1000 RR SuperSports Street Motorcycle - Part
Special Report - Edited by
BMW S1000RR SuperSports Street
Electric and Electronics
Body and Design
Range of Equipment
Range of Colors
5. Engine Output and Torque Chart
Part 3: Suspension and Running Gear
In conjunction with optimum ergonomics, the slender
structure of the motorcycle also helps to provide a
particularly good and safe riding experience as well
as very smooth and easy handling.
Aluminum bridge frame with the engine serving as
a load-bearing element.
The result of this development process is an
aluminum bridge frame made up of four castings.
This particularly configuration serves above all to
meet the great challenges in designing a motorcycle
with a very slim waist and a large airbox.
The spread of stiffness values follows a wide
range of calculations and simulations as well as
many riding tests taking all kinds of variants into
account. The steering head and the two side
sections with their integrated engine mounts are
manufactured in a tip casting process.
rear section with the rear engine mount, the swing
arm supports as well as the mounting points for the
footrests and kinematic elements are made in a
low-pressure die-casting process.
high-precision welding robot then assembles the
individual components in the Aluminum Competence
Centre at BMW Motorrad’s Berlin Plant to form an
extra-stiff and sturdy unit all round.
The rear frame section on the S 1000 RR is a
welded structure made up of square aluminum
profiles bolted on to the frame. Again, this
combines low weight with superior stability and
robust strength appreciated particularly by
competition riders and teams on the race track.
A further advantage of this configuration is that
it allows optimum access to the spring strut, for
example when changing the set-up for specific
Longer Swingarm for Optimum
Consistently seeking to give the S 1000 RR optimum
performance in every respect, the development team
at BMW Motorrad, in developing the suspension and
running gear, concentrated in particular on the
mechanical grip of the wheels and, accordingly, on
the overall need for supreme traction.
These requirements are fulfilled above all by the
long rear-wheel swing arm helping to reduce lift-up
and wheel relief forces on the rear wheel thanks to
the drive and thrust forces conveyed by the upper
and lower chain element. In practice this
means optimum transmission of drive power, superior
performance and a smooth and reliable response at
the rear particularly while accelerating, with
substantial advantages for the rider.
With its effective overall length between the
swing arm rotation point and the rear wheel axle of
593 millimeters or 23.35", the S 1000 RR comes with
one of the longest swing arms in the supersports
The swing arm mount in the frame also
helps to promote supersports performance,
particularly on the race track, with the inserts for
the swing arm mounts in the frame serving to vary
the height of the swingarm rotation point and,
accordingly, the anti-squat effect when
accelerating, thus meeting the rider’s personal
requirements and the particular requirements of a
specific race track or stretch of road.
For reasons of weight and to ensure maximum
torsional stiffness, the configuration chosen is a
double swing arm made of deep-drawn aluminum plates
with particularly thin walls as well as a cast dish
at the bottom. This cast dish houses all
components subject to high mechanical loads such as
the kinematic pivot and junction points, the swing
arm mount, and the rear wheel support.
A further advantage of the cast dish at the
bottom is the reduction of tolerances in production
to an absolute minimum on all of these kinematically
relevant points. Together with the cast dish,
three separate components made of deep-drawn
aluminum plates with wall thickness of just 2.5
millimeters or 0.098" form a torsionally stiff and
very light swing arm body weighing just 6.22 kg or
On the left-hand side the drive chain runs
through the swing arm in a shaft. The wide
range of adjustment on the rear axle support of 45
millimeters or 1.77" provides the option to change
the position of the rear axle, moving forward by up
to 17.5 millimeters or 0.69" and backward by up to
27.5 millimeters or 1.08", depending on whether the
rider is looking for a reduced wheelie effect
(adjustment to the rear) or more traction
(adjustment to the front).
Wheelbase thus varies from 1,414.5 millimeters or
55.69" to 1.459.5 millimeters or 57.46", with the
standard wheelbase under DIN unladen weight
measuring 1.432 millimeters or 56.38".
Fully Adjustable Suspension Elements With Very
Seeking to give the new S 1000 RR optimum suspension
qualities with perfect running gear, the engineers
and specialists at BMW Motorrad decided to give the
new machine a central spring strut with an
adjustable spring base as well as adjustable damper
inbound and rebound control.
A further advantage is that this configuration
allows the adjustment of low-speed damping (for
example on long, stretched-out undulating surfaces)
and high-speed damping (e.g., on short bumps) on the
pressure stage (inbound), thus offering perfect
set-up qualities with maximum precision.
The spring strut is activated by compact and
light kinematic levers and makes allowance for the
wide range of use also on the race track by offering
a wide range of adjustment as well as very
substantial damping reserves. Overall spring
travel on the rear wheel axle is 130 millimeters or
5.12", with 90 millimeters or 3.54" positive and 40
millimeters or 1.57" negative spring travel.
Using eccentric inserts on the upper spring strut
support, the rider is able to raise the entire rear
end of the S 1000 RR by 10 millimeters or 0.39" on
the spring strut support, thus taking his individual
requirements and the specific character of the
respective route into account.
The S 1000 RR meets equally high demands in terms
of riding dynamics also on the front suspension.
The configuration used up front is an upside-down
fork with its fi xed tube measuring an ample 46
millimeters or 1.81" in diameter.
This size alone is quite unique in the
supersports segment, offering far greater braking
stability and better feedback than the usual fixed
tubes measuring 43 millimeters or 1.69" in diameter.
The fixed tube is mounted on the steering head by a
light aluminum steering shaft tube running in two
extra-large ball bearings as well as two fork
bridges made of forged aluminum in the interest of
To adjust the height of the motorcycle at the
front to the personal needs and preferences of the
rider as well as the route he is taking, the
immersion tube at the front provides an appropriate
overlap, overall adjustment travel of 15 millimeters
or 0.59" allowing the front end to be lowered by up
to 5 millimeters or 0.197" and raised by up to 10
millimeters or 0.394".
The upside-down fork comes with cartridge inserts
inside, that is a separate hydraulic piston cylinder
system, and allows adjustment of both the spring
base as well as damper rebound and inbound action.
Here again, the sensitive behavior and response of
the suspension, the wide range of adjustment and
very significant damping reserves even on the race
track offer superior flexibility and individual
Overall spring travel is 120 millimeters or
4.72", with 75 millimeters or 2.95" positive and 45
millimeters or 1.77" negative spring travel.
To allow simple and reliable control at all times,
the individual settings on both the spring strut and
the upside-down fork are clearly specified by
numbers ranging from 1 to 10. So there is no
need to count up to 30 clicks in the usual tedious
process required on some other models in this
A further advantage is that both the inbound and
rebound stages are color marked, again – like many
other features – confirming the very practical
approach taken by the development engineers at BMW
Very Light and Extra-Stiff Aluminum Wheels.
Designed and configured from the outset as a
supersports machine offering supreme performance,
the new S 1000 RR obviously also comes with
appropriate wheels. These are filigree
ten-spoke pressure-cast aluminum wheels in truly
dynamic design offering optimum qualities in every
Once again, one of the primary objectives in
developing the wheels was to reduce weight to an
absolute minimum while retaining a supreme standard
of all-round strength and stability. Precisely
this is why the brake discs do not come with a
separate mount and the additional bolts which would
be required for this purpose – instead, the brake
disc rings are fitted directly around the wheel
This alone and the particular construction of the
wheels makes the wheels on the S 1000 RR the
lightest in their segment. On the front wheel
the brake discs are connected directly to an
extra-strong wheel star, without any additional
mounting or attachment elements.
The five radial arms of the star extending out of
the hub form individual forks supporting the rim
consistently by means of ten cast spokes. This
fork configuration gives the front wheel excellent
radial stability in shape also under high wheel
loads and at the same time caters for the
significant circumferential forces acting on the
wheel above all when applying the brakes.
This design of the wheel tailored to load
conditions and requirements helps to keep the spokes
very filigree and light, not only reducing the
weight of the wheel, but also providing a very light
and transparent look. Drive and thrust forces
are transmitted on the rear chain by means of an
integrated thrust damper.
Tire dimensions of 120/70 ZR 17 at the front and,
respectively, 190/55 ZR 17 at the rear represent the
latest state of the art in the supersports segment.
Radial Brakes for Excellent Stopping Power
The brake system on the new S 1000 RR lives up to
the high standard of
performance on the drivetrain and suspension in
every respect. Here again,
therefore, the development specialists at BMW
Motorrad have given utmost
attention to meeting all the demands and wishes of
the most discerning
To fulfill these requirements, the front wheel
comes with a double disc brake incorporating two
steel brake discs in floating arrangement and
measuring 320 millimeters or 12.60" in diameter and
5 millimeters or 0.197" across.
The hydraulic system incorporates a radial master
cylinder with its master piston measuring 19.05
millimeters or 0.75" in diameter as well as two
radially-mounted four-piston fixed-caliper brakes
from Brembo with brake pistons 34 millimeters or
1.34" in diameter and split friction pads made of
Brake lines in steel tissue cladding and
therefore very strong and stable serve to convey the
brake forces exerted by the rider with his hand in
an optimum, smooth and absolutely reliable process.
The entire brake system on the S 1000 RR stands out,
as a result, through its crystal-clear pressure
point, optimum brake efficiency and clear dosage of
brake power with maximum resistance to fading and
high temperatures not only on the road, but also and
in particular on the track.
The rear wheel comes with a hydraulically
operated single-disc brake supporting the brake at
the front. Diameter of the steel brake disc
fitted firmly in position is 220 millimeters or
8.66", disc thickness is 5 millimeters or 0.197".
The rear wheel brake is operated by the footbrake
lever acting on the 12.7-millimetre (0.50") master
piston in the main brake cylinder and from there,
via the pressure-stable, steel-clad brake line, on
an extra-light single-piston floating caliper
likewise featuring sintered metal pads.
Race ABS With Four Pressure Sensors
BMW Motorrad Race ABS specifically developed for
supersports requirements and available as an option
straight from the factory ensures maximum active
safety when braking, again making allowance for the
outstanding performance and unique character of the
S 1000 RR.
To comply with various riding conditions such as
a wet surface (“Rain”), regular road conditions
(“Sport”), a race track with supersports tires
(“Race”) or a race track with slicks (“Slick”), the
rider is able to adjust the characteristic features
and performance of the engine simply by pressing a
button, thus giving Race ABS the right configuration
and input at all times.
These characteristics interact with the
respective riding modes and are carefully
coordinated with one another for maximum safety at
This new BMW Motorrad Race ABS is a brand-new
development from the ground up, once again
significantly lighter than all former partly
integrated systems. With the control unit
weighing just 1.65 kg or 3.64 lb and with overall
weight of just 2.5 kg or 5.51 lb, BMW Motorrad Race
ABS offers excellent qualities specifically for a
And apart from its low weight, the system stands
out in particular through its further improved
control and operating functions. Over and
above the excellent overall set-up, this superior
control, performance and brake management is ensured
by the use of four pressure sensors which, in
conjunction with the very elaborate rear-wheel
lift-off detector, allows even better distinction
than before between a bump on the road and the rear
Pulling the handbrake lever, the rider activates
the double-disc brake at the front, while brake
pressure on the rear-wheel brake remains at a low
level. Pressing the footbrake lever, the rider
then activates the rear-wheel brake as well. In the
Race and Slick Modes, the rear-wheel lift-off
detector does not intervene in the rider’s braking
action, allowing him to apply the brakes even harder
whenever required, for example on slightly
undulating surfaces and where the motorcycle has
In the Slick Mode the rider still has ABS on both
wheels when pulling the handbrake lever alone.
Then, pressing down the foot brake, the particularly
experienced rider is able to go into a brake drift
without having to forego the benefits of front-wheel
ABS. In other words, ABS no longer cuts in on
the rear wheel when pressing down the footbrake
As soon as the rider pulls the handbrake lever,
the pressure sensor integrated in the front-wheel
control circuit switches on the brake light and the
pump, the latter immediately delivering brake fluid
through the open valve to the rear wheel circuit.
The pressure set in the rear wheel circuit is
measured by a second pressure sensor and is
controlled according to the distribution of brake
power required and the brake force generated by the
rider. The third pressure sensor in the rear
control circuit, finally, measures the brake
pressure activated by the rider‘s foot.
Use of a fourth pressure sensor in the front
wheel circuit allows further improvement and even
finer control of front-wheel brake pressure compared
with former BMW Integral ABS II, since the system is
able to compare the actual level of pressure in the
control and wheel circuits.
As a result, there is now no need for the usual
throttle blades, which serves to provide an optimum
pressure point and allows perfect dosage of brake
power. All pressure sensors are integrated in
the pressure modulator and the overall configuration
of the system with its integrated pressure sensors
now also avoids the need for a brake light switch.
Yet a further option is to deactivate Race ABS
completely for special purposes and requirements.
While Race ABS gives the rider valuable support and
therefore represents a very significant safety
factor when applying the brakes, it is not able to
re-define or change the laws and limits to riding
Hence, even with this most sophisticated system,
the rider may still misjudge a situation or make a
mistake on his machine leading, should the worst
come to the worst, to an accident. Race ABS
nevertheless helps the driver use the supreme
stopping power and brake qualities of the S 1000 RR
much better and more safely.
But even Race ABS cannot provide maximum stopping
power at the physical friction limit when leaning
over to the side, and does not relieve the rider of
his responsibility to ride safely and carefully.
Weight-Optimized Hybrid On-Board Network
Contrary to most models from BMW Motorrad, the S
1000 RR does not come with central vehicle
electronics (CVE) in the conventional sense, but
rather features a hybrid on-board network where,
thanks to the smaller range of equipment – for
example no heated handles or no 12V power socket –
there is no need for a central control unit.
Instead, the functions of CVE are integrated in
the instrument cluster and there is a relay box at
the rear of the motorcycle. The S 1000 RR
nevertheless uses a CAN (Controller Area Network)
bus system to control and mastermind various
functions of the motorcycle, networking the
instrument cluster, the ABS and engine control units
and, where fitted as an optional extra, the
anti-theft warning system.
Functions such as the direction indicator and
headlight control are also integrated in the
instrument cluster. Reflecting the supersports
character of the S 1000 RR, this intelligent concept
again saves both weight and space.
A further important point is that the overall
system of electrics and electronics may be diagnosed
evenly and comprehensively also of the S 1000 RR,
since the BMS-KP digital motor electronics control
unit is not only responsible for engine management,
but also transfers all data to the diagnostic
control unit, allowing quick and target-oriented
location of any defects or deficiencies.
Compact and light alternator on the left end of
the crankshaft. Power is supplied by an
alternator at the left end of the crankshaft
equipped with a permanent magnet and measuring only
33 millimeters or 1.30" across.
Maximum output is 434 Watt at 6,000 rpm, maximum
speed 16,000 rpm. In order to minimize any loss of
power and save weight, the control unit is
positioned behind the engine block. The S 1000
RR is available with a fall sensor as special
equipment simply plugged in when required.
Contrary to similar sensors used by the
competition, however, this fall sensor is an
electronic acceleration sensor able to detect the
side angle of the machine, and does not work
mechanically. In practice, this rules out the
problems and mis-function of mechanical sensors
encountered so often.
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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