achieved in the new RR based on the combination of the new riding geometry, optimised wheel load distribution and a substantial weight optimisation. The new Full Floater Pro kinematics in the rear wheel suspension also contributes significantly to the perceptible increase in suspension performance. All in all, riders of the new RR will benefit from further improved handling, increased traction and even more transparent feedback in all riding states up to the threshold range. In short: the new RR noticeably raises the bar on the suspension side while at the same time offering improved user-friendliness and controllability. The next generation of the electronic suspension DDC is available for the new RR as an optional equipment item. Specially developed for the RR, Dynamic Damping Control (DDC) requires no compromises in terms of suspension set-up. This is made by possible among other things by new valve and control technology. What is more, a shim package is available for selective adaptation when required for ambitious race track riding.

The new RR is fitted with ABS Pro and Dynamic Traction Control DTC as standard. In addition to traction control, DTC also includes the DTC Wheelie Function as standard – available as an ex works option and now individually adjustable for the first time. All control systems have been readjusted for regulation quality and characteristics. While the part integral BMW Motorrad ABS systems already provide a very high degree of performance and safety when braking in a straight line, ABS Pro now takes this a step further to offer increased safety when braking in banking position as well.

The instrument panel of the new RR has also been completely newly developed and is now designed even more consistently for use in supersports racing. In addition to a maximum range of information, the BMW Motorrad developers paid particular attention to ensuring that the 6.5-inch TFT screen provides excellent readability – even in difficult light conditions. The aim was to offer the rider individually tailored screen displays for different uses. The Pure Ride screen shows all the information required for regular road use while the three Core screens are designed for use on the race track, with the rev counter displayed in analog form (Core 1 and 2) or else as a bar chart (Core 3), for example.

“The redesign of the RR engine confronted us with a considerable challenge in a number of different ways. An even higher peak output combined with increased torque in the lower and medium engine speed range – these are apparently incompatible opposites.With BMW ShiftCam Technology we managed a quantum leap.”Jörg Vogt, Project Manager Drive

Whether on the race track or for sporty riding on country roads: the new engine of the RR leaves nothing to be desired. For this purpose, not only has the geometry of the cylinder head’s intake and exhaust ports been further optimised: BMW ShiftCam Technology has also been introduced – a completely new technology for BMW Motorrad which is used to vary the valve timing and valve stroke on the intake side. The system comprises a triple-section intake shift camshaft which has two cams per

activated valve, mounted on a shift segment: one partial-load cam and one fullload cam, each exhibiting optimised cam geometry. The shift speed of BMW ShiftCam is 9 000 rpm.

In practice, BMW ShiftCam Technology in the new RR makes for a substantially further increased torque level as compared to the predecessor model. In addition to the considerable boost in peak output from the previous figure of 146 kW (199 hp) to the current level of 152 kW (207 hp), it is the perceptible increase in torque and therefore pulling power that is particularly positive. Torque of more than 100 Nm is now available from 5 500 to 14 500 rpm, i.e. across an extremely broad engine speed range of 9 000 rotations per minute.

In spite of the fact that BMW ShiftCam Technology itself has a weight of approx. 1.0 kg, the 4-cylinder engine in fact weighs in at a total of 4 kg less than the engine in the predecessor model as a result of these extensive measures. What is more, it is positioned 7.5 mm to the left within the frame. Meanwhile the track of the secondary chain has been shifted 5 mm to the left. As before, oil is supplied in the form of wet sump lubrication, though the oil sump base has been lowered significantly in the interests of much enhanced operational safety on the race track. In order to achieve a lighter and more compact design, the clutch is now activated from the right-hand side of the engine.

As before, the new RR engine is also fitted with variable intake lengths. Here, the length of the intake funnels is varied between levels on a map-controlled basis by means of an electric motor positioned on the intake silencer. The shorter intake passages are opened from an engine speed of 11 700 rpm since these are more favourable in terms of achieving maximum output. The diameter and length of the intake tubes was newly harmonised for use in the new RR, and the intake silencer was reconfigured, as was the air intake. As a result – in conjunction with the newly designed intake ports and BMW ShiftCam Technology – filling and gas exchange are now more effective.

The overriding goal of further enhancing the new RR in terms of output and torque while at the same time further reducing vehicle weight was likewise pursued by the BMW developers in creating the new exhaust system.

The new RR also offers the rider Launch Control for active support on race starts. Activation is during standstill with the engine idling by pressing the start button for more than three seconds. The relevant information is displayed on the screen is the instrument. From the technical point of view, Launch Control also limits engine torque so that the maximum transferable drive torque is available at the rear wheel when setting off in first gear. When the rider shifts into second gear, the engine torque is corrected in line with the change in ratio so that the maximum transferable drive torque continues to be available at the rear wheel during this phase.

While the existing BMW Motorrad ABS systems already provided a very high degree of safety when braking in a straight line, ABS Pro now takes this a step further to offer increased safety when braking on bends as well. Even when braking fast in banking position, ABS Pro is able to prevent the wheels from blocking, thereby reducing the risk of falling when banking – even in the event of panic braking. In the “Race Pro” modes, the ABS function can be set to five different levels, with the ABS Pro function linked accordingly.

“The new 6.5-inch TFT screen offers a level quality in terms of display and information that is unrivalled in this segment. Readability and operation is unprecedented, and the range of accessible information leaves nothing to be desired.”Anton

The instrument cluster of the new RR has a total of four screens (Pure Ride with the main details and three Core screens) and riders can choose what is displayed to suit their needs. The instrument cluster was developed for the new RR on existing platforms and is designed consistently for use in supersports motorcycling. The range of information, quality of display and not least the user-friendliness of the new instrument cluster are unmatched in the supersports segment at the present time.

In addition to an expanded range of functions and information, the BMW Motorrad developers attached particular importance to excellent readability of the 6.5-inch TFT screen. For optimum visibility even in difficult light conditions, the screen was therefore designed to be large for good readability.

Alongside the digital display of speed, revolutions per minute, selected mode, settings for ABS Pro, DTC and DDC and the menus, it is also possible to access the following wide range of information on the screen (depending on the options fitted), for example:

For riders using the new RR on the race track, the new instrument cluster offers additional and highly interesting data which can be accessed in a variety of screen display formats:

The light units at the rear of the RR have also been completely newly developed. The number plate carrier, turn indicators and number plate lights are all designed to form a single unit. What is more, the brake light and tail light have now been integrated in the turn indicators, too. The C-shaped rear light signature means the RR is instantly recognisable as a BMW even in its night-time appearance. The extremely compact grouping makes it easy to get the RR ready for track use in a few simple steps.

The design of the new RR makes an unmistakable statement: it is the ultimate BMW Motorrad superbike. Light, fast, uncompromising. Even at first sight it is clearly distinct from its predecessors. The proportions are compactly concentrated between the wheels as never before.

The front view of the new RR forms an extremely narrow and streamlined silhouette. In combination with a low-level front section, this gives the new RR a light, athletic appearance. In the latest edition, BMW Motorrad has subjected the distinctive split face of the predecessor models to significant further development, shaping technical requirements to form a striking new BMW front graphic.

The integrated front light design also gives the new RR the look of a racing machine – while at the same time meeting all legal requirements. The use of LED technology without reflectors makes it possible to combine low and high beam in one compact element, which is what accounts for the symmetry of the lights. Framed by the iconic parking light in a dynamically interpreted U shape, the light signature of the new RR makes it instantly recognisable from the front as a BMW – like the kidney grille on a BMW automobile.

The characteristic subdivision of the side view into the upper section in body finish and the dark technology area at the bottom (“technology-body split”) means the RR is unmistakably recognisable as a supersports bike by BMW Motorrad from this perspective. At the same time, the characteristic DNA line provides a dynamic forward orientation, giving the RR a striking impression of lightness when viewed from the side.

The powerful surface styling gives the dynamic side design the impression of visual unity. A dynamic flow is traced across the body of the motorcycle by the surfaces, with the BMW logo as the start and finish point of the side surface workmanship. The dynamic here is mainly created by the tension between the surfaces. Surface styling itself is a feature that has been developed further from the previous model series. Dynamically striking and aerodynamic, sleek and effectively designed. The revision of the oil cooler and exhaust system has made it possible to create a very slim base that rounds off the motorcycle’s compact proportions to the road.

In the Motorsport colour scheme, the new RR appears in the BMW Motorsport colours (Racing Blue, Lightwhite, Racing Red), which emphasises its racing genes.

Accompanying former WSB champ Tom Sykes, now a part of a factory-backed WSB squad, BMW rolled the 2019 S1000RR on to the stage at EICMA earlier today. We are awaiting a full press release, which we will post later, but here are the essential details.

With 204 horsepower and 83 foot/pounds of torque, the new S1000RR should combine the best of both worlds, including increased mid-range and a vicious top end rush. This will be courtesy of the variable valve timing provided by the ShiftCam system.

Expect all the latest, and greatest, electronic aids, including optional semi-active, electronically controlled suspension and a bright TFT display. These features accompany the ubiquitous traction control, wheelie control, adjustable engine braking and selectable riding modes.

Lots of “M” packages will be offered by BMW (the “M” designation borrowed from its automobile sports division) to further increase the performance/reduce the weight of the new S1000RR.

When BMW introduced the S1000RR in 2009, it raised the supersport performance bar considerably despite being the German motorcycle maker’s first attempt at a high-performance superbike. It was BMW’s first motorcycle with a transversely mounted inline-four, and the bike entered a class dominated by machines from Japan. Despite being entirely new, it entered the category with class-leading power, claiming 193 hp, when the best of its competitors from Japan were topping out at about 180. But, the S1000RR also brought a slew of technology changes into the category; it was the open-class supersport machine to feature advanced traction control and ABS as standard features in Canada, and did so at a very competitive price.

BMW’s S1000RR enters its third generation later this year as a 2020 model, boasting the biggest changes since its introduction a decade ago. BMW held its international press launch at Circuito do Estoril in Portugal.

From the saddle you’ll see a new high-resolution TFT instrument panel, controllable via handlebar-mounted switches and multi-function thumb wheel. There are several display options and seemingly endless parameters you can adjust via the screen – many more than I had the chance to sample during a day of track riding. The interface is relatively user-friendly, although I would have needed more seat time to get accustomed to accessing all of the functions available via the new screen.

The S1000RR now features advanced six-axis sensors, which provide much more intuitive and precise traction and wheelie control than before. There are four ride modes – Rain, Road, Dynamic and Race – although real tuning is available in the optional Pro modes. With Pro modes, you get three sub-modes – Race Pro 1, 2 and 3 – each allowing you to select from three levels of each parameter – including throttle response, traction control, wheelie control, engine braking and ABS – and save them to the mode’s memory. You therefore can have three customized maps to select from when riding on the track, although they must be selected before you ride, by using the menu in the TFT screen. There is a button on the left handlebar switch assembly that does allow you to tune the level of ABS and traction control further, on the fly, within the parameters you’ve already selected in Race Pro mode.

The 999 cc inline-four is entirely new, and like the new R1250 boxer engine, it incorporates BMW’s ShiftCam technology. This system provides variable lift and duration at the intake valves, much as if the engine had two different intake cams. There’s a set of electronically controlled cam lobes that boost low-end torque and another that enhances top end. The high-power lobes always work above 9,000 rpm, while engine load determines which lobes operate below that engine speed.

North American bikes must adhere to slightly tighter sound regulations than European bikes do, and therefore there is a small difference in engine output. The factory claim is 204 hp for Europe and 202 hp for North America. BMW’s Canadian website publishes the European kilowatt numbers but uses the North American value, which translates to 207 hp – which is generous. In any case, the new engine is roughly four per cent more powerful than before. However, the big gains are at lower revs, a result of BMW’s ShiftCam. At least 73 ft-lb of torque is available beginning at 5,500 rpm, peaking at 83.3 ft-lb at 11,000 rpm. Fuel economy is said to be four per cent better.

If you prefer all of the electronics and the chassis adjustability but without the carbon fibre wheels, a Race package also is available for $2,075. Also optional, for a $1,525 premium, is BMW’s Dynamic Damping Control (DDC) electronically adjustable suspension, which has completely new internals that provide a much broader adjustment range. This last package also includes heated grips and cruise control.

During my second session, I experienced a 160 km/h rear slide when riding through that sweeper on those same OEM tires. Skill has taught me to stay on the throttle when experiencing a rear-wheel slide, which is what a rider must do now on open-class supersport machines that have advanced traction-control systems. Closing the throttle when in a slide throws off the system, so you must learn to trust the intervention and, in the case of the S1000RR, adjust to your riding style and let it do its work. Despite the eye-opening slide, the rear tire just came back into line and the bike straightened out with no indication that electronics did anything to intervene, although they most likely did.

Those first two sessions really emphasised what I’ve always appreciated about BMW’s S1000RR: it is forgiving, it is easy to ride and it is blistering fast without being too demanding. In comparison, a Ducati Panigale is also blistering fast, but it taxes your mental and physical strength.

Fortunately, I have some experience on various S1000RR models on this very racetrack, so I can make direct comparisons among the old, the new and the exotic. The last time I rode a bike on this track was to ride the $95,000, carbon fibre-framed HP4 Race model. I also rode the previous-generation S1000RR during that test. While the S1000RR always has been my favourite of the open-class supersport machines because it is easy to ride fast, it felt almost truck-like next to the ultra-lightweight HP4 Race. This new S1000RR –when equipped with the M package electronics and DDC suspension, at least – sits somewhere in between. That’s a big leap from the previous model and insures that – for now, at least – the BMW S1000RR will remain my favourite litre bike.

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.

BMW S1000RR is a race oriented sport bike initially made by BMW Motorrad to compete in the 2009 Superbike World Championship,Munich in April 2008,four-cylinder engine redlined at 14,200 rpm.

BMW made 1,000 S1000RRs in 2009 to satisfy World Superbike homologation requirements, but expanded production for commercial sale of the bike in 2010. It has a standard anti-lock braking system, with an optional electronic traction control. As of 2016, it has a wet weight of 204 kg (450 lb), and produces 148.4 kW (199.0 hp; 201.8 PS) at 13,500 rpm.dyno.

The S1000RR was released in 2009 and was considered the best-equipped sport bike in the 1000 cc category, and with a bore and stroke of 80.0 mm × 49.7 mm (3.1 in × 2.0 in), it also had the biggest bore in its class. The bike came factory fitted with ABS and dynamic traction control, a first for road-going superbike at the time. On top of this, it came standard with three riding modes (Wet, Sport and Race) with an additional riding mode (Slick) available only after connecting a dongle, that you received with the bike, to a special jack under the seat. It was also the first production motorcycle to offer an optional quick shifter. This is a clutchless shifter that allowed you to upshift with no clutch actuation even at full throttle. After the initial delivery of motorcycles the factory started shipping them with a software governor that limited RPM to 9000 for a short break in period that was later removed by the dealers.

In 2012, the bike received slightly more significant changes. It was given a new face of the tachometer as well as new throttle maps for each of the four riding modes, to combat throttle response issues that customers were facing with the bike. To further aid this issue, BMW updated the throttle tube to be lighter and have a shorter pull. The intake and exhaust systems also received updates, the ram air intake was made to be 20% larger, as well as moving the catalytic converters to the muffler from the headers. This allowed for the oil sump heat shield to be removed, saving a small amount of weight. The optional DTC (Dynamic Traction Control) was also updated, smoothing the butterfly valve action when a wheelie was detected, providing a less violent intervention to the bikes front wheel lifting off the ground. The chassis was also updated, with the front suspension being lifted by 4 mm (0.2 in) and the rear being dropped by 5 mm (0.2 in). The wheelbase was also reduced by nearly 10 mm (0.4 in) through a tooth addition in the rear sprocket (45). The angle of the steering head was also revised and the offset of the fork was reduced by 2.5 mm (0.1 in). The triple clamp on top of the fork was also updated to a forged aluminium component. Lastly, the spring rates and valving in the suspension were overhauled, including special check valves to allow for completely independent compression and rebound adjustment, coupled with a 10-way adjustable steering damper. The 2012 visual updates included new heel plates, a slimmer-looking tail section and reshaped side panels with plastic winglets said to improve aerodynamics at speed. Smaller visual updates included grilles on the side of the tank plastics and a new "RR" logo.

In 2013 the bike did not receive updates to the same extent as the 2012 bike. However, BMW introduced the HP4 variant, a more track-oriented version of the standard S1000RR. The 2013 HP4 saw the ride-by-wire system again taken to a level unseen outside of the WSBK and MotoGP. The HP4 was fitted with a Dynamic Dampening Control (DDC) system that updates and makes changes to the suspension every 11 milliseconds, responding to various sensors as well as throttle input and is adjustable on the fly, a first on any production motorcycle.Brembo Monobloc brake calipers. The riding modes of the HP4 differ from the standard bike, in that it allows for all 144 kW (193 hp; 196 PS) to be accessed in four modes. The HP4 also introduced combined braking, meaning that in all modes except slick, the back brake is applied automatically when the rider applies the front brake. It was offered in multiple race kit packages, ranging from the stock claimed 144 kW (193 hp; 196 PS) of the S1000RR all the way up to a claimed 158 kW (212 hp; 215 PS). The 2013 HP4 was also equipped with more electronic features, launch control and pit-mode, all accessible from the controls on the handlebars. The bike was also given its own colorway and an HP4-specific tachometer face. Also available at extra cost was a competition and premium package which included HP carbon engine belly pan, side spoilers and trim, HP folding clutch and brake levers, HP adjustable rider footrests, standard forged wheels finished in Racing Blue Metallic, a decal kit, (optional) heated grips, a pillion rider kit and an anti-theft alarm.

The 2014 S1000RR saw some more minor updates and the first race-ABS as standard. The handlebars were also slightly modified, as well as some very minor changes to the fairings.

In 2015, the S1000RR saw major updates and changes. Notably, the bike now weighed 4 kg (8.8 lb) less and gained 4.4 kW (5.9 hp; 6.0 PS) to a claimed output of 148 kW (198 hp; 201 PS). This was achieved through reshaping the ports, a new cam profile, lighter valves and shorter velocity stacks drawing from a larger airbox. An all-new exhaust has also been implemented, drawing from the previous years HP4, adding a controlled interference pipe and acoustic valves. More options made available in the 2015 variant were included in the "Dynamic Package" which included BMW"s Quickshift Assist Pro, allowing for clutchless up and downshifts. BMW also introduced a "Race Package" which gave the user DDC from the HP4, a "Pro" riding mode as well as launch control, a customizable pit limiter and cruise control. To the electronics, BMW again added smoother front wheel lift intervention and a new "User" mode, where the rider is able to customize some defined parameters, allowing for a fully personalized riding experience. More learnings from the HP4 include combined braking (automatically activating the rear brake when the front brake is applied), on-the-fly ABS and DTC control and lean angle sensors that provide a readout on the dash.

The S1000RR received a full model change for 2019 at the November 2018 EICMA, Milan, Italy. The 999 cc (61.0 cu in) four-cylinder engine is entirely new, which is claimed to produce 152 kW (204 hp; 207 PS) at 13,500 rpm (up 4.5 kW (6.0 hp; 6.1 PS) from the previous iteration) and 113 N⋅m (83 lbf⋅ft) of torque at 11,000 rpm. This new engine employs BMW ShiftCam technology on the intake side, which varies intake valve timing and lift. The system has sliding concentric outer shafts, with two different cam profiles on them, on a splined inner shaft with the drive on one end. An ECU-controlled motor switches between low- and high-speed cams at 9,000 rpm in under 10 milliseconds, which produce soft, low-lift, short-duration cams for low-down and midrange torque, then a more aggressive profile cams for peak power production. The outer shafts are moved by a movable pin engaging in a cammed slot on the shaft, which slides the outer camshaft section left and right as needed. BMW claims the addition of this system gives the S1000RR a more linear torque curve than its predecessor.

Aside from power increase, the S1000RR"s engine gains a weight loss of nearly 4 kg (9 lb) and a more compact external design. This was achieved through the use of specialized parts, like hollow-bored titanium intake valves and new DLC rocker arms that are said to be 25% lighter. The camshafts are now directly powered by the crankshaft, thus eliminating the need for the previous idler gear. The water and oil pumps are combined into one component for a compact design. The exhaust system is also 1.28 kg (2.8 lb) lighter on the 2019 model, which contributes to a total 11 kg (24 lb) loss in comparison to its predecessor. This brings the overall curb weight of 197 kg (434 lb).

To harness the power output, BMW gave the S1000RR a package of electronics suite of rider aids, including ABS Pro (cornering ABS), Dynamic Traction Control (DTC), Dynamic Traction Control Wheelie Function, Shift Assistant Pro (which allows for clutchless up and downshifts), Hill Start Control (HSC), Launch Control and Pit Lane Limiter. There are four preset riding modes: "Rain", "Road", "Dynamic" and "Race", as well as three "Pro" modes, which can be custom tuned and come with a three-stage engine-braking adjustment.

The chassis has been revamped for the 2019 S1000RR, which is focusing on weight reduction while improving handling. The aluminium perimeter frame drops 1.28 kg (2.8 lb) of weight, now using the engine as more of a load-bearing unit and reducing width by 13 mm (0.51 in). With a focus on improving agility, BMW steepened the steering head angle to 66.9 degrees and reduced trail to 93.9 mm (3.70 in). The wheelbase has been increased by 9 mm (0.35 in). The front suspension is a 45 mm (1.77 in) inverted telescopic fork, which is decreased in size from 46 mm (1.81 in), that is claimed to optimize flex and midcorner feel. BMW Dynamic Damping Control (DDC) semi-active suspension is still available on the S1000RR as an option, which has been enhanced with updated damping settings. The fuel tank and seat design are now slimmer. The front fairing is narrower and more aerodynamic than its predecessor, also housing twin symmetrical LED headlights, with the intake directly centered at the front for optimum airflow. The instrumentation now uses a 6.5-inch TFT display, which has four preset settings.

The M package, the first of any BMW motorcycle, is available, which includes motorsport paint finish, M carbon fiber wheels, an M lightweight battery, M Chassis Kit with rear ride height adjustment and swingarm pivot, the M Sport seat and a "Pro" riding mode. The package reduces the weight further to 193.5 kg (427 lb).

The higher-spec variant of the S1000RR, called M1000RR, was unveiled in September 2020 intended as a basis for racing but still road legal."M" prefix normally associated with cars,fairing has aerodynamic winglets that provide downforce.

On 26 June 2008, Spanish rider Rubén Xaus signed to ride the bike for the factory BMW Motorrad team.Troy Corser signed to complete the team"s two-rider lineup for 2009.2009 Superbike World Championship season, the highest race result achieved by Corser was fifth place in the Czech Republic, and Xaus achieved seventh place in Italy.

During the 2010 FIM Superstock 1000 Championship season, Ayrton Badovini dominated by winning every single race but one on the S1000RR.Marco Melandri riding for the factory BMW Motorrad team was the first to secure a win for the S1000RR in World Superbike competition at the British round in Donington Park.Leon Haslam came in second giving BMW a "One Two" finish.

On 2012 Qatar Grand Prix, US rider Colin Edwards rode a S1000RR engined motorcycle for the Forward Racing team.Suter machine placed first in its class and finished 12th overall.

The S1000RR has been used by various riders at the Isle of Man TT since 2010.Michael Dunlop won the superbike class race on his factory-prepared bike entered by Hawk Racing, a UK-based BSB team operating as Buildbase BMW Motorrad, breaking a 75-year gap between wins for BMW.Superstock class, running under his own MD Racing BMW banner. He stated "...this is a great result for BMW. It’s great for a manufacturer when a road bike wins a TT”.hat-trick of BMW victories with a Senior TT win on Friday, 6 June.

In March 2010, BMW released a video on YouTube titled "The oldest trick in the world", which highlighted the S1000RR"s acceleration by pulling a tablecloth off a long 20-seat dining table without disturbing the place settings and table decorations.

BMW issued a recall for bikes built between Sept. 1, 2011, through April 10, 2012 to address an issue with bolts that secure the connecting rods to the crankshaft that could loosen when the bike is ridden at high speed.

Carroll, Michael (2008-04-16). "BMW officially unveils World Superbike contender". Motorcycle News. Archived from the original on 19 April 2008. Retrieved 2008-04-17.

Madson, Bart (2008-04-16). "2009 BMW Superbike S1000RR Unveiled!". MotorcycleUSA.com. Archived from the original on 20 April 2008. Retrieved 2008-04-17.

"Ruben Xaus signs with BMW Motorrad Motorsport". World Super Bikes. 2008-06-26. Archived from the original on December 11, 2008. Retrieved 2008-06-30.

Henry, Jim (March 15, 2010), "BMW Motorcycle Stars in Million-Click Video", CBS Interactive, archived from the original on October 1, 2011, retrieved 2010-10-29

Potter, Marc (17 November 2010). "BMW S1000RR is MCN Machine of the Year". Archived from the original on 19 November 2010. Retrieved 22 November 2010.