BMW S 1000 RR SuperSports
Street Motorcycle - Part 2: Drivetrain
Special Report - Edited by webBikeWorld Staff
BMW S1000RR SuperSports Street
Electric and Electronics
Body and Design
Range of Equipment
Range of Colors
5. Engine Output and Torque Chart
Part 2: Drivetrain
High-Output Four-Cylinder Inline Power Unit for Maximum
As an absolutely new development from
the ground up, the straight-four power unit featured in
the S 1000 RR comes with displacement of 999 cc, with cylinder
bore of 80 millimeters or 3.15" and stroke measuring
49.7 millimeters or 1.96".
The particularly short stroke/bore ratio of just 0.621
provides the foundation for an absolutely outstanding high-output
power unit with supreme performance at all times. Maximum
output is 142 kW (193 hp) at 13,000 rpm, peak torque is
112 Nm (82.5 lb-ft) at 9,750 rpm.
So again, the power unit of the S 1000 RR sets new record
standards in the supersports 1000-cc class also in this
respect. Optimum riding dynamics and supersports features
combined with optimum rideability and compact dimensions
together with minimum weight were the primary targets in
developing the new drivetrain. And with its engine weighing
just 59.8 kg or 131.8 lb, the S 1000 RR boasts the lightest
1000-cc four-cylinder in its entire segment.
Like all engines from BMW Motorrad, the power unit featured
in the S 1000 RR excels through its supreme overall concept
as well as the space-saving arrangement of all ancillaries
and the integrated six-speed gearbox with its dog-type gearshift.
Following the brief to build a thoroughbred supersports
power unit, the engineers at BMW Motorrad have created a
particularly compact engine with ideal concentration of
masses around the machine’s overall centre of gravity. Despite
the large cylinder bore of 80 millimeters or 3.15",
engine width at crankshaft level is only 463 millimeters
or 18.23". And at 558 millimeters or 22.0", the
engine is also very low in terms of its overall height.
The cylinder axis on the S 1000 RR power unit is tilted
32° to the front, providing an optimum centre of gravity
as well as the front wheel-oriented weight distribution
so essential on a supersports machine, with absolutely precise
riding control and maximum clarity in terms of feedback
from the front section.
The new straight-four on the S 1000 RR again lives up
to the consistent principle of BMW Motorrad maintained over
a period of no less than 85 years and applied throughout
25 years of four-cylinder development to provide superior
and unique technical standards going far beyond the usual
level of technology.
Largest cylinder bore in the segment measuring 80 millimeters
or 3.15". The crankshaft on the S 1000 RR is forged
out of one single piece of heat-treated steel, runs in anti-friction
bearings and comes with the traditional crank angle of 180°
for a consistent fi ring distance at all times.
Both the main and the conrod bearing journals measure
34 millimeters or 1.34" in diameter. Running in anti-friction
bearings, the connecting rods are forged out of extra-light
heat-treated steel. Measuring 103 millimeters or 4.06"
in length, they help to keep the engine low and compact,
saving space and lowering the centre of gravity even further,
with lateral forces on the pistons remaining within reasonable
limits and the engine running smoothly and consistently
under all conditions.
Together with their anti-friction bearings, the connecting
rods weigh just 334 grams. The upper conrod opening comes
without a bearing bush and measures 17 millimeters or 0.67"
in diameter. Two lubrication openings in the upper eye of
the conrod and positioned at an angle of 45° to the vertical
axis of the rod ensure a reliable supply of oil to the piston
pin bearings at all times.
The connecting rods are split horizontally by the proven
cracking method, with the large conrod opening being cracked
exactly as required on its centre level by a sudden pulling
force applied hydraulically. The fracture formed in this
way ensures extremely precise subsequent assembly without
any further centering of the components being required.
The cylinder liners with their Nikasil coating incorporate
forged lightweight box pistons measuring 80 millimeters
or 3.15" in diameter and featuring a very short piston
skirt. Further highlights are the two narrow piston rings
optimized for minimum friction and a three-piece oil scavenger
Through their low and dynamic design and configuration,
the combustion chambers, piston base and valve pockets make
the entire combustion process very smooth and efficient
in thermodynamic terms, with the contours of the piston
base being optimized for minimum weight. The pistons themselves,
together with their bolts and rings, weigh just 253 grams
To remove and dissipate heat, the pistons are cooled
at the bottom under high thermal loads by oil injection
nozzles in the crankcase. This ensures supreme reliability
even under extreme running conditions and extends the overall
running life of the pistons.
Ultra-Compact, Extra-Stiff Cylinder Crankcase
Split horizontally down the middle of the crankshaft, the
cylinder crankcase is made of extra-strong aluminum alloys.
The compact die-cast upper section forms an extra-stiff
combination with the four cylinders and the upper bearing
mounts for the crankshaft.
The upper half of the crankcase also takes up the light
and compact six-speed gearbox. Together with its all-round
coolant shell, the cylinder block is designed for maximum
stiffness in closed-deck configuration and the cylinder
liners come with a wear-proof, low-friction Nikasil coating.
The lower section likewise die-cast forms the counter-piece
for the main crankshaft bearing as well as the bearing on
the gearbox drive shaft.
Cylinder Head And Cam Follower Valve Drive Based On
BMW Formula 1 Technology
Overall output, performance
characteristics, the quality of the combustion process and
fuel consumption depend largely on the cylinder head and
valve drive. In its design and overall configuration, the
four-valve cylinder head featured on the S 1000 RR thus
offers ideal duct geometry, compact dimensions, optimum
thermodynamics, and an efficient heat balance.
The narrow valve angles help to provide ideal intake
ducts as well as a compact combustion chamber for high compression
and optimum all-round efficiency. Seeking to achieve maximum
power and supreme running smoothness even at very high speeds
while at the same time offering a very stiff structure,
keeping moving masses to a minimum and optimising the timing
overlap on the valves, the S 1000 RR comes with cam follower
control on all moving valve components, with the cylinder
head very compact in design, particularly in terms of its
Valve play is compensated by means of very small and
light adjustment platelets running on the spring plates.
On the intake side the spring plates are made of an extra-light
aluminum fibre material.
The moving masses of the cam followers featured on the
S 1000 RR are approximately 50 per cent lower than with
comparable cup tappets. Such reduction of oscillating masses
to an absolute minimum allows fast valve acceleration for
a power-oriented cam profile and a high level of free valve
cross-sections. This is also why the cam followers on the
S 1000 RR are extremely short and light in their structure
A further particular highlight in the design of the cylinder
head is the arrangement of the cam follower axes, with both
the intake and the exhaust cam followers facing to the rear
in the direction of travel. This keeps the cylinder head
even more slender as on the usual arrangement with the bearing
shafts at the outside.
Tight Valve Angle and Lightweight Titanium Valves
The valve angle is 11.2° on the intake side and 13.3° on
the exhaust. The two camshafts made of heat-treated steel
and arranged directly above the valves are driven by a toothed
chain running on a secondary gear shaft just above the crankshaft.
The intermediate gear used in this configuration helps
to keep the toothed chain driving the camshafts shorter
than would otherwise be the case, ensuring even greater
precision in valve timing and keeping the engine slimmer
on the level of the crankshaft.
The intermediate gear transmission also helps to keep
the two drive wheels on the crankshafts very short, with
the overall layout of the cylinder head remaining very compact.
Optimized valve springs as well as a hydraulic tightening
mechanism for minimum friction serve, finally, to minimize
both running and drag forces, enhancing the standard of
power and performance once again.
Made of extra-light titanium, the intake and exhaust
valves are operated by very small and light individual cam
followers. The overall geometric layout of the cylinder
head allows an ideal transmission ratio on the cam followers
of approximately 1:1, reducing flexural forces and bending
to an absolute minimum and therefore serving to keep the
arms very light and almost filigree in their construction.
Use of such extremely small and light cam followers offers
utmost freedom in choosing the optimum valve lift curves
and, therefore, the very best power and performance characteristics
both for the road and the race track.
BMW S1000RR Engine and Valve Train Cutaway
Largest Valve Plate Diameter in this Segment
rev limit on the production version of the S 1000 RR is
14,200 rpm, while in purely mechanical terms the engine
could run much faster.
Thanks to the large cylinder bore of 80 millimeters or
3.15", valve plate diameter is larger than on all other
engines in this segment, providing the ideal basis for maximum
output and performance: Valve plate diameter on the intake
side is 33.5 millimeters or 1.32" and 27.2 millimeters
or 1.07" on the exhaust side, setting a new record
in the supersports 1000-cc segment in the interest of a
maximum cylinder charge and an optimum charge cycle.
The valve shafts, in turn, measure 5 millimeters or 0.197"
in diameter. The intake ducts are machined asymmetrically
at the transition point leading to the valve seat rings
in order to improve the flow of gas and optimize the cylinder
charge for even more power at high engine speeds.
The low and fl at design of the combustion chamber guarantees
a very high level of geometric compression with a thermodynamically
optimized cylinder base largely smooth from one side to
the other. With its compression ratio of 13:1, the power
unit of the S 1000 RR comes right at the top in terms of
production engines, offering an ideal combustion process
for optimum power yield and maximum efficiency.
Proven and Compact Wet Sump Lubrication
lubricating system on the S 1000 RR is a proven wet sump
system using an Eaton oil pump. Oil is cooled not by a heat
exchanger, but rather by a separate oil cooler integrated
beneath the radiator in the lower section of the fairing
for superior flow conditions and aerodynamic qualities.
Use of an oil cooler prevents any undesired, additional
thermal exposure of the coolant and therefore allows the
use of a smaller and lighter radiator reducing the amount
of coolant required. The oil level is checked in a very
practical and simple manner by means of an inspection glass
on the left side of the engine beneath the alternator cover.
Engine oil capacity is 3.9 litres or 0.86 imp gals including
Perfect Cooling Concept For Optimum Flow Conditions,
Good Thermal Balance And Low Weight
cooling concept gives the power unit of the S 1000 RR an
optimum thermal balance at all times: The coolant flows
through the cylinder head in crosswise direction, the appropriately
cooled coolant fl owing into the cylinder head on the right-hand
side, that is on the hotter exhaust section.
So precisely where the temperatures are highest, intense
cooling on the cylinder head ensures a fast flow of coolant
and, accordingly, an optimum temperature balance for optimum
power and performance. Fitted on the right-hand side of
the engine, the coolant pump, like the oil pump, is driven
by a single roller chain running on the gearbox drive shaft.
The amount of coolant (50 per cent water, 50 per cent
anti-freeze) required is only 2.9 litres or 0.64 imp gals.
The radiator is in bent trapezoidal design and is fitted
upfront of the engine beneath the cylinder head to provide
optimum balance and superior aerodynamic flow conditions.
Thanks to its high standard of efficiency as well as
elaborate tests in the wind tunnel to optimize the fairing
and flow conditions in terms of aerodynamics, the cooling
surface required is relatively small at just 955 sq cm,
sufficient to ensure reliable dissipation of heat under
To provide an optimum flow of air to the radiator, BMW
Motorrad has developed a patented air guidance concept ensuring
maximum efficiency in the removal and dissipation of heat.
In all, therefore, an elaborately calculated aerodynamic
concept developed in the wind tunnel interacts perfectly
with optimum removal of outgoing air from the fairing. The
engine spoiler helps to provide a sophisticated, highly
aerodynamic flow of air effectively cooling both the oil
sump and the manifolds.
Light and Compact Ancillary Units
compact and, above all, light structures were the essential
points also in the design and arrangement of the electrical
ancillaries on the engine and their drive systems. The alternator
featuring a permanent magnet, for example, is fitted on
the left end of the crankshaft, generating 434 W at 6,000
rpm and configured for a maximum speed of 16,000 rpm.
The layshaft starter arranged on the left of the upper
half of the engine block behind the cylinders generates
maximum output of 800 W and weighs 1,050 grams. The starter
is connected to the engine by a free-wheel and acts
a transmission ratio of 1:24.61 on the outer left crank
web designed as a spur gear.
To keep weight to a minimum, the left-hand side cover
on the alternator and starter is made of extra-light magnesium.
Multi-Disc Anti-Hopping Oil Bath Clutch, Six-Speed
Gearbox And Optional HP Gearshift Assistant
is transmitted from the crankshaft via a straight-toothed
primary drive at a ratio of 1:1.652 to the anti-hopping
wet clutch with a total of ten friction plates (diameter
132.4 mm or 5.22").
Applying the anti-hopping principle, BMW Motorrad meets
all the requirements of supersports riding, particularly
on the race track. The braking power of the engine in overrun
is transmitted to the rear wheel by the clutch only in part,
that is only to a limited extent.
When braking hard and shifting down at the same time,
this prevents the rear wheel suddenly running under much
less load due to the dynamic distribution of wheel loads
from abruptly locking and juddering, keeping the motorcycle
smooth, stable, and easy to handle also when applying the
The clutch is disengaged in overrun mechanically by a
ramp mechanism, with clutch operation via a hand lever and
with maximum manual forces limited to 80 Newton. The operating
forces generated are transmitted via a cable to the
lever on the left side of the engine and from there through
a thrust rod to the clutch pressure plate.
This saves substantial weight compared with hydraulic
operation of the clutch, just as the clutch cover made of
extra-light magnesium serves to reduce weight to a minimum,
again reflecting one of the most significant objectives
in the design process.
The dog-shift six-speed gearbox is very compact and light.
The individual gears are shifted by a light, composite steel
shift cylinder and shift forks resting on three points.
To keep the gearbox and transmission system as compact and
short as possible, the primary and secondary shafts are
positioned on top of one another, thus saving a lot of space.
Again, this reduces the overall length of the engine and
allows the use of a long rear-wheel swing arm in the interest
of optimum traction.
Kept hollow in its structure again in the interest of
minimum weight, the gearshift cylinder runs in anti-friction
bearings. The shift forks are made of steel and are lubricated
by compressed oil. The gears themselves come with straight
teeth, the gear claws and pockets being cut back within
to ensure optimum gear mesh.
The transmission of power to the rear wheel, finally,
is ensured by a 525 O-ring roller chain on the left side
of the engine. The S 1000 RR offers the customer the option
to choose the HP Gearshift Assistant featured for the first
time on the HP2 Sport, thus enabling him to shift up without
operating the clutch and therefore with hardly the slightest
interruption of power and pulling force.
In the process the ignition and fuel supply are interrupted
for fractions of a second in order to keep the gearshift
absolutely smooth and even very soft. The advantage, obviously,
is even faster acceleration, with the rider gaining valuable
fractions of a second. The optional HP Gearshift Assistant
may be combied with sports footrests available as special
BMW S1000RR Engine and Transmission Cutaway
Engine Management With Cylinder-Specific Anti-Knock
Control For Maximum Power And Performance
The S 1000
RR comes with the most advanced and sophisticated digital
motor electronics currently available on a motorcycle. The
software incorporated in this sophisticated BMS-KP (short
for BMW Engine Management with Anti-Knock Control) is an
in-house development by BMW Motorrad specifically for motorcycle
Fully sequential, cylinder-specific fuel injection, integrated
anti-knock control, ultra-fast processing of a wide range
of sensor signals by the most advanced microelectronics,
a compact layout, low weight and self diagnosis are the
most important features of this sophisticated system.
And to meet the requirements of a supersports machine,
the engine management unit comes on the S 1000 RR with an
even faster central computer developed to an even higher
standard and fully adapted to this unique machine.
Torque-based engine management takes a wide range of
different parameters and criteria into account. The supply
of torque and the sensitive adjustment of engine running
conditions, for example, follow all kinds of requirements
tailored to the rider’s needs.
The main parameter in controlling the engine is the amount
of air drawn in determined indirectly through the throttle
butterfly angle and the running speed of the engine. Taking
additional engine and ambient parameters (including
temperature, air temperature, ambient air pressure) into
account, the engine control unit, together with control
maps integrated in the system and appropriate correction
functions, determines the ideal injection volume and
Fuel grade is premium unleaded, that is at least 95 octane.
And thanks to cylinder-specific anti-knock control, the
power and performance of the engine may be raised to an
even higher standard when running on higher-octane fuel.
Variable Intake Manifold Length For An Optimum Torque
Curve And Maximum Power
Fuel injection is fully sequential,
meaning that fuel is injected individually in accordance
with the intake stroke of the respective cylinder into the
intake duct. To improve the torque curve, the S 1000 RR
comes with highly elaborate intake manifolds varying in
length according to current requirements: Depending on engine
speed an adjuster motor fitted on the airbox varies the
length of the intake manifolds through map control in two
Serving to provide an optimum cylinder charge, the appropriate
amount of fuel is fed into the engine at all times through
four injection jets each on the throttle butterfly rail
and above the intake manifold. Depending on engine speed
and the power required, the injection jets are controlled
either separately or together in one process.
Variable Pressure Control For An Ideal Supply Of Fuel.
Instead of a reflow pipe, the fuel supply system uses variable
pressure control to deliver only as much fuel as the engine
really requires at any given point in time. This sophisticated
fuel supply management allows virtually any change or modification
of fuel supply pressure for optimum fuel/air mixture formation
ensured by operating the electrical and, for the first time,
fully controlled fuel pump at a high pressure of 3–5 bar.
Such adjustment of fuel pressure as a function of current
operating conditions is quite unique in the supersports
segment. The fuel/air mixture is controlled for environmental
purposes by means of two oxygen sensors fitted at the junction
points on the exhaust manifolds to precisely monitor the
composition of exhaust gas.
The BMS-KP (BMW Engine Management with Anti-Knock Control)
management unit on the S 1000 RR integrates the automatic
idle control and cold start enrichment functions by way
of electronically controlled throttle butterflies.
Idle speed is automatically raised whenever required
while warming up by increasing the level of engine speed
by way of the engine management.
E-Gas for Optimum Response and Precise Fuel Metering
The throttle butterflies measuring 48 millimeters or 1.89"
in diameter are controlled by an electric motor forming
an E-gas or ride-by-wire system. In this process the rider’s
commands are transmitted to a sensor from the cable on the
gas handle. All-electronic engine management then converts
the rider’s commands into an appropriate torque signal,
with the throttle butterfly controlled electronically.
With all torque factors being taken into account in this
way, the system ensures optimum rideability under virtually
all conditions until the traction control intervenes. The
E-gas system uses the three-level monitoring concept already
proven in its qualities on BMW cars.
As an additional feature, the S 1000 RR comes with a
mechanical link connecting the cable to the electronic control
unit and enabling the rider to close the throttle butterfly
under all conditions. Intake manifold with optimum air supply
for the best cylinder charge.
The engineers at BMW Motorrad have used virtually every
millimetre on the S 1000 RR to make the intake system as
large as possible, giving it maximum volume. The airbox
with its pure air capacity of 7.9 litres, for example, is
directly above the engine and is likewise designed for maximum
power and torque all in one.
Air intake is at the central point with maximum ram pressure
on the upper section of the fairing between the two headlights.
From there intake air flows on an ideal straight path through
an air duct to the steering head shaft right and left, past
the steering head, directly into the airbox and from there
to the vertically arranged plate air filter.
While other manufacturers in the supersports segment
all use a lying or horizontal plate air filter, the disadvantage
in that case is that the flow of air has to be diverted.
The S 1000 RR avoids such unfavourable diversion of intake
with the air duct leading from the air intake opening
to the steering head shaft serving at the same time as the
support for the instrument cluster, rear-view mirrors, headlights
and horn. And made of extra-light pressure-cast magnesium,
this component not only saves the need for separate supports,
but also reduces weight to a minimum.
The air inlet in the upper section of the fairing uses
the ram-air effect almost perfectly through its position,
supporting the air supply process very efficiently at high
speeds, with up to 30 mbar overpressure in the airbox, depending
on the current speed of the machine.
At a speed of 250 km/h or 155 mph, for example, this
means an extra 4 kW engine output. This is superior to all
competitors in this segment and again clearly underlines
the quality of airflow in and from the airbox and, quite
generally, the supply of air to the engine in the S 1000
Innovative High-Performance Exhaust System With Interference
The exhaust system on the S 1000
RR is likewise built for maximum performance. For this reason,
to save weight and to centralize all masses, the development
engineers at BMW Motorrad decided to fit the exhaust system
beneath the engine, instead of choosing an under-seat solution.
The four individual manifolds of equal length first merge
beneath the engine block into two pipes (4-in-2-in-1 principle)
and then come together in an extra-large pre-silencer with
three chambers working according to the reflection principle.
From there the flow of exhaust gas goes out through a
short, light and very dynamic absorption rear muffler. Both
the outer skin and the interior of the complete system are
made of top-quality stainless steel.
To achieve optimum rideability as the prerequisite for
sporting and dynamic performance on the road and fast laps
on the track, a homogeneous power and torque curve is absolutely
essential. The exhaust system on the S 1000 RR therefore
comes with two interference- type butterflies within two
connection tubes linking the two outer and the two inner
manifolds in the immediate vicinity of the exhaust ducts.
Depending on various engine map parameters such as engine
speed and the position of the throttle butterfly, an actuator
opens and closes both of these flaps, opening or, respectively,
interrupting the connection between the two manifolds.
This coordinates oscillations in the flow of exhaust
masses in order to reduce exhaust gas counter-pressure at
exactly the right point (like in a racing muffler) and increase
the cylinder charge accordingly.
This technology never seen before on a production motorcycle
makes a significant contribution to the homogenous and “beefy”
power and performance characteristics of the engine, ensuring
very good torque and boosting the overall performance of
the S 1000 RR to an even higher level.
The two metal-based catalytic converters with cell density
of 100 cells/sq inch are fitted in the pre-silencers upfront
of the manifold entry point. They come complete with a rhodium/palladium
coating combining high temperature resistance with a long
Small and Light Muffler
Maintenance of the
strictest noise and emission limits despite supreme engine
power is ensured on the S 1000 RR by features such as an
electronically controlled exhaust flap positioned upstream
of the rear-end muffler, opening up the exhaust pipe to
its optimum cross-section as a function of increasing engine
Varied in this way, the exhaust pipe cross-section provides
a deep engine rumble at lower to medium engine speeds, while
the larger cross-section opening up at higher speeds ensures
maximum output and a very sporting sound.
The very small and compact rear-end silencer accentuates
the slender look of the S 1000 RR and enables the rider
to lean over to a very low angle in bends. So here again,
the rear silencer helps to ensure not only a sporting and
powerful sound, but also truly impressive output and performance
on road and track.
Made of top-quality stainless steel, the complete exhaust
system weighs a mere 10.7 kg or 23.6 lb. At the same time
this is the most compact exhaust system with fully controlled
emission management in this entire segment. As an
option the S 1000 RR is available with a very light slip-on
muffler made of titanium and with a carbon trim cover at
the rear. The supplier of this special muffler in its very
sporting and dynamic design is Akrapović.
“Rain”, “Sport”, “Race” And “Slick” Modes For Optimum
Adjustment To Road And Track Conditions.
At the simple
touch of a button at the end of the right handlebar, the
rider is able to choose among various riding modes for all
kinds of different conditions and requirements such as riding
on the road, on a wet surface, or the race track.
To make a choice, all the rider has to do is press the
Mode Switch on the right handlebar control unit until the
display in the instrument cluster reaches the mode desired.
Then, pulling the clutch lever and turning the gas handle
to idle, the driver is able to confirm his request also
while riding and the mode is switched accordingly. The mode
last chosen is always retained when re-starting the motorcycle.
When riding on a wet surface with reduced grip, the
Rain Mode automatically reduces maximum output to
110 kW (150 hp). This mode also provides a particularly
homogenous power and torque curve, with engine response
and power build-up by the engine being extra-smooth and
When riding on a dry surface the Sport Mode provides
full engine output of 142 kW (193 hp) in combination with
even more spontaneous and direct response to the gas lever.
This mode is intended above all for use on country roads.
The Race Mode has been developed specifically
for racing the S 1000 RR on race tracks using street-legal
supersports tires. Here again the rider benefits from the
full power of the engine, with an even more direct and significantly
more dynamic response at all speeds.
The Slick Mode is intended exclusively for racing
on the track using slick tires. Like the Race Mode, this
mode not only provides full engine power, but also ensures
maximum engine response for racing or riding under race-like
Contrary to the Race Mode, the Slick Mode allows DTC
Dynamic Traction Control to cut in permanently only from
a side angle of 200. This, in turn, allows the rider to
wheelie for up to five seconds when leaning over to an angle
of less than 200, ensuring optimum acceleration and pulling
force when accelerating out of a bend.
While the three modes Rain, Sport, and Race are activated
by the rider directly from the end of the handlebar, the
Slick Mode comes with an activation lock function provided
by a code plug for the control unit beneath the rider’s
seat of the S 1000 RR.
The rider is therefore required to first insert this
plug before activating the Slick Mode, since apart from
activating the even more dynamic engine set-up he also in
this way activates different ABS and Traction Control settings
to the absolute limit on slick tires. In
this setting DTC is no longer suitable for surfaces with
an extremely low frictional coefficient such as wet cobblestone
or loose gravel.
Race ABS and DTC Dynamic Traction Control are combined
individually with the various riding modes, thus harmonizing
perfectly with one another for maximum riding safety. When
required, the rider is able to deactivate the Race ABS and
DTC Dynamic Traction Control functions separately from one
DTC Dynamic Traction Control For Even Safe Acceleration
As an option available straight from the factory, the S
1000 RR comes with DTC Dynamic Traction Control reflecting
the truly outstanding performance, riding dynamics, and
supersports character of this new machine.
DTC Dynamic Traction Control is a development from motorsport
featured, for example, on the Superbike racing version of
the S 1000 RR in the World Superbike Championship. This
important feature makes a significant contribution to the
truly impressive overall performance and outstanding riding
safety of the S 1000 RR.
Particularly under changing riding conditions, on slippery
surfaces and with sudden changes in the frictional coefficient
on the surface, BMW Motorrad’s new DTC Dynamic Traction
Control offers the rider significant support and assistance.
This advanced system largely suppresses any undesired
slip on the rear wheel when accelerating and, therefore,
avoids the otherwise inevitable loss of lateral stability
causing the rear wheel to break loose and, should the worst
come to the worst, leading to an accident.
Using the ABS sensors to compare the running speed of
the front and rear wheels as well as data supplied by the
side angle sensor, the electronic control unit recognizes
whether the rear wheel is spinning and reduces engine power
accordingly by taking back the ignition angle and intervening
in the throttle butterfly position by way of engine management.
Unlike the former ASC systems used by BMW Motorrad, DTC
Dynamic Traction Control therefore also determines the side
angle of the motorcycle by way of an elaborate system of
sensors, taking also this data into account whenever active.
Like BMW Motorrad Race ABS also available as a new feature,
DTC Dynamic Traction Control is combined in each case individually
with the engine management modes available. In the Rain
Mode for riding on a wet surface, traction control cuts
in at a very early point before reaching the friction limit
on the tires, thus offering the rider maximum riding safety
combined with significant riding pleasure even under difficult
In the Sport Mode, that is when riding on a dry road
and, in particular, on cross-country routes, traction control
cuts in a lot later, since here the tires have a much better
frictional coefficient on the surface. Under these conditions,
DTC Dynamic Traction Control therefore allows the rider
to accelerate safely but dynamically out of a bend, enjoying
maximum riding pleasure on public roads.
In the Race Mode DTC Dynamic Traction Control goes much
further to the extreme, allowing a very sporting style of
riding on the race track with street legal sports tires.
In the Slick Mode DTC Dynamic Traction Control is again
set up perfectly for the race track, but now considers the
much greater grip provided by slicks and enables the rider
to choose all-out racing performance.
Although DTC Dynamic Traction Control offers the rider
valuable support and therefore represents a very significant
safety factor when accelerating, it is obviously not able
– just like Race ABS – to re-define, let alone change, the
limits and laws of riding physics.
In other words, the rider may still exceed these limits
on account of misjudgment or a riding error, which in an
extreme case may lead to an accident. DTC Dynamic Traction
Control does however help the rider to capitalize on the
dynamic performance of the S 1000 RR much more safely and
much closer to the limits of riding physics. And last but
not least, the rider may also switch off DTC Dynamic Traction
Control via a separate button if he wishes.
Innovative Suspension Technology For Supersports Performance
Of The Highest Standard
Through its consistent concept,
the S 1000 RR, as a genuine supersports machine, offers
not only the most outstanding drive train technology for
optimum performance at all times, but also comes with truly
exceptional riding precision ensuring unparalleled riding
dynamics and almost playful agility.
So the suspension and running gear of the S 1000 RR likewise
offers the highest standard of excellence and sporting performance.
The “heart” of the suspension is the aluminum bridge frame
weighing just 11.98 kg or 26.42 lb, tilting the engine to
the front at an angle of 32° as a load-bearing element.
While this type of frame is already state-of-the-art
in large sectors of the supersports segment, the engineers
at BMW Motorrad, in developing the S 1000 RR, focused consistently
throughout the entire process on the need for maximum riding
And particularly through their close communication and
cooperation with the departments responsible for drivetrain
development and design, they ultimately created a suspension
and running gear setting new standards in many respects.
Lightest ABS-Equipped Superbike in the 1000cc Class
Weighing just 206.5 kg or 455.3 lb in road trim and with
a full tank, the new S 1000 RR is the lightest supersports
with an engine capacity of 999 cc and Race ABS. But this
alone is not sufficient to explain the outstanding handling
qualities of the S 1000 RR quite in every respect.
Rather, it is particularly the machine’s ideal centre
of gravity carefully set-up in elaborate tests as well as
the geometry of the running gear that makes handling of
this kind possible in the first place.
The steering head angle of 66.1°, for example, is very
steep, wheel castor of 95.9 millimeters or 3.776" is
appropriately short. In the process of determining the ideal
stiffness of the frame combined with minimum weight, BMW
Motorrad – like in nearly all calculations and developments
for the new S 1000 RR – focused consistently on computer
models, simulations, CAD technology, and countless riding
BMW S1000RR SuperSports Street
Electric and Electronics
Body and Design
Range of Equipment
Range of Colors
5. Engine Output and Torque Chart
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