2019 bmw s1000rr tft display manufacturer

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.

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 Motorrad Connected display will offer a built-in navigation system via the Connectivity App installed on the smartphone, according to an official sneak peek of the new product. This will replace the turn-by-turn navigation currently used on the BMW TFT Dash.

This new product will make the standard GPS obsolete, thanks to the offline maps and to the user-friendly nature of the smartphone app. The sneak peek was revealed in the “RideAndTalk” BMW Motorrad podcast.

Looking at the size and the shape of the new BMW TFT Display, we think that it will debut on the touring segment, and not on the GS. The R1250RT and K1600GT series are featuring some old-school analog dashes, and BMW will probably introduce this new one pretty soon. More than that, it looks too wide to fit other models such as the R1250GS, R1250R/RS or S1000XR, F900 series, and so on.

Moreover, the whole BMW range excepting the G310GS/R and the touring series are already fitted with the first generation of the BMW Motorrad Connectivity Dash, which offers the turn-by-turn navigation.

How does it work? You have to download the free smartphone app, tho connect via Bluetooth, and to set up the destination on the smartphone. The TFT Dash is taking over the information and shows you the guidance (it also features audio guidance). Of course, you can also listen to music and make calls.

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.

Raystar is a global leading LCD panel supplier and specialized in producing TFT LCD Panel, including Color TFT, Monochrome TFT Display and bar type TFT Display. Raystar Color TFT displays are available in various resolutions and offers a wide product range of small to medium-sized TFT-LCD modules from 0.96” to 12.3". The interface options are in MCU / RGB / SPI / UART / 8080 / LVDS. TFT Panel with control board or TFT LCD Panel with micro controller are also available.

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..

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.

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