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BMW has unveiled its S 1000 RR superbike, boasting the best power to weight ratio in class.
With abrasive Australian, and double SBK world champ, Troy Corser campaigning for BMW together with lanky Spaniard, Ruben Xaus, in the SBK championship, the Bavarian manufacturer was necessitated to build 1 000 S 1000 RR road bikes for homologation purposes this year. You should be glad they did too.
Beyond the sensuous styling (with a narrow, 600cc class styled aluminium fuel tank and asymmetrical lights), BMW’s F1 engine technology blends with advanced ABS and DTC systems to herald what promises to be a stunningly resolved litre superbike.
Those asymmetric headlights will not appeal to all, but differentiate this BMW superbike from the Nipponese. S 1000 RR credentials are fully hooligan.
Lots of power, little weight
Powered by a 999cc, in-line four cylinder engine producing 142kW at 13 000r/min and 112Nm of maximum rotational force at 9 750r/min, BMW is aiming for nothing less than litre superbike crown honours.
Even with the optional race-spec ABS and DTC systems onboard, a fuelled up S 1000 RR only weighs 206kg…
The S 1000 RR’s engine breathes through dual intake and exhaust valves, machined from titanium, and actuated by lightweight cam followers - the latter allowing for optimal adjustment.
Considering the short sprocket driving the camshaft, and featuring the largest cylinder bore in class (80mm), throttle response should be stunning.
Exhaust manifold and plumbing is pure German, pedantic, engineering genius.
Affording the S 1000 RR optimal acoustic resonance is a stainless steel 4-in-2-in-1 exhaust system equipped with interference butterfly valves.
Four equal length exhaust manifolds manage the first part of gas exit routing, merging into dual pipes beneath the engine block before extending into a large volume pre-silencer.
Clever dynamic rider assistence systems
Considering the BMW superbike’s class leading power-to-weight ratio claim, one would expect the frame and suspension to be severely taxed.
Under the handlebars, an upside-down fork controlled by a 46mm diameter fixed tube keeps the front wheel in place, while an aluminium rear swing arm holds the aft wheel in position. Spring and damping action is provided by a central spring strut pivoting on a guide lever.
S 1000 RR's dynamic talent should ensure all your itchy knee fantasies come true...
BMW’s ABS and DTC systems are digitally cognisant of each other, and can perpetually reconfigure, depending on riding conditions.
Various settings, such as wet roads ("Rain"), regular road conditions ("Sport"), performance road tyre track days ("Race"), or even track days with slicks ("Slick") are factored into the ABS/DTC mode calibration.
A further boon of these dynamic rider assistance systems is their weight (or relative lack of it), with the ABS/DTC systems adding only 2.5kg to the bike’s mass. S 1000 RR owners are also at liberty to select various engine mapping set-ups at the touch of a button.
Further enhancing the performance riding experience is BMW's HP gearshift assistant, which allows clutchless full-power up shifts when you simply have to put on your best Corser or Xaus impression.
The first S 1000 RRs are expected at European and North American dealers by early next year.
With abrasive Australian, and double SBK world champ, Troy Corser campaigning for BMW together with lanky Spaniard, Ruben Xaus, in the SBK championship, the Bavarian manufacturer was necessitated to build 1 000 S 1000 RR road bikes for homologation purposes this year. You should be glad they did too.
Beyond the sensuous styling (with a narrow, 600cc class styled aluminium fuel tank and asymmetrical lights), BMW’s F1 engine technology blends with advanced ABS and DTC systems to herald what promises to be a stunningly resolved litre superbike.
Those asymmetric headlights will not appeal to all, but differentiate this BMW superbike from the Nipponese. S 1000 RR credentials are fully hooligan.
Lots of power, little weight
Powered by a 999cc, in-line four cylinder engine producing 142kW at 13 000r/min and 112Nm of maximum rotational force at 9 750r/min, BMW is aiming for nothing less than litre superbike crown honours.
Even with the optional race-spec ABS and DTC systems onboard, a fuelled up S 1000 RR only weighs 206kg…
The S 1000 RR’s engine breathes through dual intake and exhaust valves, machined from titanium, and actuated by lightweight cam followers - the latter allowing for optimal adjustment.
Considering the short sprocket driving the camshaft, and featuring the largest cylinder bore in class (80mm), throttle response should be stunning.
Exhaust manifold and plumbing is pure German, pedantic, engineering genius.
Affording the S 1000 RR optimal acoustic resonance is a stainless steel 4-in-2-in-1 exhaust system equipped with interference butterfly valves.
Four equal length exhaust manifolds manage the first part of gas exit routing, merging into dual pipes beneath the engine block before extending into a large volume pre-silencer.
Clever dynamic rider assistence systems
Considering the BMW superbike’s class leading power-to-weight ratio claim, one would expect the frame and suspension to be severely taxed.
Under the handlebars, an upside-down fork controlled by a 46mm diameter fixed tube keeps the front wheel in place, while an aluminium rear swing arm holds the aft wheel in position. Spring and damping action is provided by a central spring strut pivoting on a guide lever.
S 1000 RR's dynamic talent should ensure all your itchy knee fantasies come true...
BMW’s ABS and DTC systems are digitally cognisant of each other, and can perpetually reconfigure, depending on riding conditions.
Various settings, such as wet roads ("Rain"), regular road conditions ("Sport"), performance road tyre track days ("Race"), or even track days with slicks ("Slick") are factored into the ABS/DTC mode calibration.
A further boon of these dynamic rider assistance systems is their weight (or relative lack of it), with the ABS/DTC systems adding only 2.5kg to the bike’s mass. S 1000 RR owners are also at liberty to select various engine mapping set-ups at the touch of a button.
Further enhancing the performance riding experience is BMW's HP gearshift assistant, which allows clutchless full-power up shifts when you simply have to put on your best Corser or Xaus impression.
The first S 1000 RRs are expected at European and North American dealers by early next year.
