BMW S1000 RR Development

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BMW S1000RR Development

This true milestone in the world of sports machines combines engine output of

142 kW (193 hp) with overall weight of just 204 kg (450 lb) including fuel (183

kg/403.5 lb dry weight, 206.5 kg/455.3 lb overall with Race ABS).

Specifications of this calibre make this supersports machine not only an absolute

highlight in terms of its power-to-weight ratio and performance, but also,

equipped with Race ABS and DTC Dynamic Traction Control, a new benchmark

in terms of riding dynamics, safety and innovation.

Team BMW Motorrad Motorsport has been playing an active role in the World

Superbike Championship since the beginning of the 2009 racing season,

the new S 1000 RR setting the foundation for the production-based racing

machines ridden by BMW Motorrad's two works riders Troy Corser and

Ruben Xaus.

Precisely this is why the new S 1000 RR also applies this concept with its

proven fortes and advantages. But even while the S 1000 RR, in its concept

teaming up a straight-four power unit and an aluminium bridge frame, may

appear at fi rst sight to have similarities with some competitors, the Development

Team at BMW Motorrad has succeeded in enhancing the existing status of this

concept in virtually every respect.

As a result, the S 1000 RR offers not only a wide range of USPs in terms of

technology, performance, and design, but also, through its particularly compact

overall layout, clearly demonstrates the high school of European engineering in

the supersports four-cylinder segment.

 The two intake and exhaust valves per cylinder made of extra-light titanium are
operated by very small and equally light single cam followers. In conjunction with
the short sprocket driving the camshaft via an intermediate gear, this ensures
supreme revving qualities at the highest speeds as well as exact maintenance of
valve timing combined with very compact dimensions.
The use of extremely small and light cam followers furthermore gives the
engineer greater freedom in choosing the ideal valve lift curves and, accordingly,
in selecting optimum performance characteristics on both road and track.
All engine components are particularly compact and light, limiting weight of the
overall engine without ancillaries to 59.8 kg (131.8 lb) and keeping the entire
power unit very slim and slender.

Optional extras and accessories for a wide range of customisation.
The usual wide range of highlights from BMW Motorrad is naturally available as
before for customising the new BMW S 1000 RR supersports.
Going beyond even the high-performance technology featured as standard on
the BMW S 1000 RR, this new range of extras and special equipment enables
the particularly dedicated, genuinely sporting rider to enhance the performance
of his machine to an even higher level.

BMW R 100R

BMW R 100R

So what did BMW do? It found some rounded-off valve covers trendy some 40 years ago — good start — but then furnished their new old timer with Japanese Showa suspension (a first) and eight Brembo pistons biting on a pair of floating discs (a radical departure). There are also 40mm Bing carbs, an emissions afterburning circuit, Paralever and a socket into which sophisticated electronic diagnostic equipment can be plugged. Out popped the R100R; the most advanced boxer-powered BMW in its 69 year history. Result: future retro? Something strange at any rate.

Unofficially, all the horizonatally opposed flat-twins (the Rs, aka boxers) are retro bikes anyway. Someone needed to say it out loud, that's all, which, with a liquid-cooled four-valve flat-twin due to launch next year, BMW can now do — cashing in on the stampede for modern classics in the process. There is, however, more to the R100R than a junked fairing and wire wheels. At 20 paces it's a random bitsa, at ten it's a R100GS trailie wearing street running gear and chrome. Not quite Supermotard but not full-blown retro either.

That monolith beneath the tank is 980cc of Paris-Dakar inspired GS motor and five-speed gearbox. It gets GS big-bore carbs (other street Rs have 32mm Bings) and a smidgen more torque than the R100RS/RT — 60 snoozey bhp at 6500rpm, 56 fat lb.ft at just 3750rpm. The double-loop steel frame is GS, too: same laid-back wheelbase (longer than street Rs), same trailie rake and trail but with 18 and 17 inch wheels, road suspension and narrow bars (because the suffix R is for "road").

The forks, so often too long and soft on BMWs, are not only Japanese but have recalculated spring and damping rates over much reduced travel  135mm compared to the R100RS' 175mm. The rear unit has a longer than normal stroke but is adjustable for rebound damping as well as preload. GS/K1 Paralever, the double-jointed swing-arm/drive shaft which effectively reduces torque-induced pitching, finds its way onto a pure-roads R for the first time. It has the lowest of all BMW seat heights and only the plain R80 weighs less fuelled up — and that hasn't a capacious 24 litre tank swiped from a GS and given a golden oldie amethyst paint job.