We’ve all heard stories about how in a few short years we’ll be whipping up replacement components for our cars, motorcycles or home appliances via a 3D printer, BMW Motorrad are showing just how true this is by using this technology at the circuit, both for prototyping and for simple components.
BMW Motorrad Motorsport relies on this technology with the BMW Motorrad WorldSBK Team, as it enables fast and efficient production of new prototype components right at the circuit. These can then be tested on the BMW S 1000 RR before they go into final production in Munich or at supplier locations. It also means that smaller parts that are often not subject to intense stresses can be made on-site and then used in races.
The BMW Motorrad WorldSBK Team can have components printed on the day
Normally, the process is that engineers develop new components, which are simulated on computers, manufactured in metal or carbon, installed on the motorbike and then tested on the racetrack. However, the 3D printing capability makes it possible to develop and test new components during race operations. BMW Motorrad Motorsport has a portable 3D printer that travels to each circuit in the truck and is then assembled in the BMW Motorrad WorldSBK Team pit area on race weekends in the FIM Superbike World Championship (WorldSBK).
Marc Bongers – BMW Motorrad Motorsport Director
“This technology allows us to make improvements to the RR quickly and efficiently. The development of a WorldSBK bike is an ongoing process and it is often the minor details that make a motorbike better. Behind the scenes, our engineers are always working on adjusting and optimising individual bike components, all within the framework of changes permitted by the regulations. We can use 3D printing to implement these at the racetrack, even during race events. We then take the acquired data and the subsequent analyses – combined with comments from the drivers or input from the mechanics working on the bike itself – and generate input for the development team. This input contributes to the emergence of ideas that can be implemented directly in existing constructions or in simulations and iterative processes that lead to new constructions, all of which are executed in CAD. The new components are printed as plastic variants and their functions and ease of installation are checked on the bike. This process is now much faster than when we had to wait until the parts were produced either internally or externally and made available for evaluation at the racetrack. It is also easier to evaluate potential touching with surrounding parts or restricted access than it would be on screen.”
Prototypes can be tested as a result, before a full production version is created
Another advantage is if an adjustment is required, it can often be made to the existing plastic part and then implemented in CAD. This process can be swiftly repeated as often as required, until the part corresponds 100 percent to the requirements. First, a ‘dummy print’ is created for the component which then can be directly evaluated and adjusted.
Marc Bongers
“Normally, you have finished components that you have developed with calculation, construction and simulation, and which you then evaluate during testing or on race weekends. The risk is always that, as the complete package becomes ever more complex, errors in construction, difficulties with installation or access to the part can be overlooked. 3D printing allows us to create parts quickly and cost-effectively, and to optimise this during the ongoing process. As soon as we have the part just as we need it, we send the final data to the workshop, which then manufactures it for competitive racing from a suitable material, normally metal or carbon.”
This offers the advantage of much faster research and development
An example from the WorldSBK double-header at Jerez (ESP) and Portimão (POR) shows how fast and efficient this procedure is. In Jerez, the linkage system of the rear shock absorber was optimised, based on the riding data. A prototype of the 3D-printed part was installed and tested. The final data was then sent to the supplier, who then used the data to manufacture a new linkage system between the race days.
A few days later, in time for the start of the next race weekend at Portimão, it was available for installation on the BMW S 1000 RR. If smaller components or spare parts, which are not subject to such extreme stresses, need to be manufactured, the complete process can take place on-site with the 3D printer. Examples for such parts include adjustment levers, sensor holders and quick-release couplings.
BMW Group’s in-house Additive Manufacturing Campus (AMC) offer even more advanced 3D printing facilities
However, if the printer on site at the track doesn’t have sufficient capabilities, the options provided by the BMW Group’s in-house Additive Manufacturing Campus (AMC) are practically infinite. The BMW Motorrad WorldSBK Team is working closely with the Additive Manufacturing Campus.
This channel provides the team with unique access to not only the advisory 3D printing experts, but also to a comprehensive range of printing methods and various materials for different applications. Manufacturing of the components can be triggered directly from the track, via BMW’s own systems.
Examples of parts that are printed in plastics or metals directly for use on the World Superbike include brake ventilation in plastics reinforced with carbon fibre, complex moulded parts, titanium crash pads, aluminium distributor boxes and aerodynamic trim parts.
Considering this is a standard production bike, it’s stunning. It looks like it’s just rolled out of a museum. Adam head to Germany to discover it performs as well as it looks.
$26,890 +ORC is the price of base admission1802 cc / 110 cubic inch Boxer Twin
The R 18’s engine starts with a charismatic rock, and if you have never ridden an opposed twin before, it may take you by surprise. Each blip of the throttle pushes the bike to the left. I celebrate this quirkiness. At tick-over, around 900rpm, displayed on a digital clock, the ’bar-ends dance around while the instruments vibrate slightly. This only adds to its appeal. It has character, something not all BMWs are gifted with.
BMW R 18 Instrumentation
It’s a striking bike in the flesh; a work of art clearly inspired by BMW’s early boxer machines from the ’20s and ’30s, like the R 32 and R 5. Elements of it are almost Art Deco, like the R 7 prototype from 1934. It doesn’t scream at you like a modern sportsbike, it’s not covered in lavish chrome like a Harley, and it doesn’t need neon lights and music like a Honda Goldwing. The R 18 is unique and clearly a BMW. Remove the badge, and you’d still know it was a BMW. Uneducated admirers could even mistakenly think it was a true classic.
BMW leaned heavily on their history when designing the R 18
Like the original R 5, the R 18’s now-modern frame blends into the swing-arm to give the sense it’s a traditional hardtail.
Exposed nickel-plated shaft-drive
The fishtail exhausts mirror the R 5’s from 1936, and the exposed nickel-plated shaft-drive is lovely.
Fishtail exhausts mirror the R5’s from 1936
Even the little manual chrome lever which activates a reverse gear is neatly tucked away (it’s an optional extra). The centrally-mounted clocks have ‘Berlin Built’ inscribed on the dials, and the double pinstriping appears to be entirely hand-painted. Everywhere you look, the R 18 looks like a one-off special, and not a mass-produced bike just wheeled off the production line.
It is a wonderful paradox. It looks classical, yet has up-to-date clocks, LED lights, modern suspension, and rider aids, like ABS and traction control. Obviously the gigantic air-cooled 1802cc boxer is the lynch-pin which holds the design together and gives the R 18 its distinctive image and unmistakeable genetics. I actually can’t remember the last time an engine took centre stage on a motorcycle.
BMW R 18 makes 158 Nm of torque at 3000 rpm
You just cannot hide that colossal boxer engine. Each cylinder has a 107.1mm bore, with pistons as large as my hand. The engine, including the gearbox and intake system, weighs 110.8 kg. That’s like a big, beefy bloke hung in the frame. And it’s an 1802cc air-cooled engine, so peak power and torque are way down in the rev range.
Peak horsepower is 91 hp at just 4750 rpm, and the huge 116.5 ft-lb (157.9 Nm) of torque is at 3000 rpm. So it’s barely ticking over. The last time an engine created this much torque it was powering tank-tracks. This is the most powerful boxer engine ever used in a motorcycle, and even between 2000-3000 rpm it is producing more than 110 ft-lb (149 Nm) of torque.
The Big Boxer engine is the star of the show
But as impressive as the torque and power are, they are still considerably less than Triumph’s Rocket III, and it’s down on horses compared to Ducati’s Diavel.
When you throw a leg over the relatively low seat and sit down, you’re immediately captivated by the engine, like a cheery drunk to his favourite happy hour. Each protruding cylinder head is almost visually overwhelming, and it’s rather strange to see so much engine while seated on the bike.
The visual presence of the engine is also seen and felt from the cockpit
It’s also a tad lop-sided. The right cylinder is set closer to the rider because it sits further back on the crank, which runs down the centreline of the bike. When your feet are on the mid-way pegs, your shins are close to the huge cylinders, and you can feel their heat in traffic.
BMW R 18
This was a blessing in Germany. The pots dried out my wet boots and jeans after a downpour. At one stop, I discovered the cylinders are also large enough to rest a coffee on. They even dry your gloves remarkably well.
It will be interesting to see how much heat is generated in the middle of summer when you’re stuck in traffic. Your right foot, covering the back brake, is almost directly underneath the cylinder. It’s not annoying, just quirky, which only adds to the appeal of the R 18.
It’s a shame the fish-tail twin-exhausts don’t sound as good as they look. There is a little bark when you start up the big motor, but after that, it’s all a little muted. I know BMW must conform to Euro 5, and on large throttle openings there is a rumble. But from such a large, charismatic engine I was hoping for a little more.
I don’t want it to be annoying, like an American V-twin with straight pipes which starts car alarms, but just something would be nice. Maybe the odd pop on overrun. It’s like watching football on the TV during Covid. There’s just no noise or atmosphere.
Some aftermarket pipes should be on your shopping list to add some aural pleasure to the ride
The power is effortless, the fuelling is excellent, and you can really feel the disparity in the power modes, Rain, Roll, and Rock – no, I’m not joking. That’s what the modes have been named.
As you’d expect, all the work is low in the rev range; just tickle the throttle for progressive acceleration. You don’t really need to pass 3000 rpm.
The Big Boxer delivers effortless grunt
Peak power is at 4750 rpm, but then it tails off to find a soft rev limiter just after 5500 rpm. It does get a little vibey in the last quarter of the rev range, noticeably above 4000 rpm, but if you’re revving it that hard, you’re not really riding the big boxer how it was designed to be ridden.
The best way is to simply short shift and ride the torque. The gearbox is smooth, but for me it feels like it needed a heel-and-toe gearshift and footboards (which are optional), rather than the standard pegs and gear lever.
Seat height is a low 690 mm
The revs noticeably drop when you change from fifth to sixth gear. It will gladly pull from just over 1200 rpm in top but usually, at town speed, I was back to fifth. Sixth gear is noticeably tall, which is perfect for cruising.
On the motorway at 100 km/h, the big girl is plodding along at 2200 rpm. At 120 km/h, revs increase a little to 2500 rpm, and it’s really effortless and smooth. Once you push on a little to 140 km/h and above, it’s revving closer to 3000 rpm and the vibrations are more noticeable. And it’s a shame the R 18 doesn’t have cruise-control as standard, which is what I’d expect from this type of bike.
Cruise control would be nice
Each cylinder is a vast lump of metal, with the aerodynamic coefficient of a London bus. And let’s not forget about the weight, so it should be horrendous on fuel. But since it revs so slowly, like a tug boat, it’s actually not that bad with BMW claiming just over 21 km/litre. On our 280km-long ride, a mixture of motorways and mountain passes south of Munich, I managed 23 km/litre. In theory, you can expect over 320 km before needing to fill up, though in fact it’s closer to 210-220 km before the fuel light starts to shine.
16 litre fuel cell provides a decent touring range
Personally, especially on a cruiser, I favour a fuel gauge or range indicator so I know how much fuel is remaining on each journey. I much prefer to start planning for a re-fuel, rather than panicking when the light comes on. Plus, I dislike getting fully kitted up and ready, and starting the ride, only to see the fuel light after a few kilometres. And while I’m having a gripe, the ignition is keyless, but the fuel cap and steering lock are not, so you still have to carry a key, which totally defeats the object of having a keyless ignition.
That engine certainly has some presence, but it needs some pipes to back it up vocally
There is no getting away from the fact this is a 345 kg bike. A fully-dressed Goldwing is 381 kg; add the rider and we’re easily over 400 kg on the R 18. That is what cows weigh. Some bikes hide their weight once they’re moving, and the BMW does this, feeling far lighter than it is. But those huge protruding cylinders and the rocking motion between gear changes are a constant reminder of the bike’s size.
You’re always aware you’re on a large bike. The weight is low, but unlike an American V-twin, you can actually see the engine and think about that weight before attempting a roundabout at speed. On every ride, you always have the bike’s weight in the back of your mind.
The engine always commands your attention
The relatively basic set-up is impressive. The forks don’t dive or buckle, the shock and ride are impressive – it feels like the font is communicating with the rear and vice-versa. Some big cruisers feel like the front was designed by one team and the rear by another, or they thought about the looks and chrome, but left the handling for Friday afternoon drinks in the pub. The BMW designers never went to the pub until it was finished. This is a bike clearly designed from the ground up.
Adam was pretty impressed with the handling
Rather than steer into corners, it rolls in. You roll the bike over its large front wheel and onto its side. It’s easy to deck the pegs, which are hinged and not fixed. But even when the pegs throw a rooster-tail of sparks it doesn’t feel like the BMW is on the limit and wanting to head straight on.
BMW R 18 handling is impressive for this style of machine
Over longer periods in the saddle, the set-up did feel a bit on the firm side, which I guess is the pay-off for having suspension that doesn’t wallow and force the bike wide when ridden with the faintest bit of aggression.
The riding position is comfortable, the ’bars not too wide, and the vibrations are apparent but not annoying in any way, though I did have numb-bum after a full day in the saddle. Again, I might be reaching for a plusher aftermarket seat in the accessories catalogue before embarking on any serious long-distance touring.
A plethora of optional saddles are available
Trying to stop a cow from 160km/h is asking a lot of the twin 300 mm discs and four-piston calipers. The front brake-lever activates the front brake only, but the rear is linked to the front, which gives the sensation of a strong rear brake. Even under heavy use, they didn’t show any sign of fade. The lever is adjustable and there’s a nice feel to it. The ABS comes as standard, isn’t too intrusive on the front, but it’s relatively easy to get the rear ABS activating, especially in the wet.
Unusually for BMW, the ABS is not lean-sensitive, and while you could argue cornering ABS isn’t required on a low revving cruiser, on such a large and heavy bike, it would certainly be welcome. By me, at least. There is nothing wrong with the conventional ABS, but other large, premium BMWs do come with cornering ABS as standard. I guess it all depends on what you are used to.
BMW R 18
Because there is so much compression from the huge engine, BMW has fitted an engine-braking management system (MSR), which prevents the rear from locking up during fast down-changes. At times you can feel this working, reducing the engine braking, giving it a two-stroke feel as the bike carries speed into corners. Once or twice this caught me out slightly, as the bike rolled into a turn a little quicker than expected without the engine braking. This is certainly favourable to locking up the rear.
A bit over $31,000 AUD Ride Away is a fair swag of money for a single-seat cruiser which doesn’t have cruise control. But given the accessories list is so appetising, few models will leave a BMW showroom in standard trim.
On the other hand, the price is certainly justified in the quality, appeal, and desirability of the new R 18. Not only are you buying into the high-end BMW brand, but this is a completely new and unique model for 2020 – and it’s a lot of bike for your buck.
Nobody would ever mistake the BMW for a Harley that’s for sure
I think it’s priced competitively for today’s market. It’s a hard one to call as you could argue the R 18 doesn’t have any direct competition, but when sports bikes are pushing $50,000 and BMW’s own K 1600 B is more expensive than the R 18,I think its price is in the ballpark.
Rider aids and extra equipment/accessories
Clearly the marketing team named the rider modes Rain, Rock, and Roll, which translate roughly to rain, road, and sporty. The rider aids only change the engine performance and character, and do not alter the standard traction control or ABS. There is a noticeable step in the throttle response and power between the modes. Rain is very soft and lethargic, whereas the Rock mode is responsive and direct, but not too sharp, which is a mistake some manufacturers make. In the wet or when grip is reduced, Rain mode is beneficial and not just a gimmick. With so much power and torque it’s easy to lose traction.
The different power modes give the bike very different personas
The standard traction control is switchable on the move and will obviously prevent any major slides or wheelspin, but again, like the braking, it isn’t lean-sensitive and is relatively basic. Yes, it works, and the reintroduction of the power is soft, which means once the rear starts to spin, it shouldn’t spin again when the power comes back on-line. However, shouldn’t we expect lean-sensitive traction control from a premium BMW?
Neither the ABS or traction control systems include lean angle sensitivity
As you’d expect the list of accessories is huge and designed and built in partnership with legendary players like Roland Sands and Vance & Hines. The R 18 is really a blank canvas for your imagination to run wild.
I left my trip to Germany thinking: heel-and-toe lever and foot-boards, V&H pipework, relaxed ’bars, and a pillion seat. The ‘hipster’ clothing matches the high-end finish to the accessories. Some may sneer at the marketing and image, but BMW has cleverly created an altogether stunning bike, which can be easily modified and personalised, and very few models will leave showrooms standard. In my shopping list, I’d also include the heated grips, reverse gear, and hill-start, which are all optional extras.
Verdict
The R 18 is so different from anything else on the market, BMW has to be congratulated on producing a model so close to the original R 5. It has entered the interesting cruiser market with a huge Boxer statement, and on looks alone it is on a winner. It’s a 2020 model dressed for the 1920s and 1930s. It’s elegant, like a metal sculpture, and it doesn’t appear to be a standard production bike, but rather a hand-built custom from bike builders with rolled-up jeans and beards.
BMW leaned heavily on their history when designing the R 18
The dramatic Boxer engine holds the design together and delivers some real-world performance, and for a big bike, it will go around corners scraping its pegs all day long. Yes, it’s heavy, yes, it rocks from side to side and vibrates at high revs, but that is what I want… some soul. When you buy a 1802cc Boxer you want it to feel like a big bike.
The most powerful two-cylinder boxer engine ever used in a production motorcycle, with a displacement of 1802cc. Peak power, 91 hp @4750rpm and torque 158Nm @3000rpm
The finishing touches, like the exposed shaft-drive, are lovely, which means I can forgive my personal niggles like the lack of a fuel range/gauge, no keyless fuel cap, and no cruise control.
The big boxer including gearbox and intake system tops the scales at 110.8 kg, and the quoted weight is 345kg. That is even heavier than Triumph’s huge Rocket.
This is BMW’s first venture into the cruiser market for some time and it’s done a remarkable job, which should have the competition worried.
The accessories list is huge and very dramatic, designed in partnership between BMW and Roland Sands, Vance and Hines, and Mustang seats. These include luggage, engine covers, and clothing (as expected), but also Ape bars and a range of larger 21-inch front wheels.
BMW R 18 Specifications
BMW R 18 Specifications
Engine
Engine
1802 cc / 110 cui Boxer Twin
Bore/stroke
107.1 mm/100 mm
Power
67 kW/91 hp @ 4,750 rpm
Torque
158 Nm @ 3,000 rpm
Type
Air/water-cooled 2-cylinder 4-stroke boxer engine
Compression/fuel
9.6:1 / premium unleaded (95-98 RON)
Valve/accelerator actuation
OHV
Valves per cylinder
4
Intake/outlet
41.2 mm / 35.0 mm
Throttle valves
48 mm
Engine control
BMS-O
Emissions
Closed-loop 3-way catalytic converter, EU5 exhaust standard
Electrical system
Alternator
600W
Battery
12/26 V/Ah maintenance-free
Headlight
LED low beam with projection module LED high beam with projection module
It seems as though BMW drop a Triple Black special into the mix around every five years and 2021 is going to be one of those years.
2021 BMW R 1250 GS Triple Black
Triple Black models have always been fully loaded and the 2021 editions follow that theme with every option package that BMW bestowed on the ‘40 Years GS‘ specials plus even more billet with the full ‘Billet Pack Shadow I’ kit adorning the Triple Blacks.
2021 BMW R 1250 GS Adventure Triple Black
In fact there is also an ‘Achat Grey’ thrown into the Triple Black mix alongside your basic ‘Black’ and BMW’s ‘Black Storm Metallic’ hues.
2021 BMW R 1250 GS Triple Black rolls on alloy rims but cross-spoke rims are optional for a modest cost and can be had in either black or the gold of the 40 Years GS model
The Triple Black does not get the Gold coloured cross-spoke rims of the 40 Years GS model but they can be optioned onto the R 1250 GS Triple Black in either Gold or Black. The cross-spoke rims are standard on the R 1250 GS Adventure Triple Black in black but can also be ordered in Gold.
Cross-spoke rims are standard on the 2021 BMW R 1250 GS Adventure Triple Black and are, funnily enough, black, but can be also had in the gold of the 40 Years GS models
BMW have lifted the wraps on their anticipated ’40 Years GS’ special editions in both 1250 GS and 1250 GS Adventure.
40 years of GS
The black and yellow livery represents the DNA of the legendary R 100 GS and the models are fully loaded with option packages.
BMW R 1250 GS ’40 Years GS’ Australia-bound R 1250 GS models will be fitted with a regular height two-piece seat – which allows for the seat heating function – and regular height GS screen in response to customers’ preference for a motorcycle that can also be ridden regularly on the road.
Option 719 cylinder head covers ShadowGold cross-spoke rimsBMW R 1250 GS Adventure ’40 Years GS’BMW R 1250 GS Adventure ’40 Years GS’BMW R 1250 GS Adventure ’40 Years GS’BMW R 1250 GS Adventure ’40 Years GS’BMW R 1250 GS ’40 Years GS’BMW R 1250 GS ’40 Years GS’BMW R 1250 GS ’40 Years GS’BMW R 1250 GS ’40 Years GS’BMW R 1250 GS ’40 Years GS’BMW R 1250 GS Adventure ’40 Years GS’
PRA No. – 2020/18509 Campaign Number – 0000710800 Date published – 24 Sep 2020
Supplier – BMW Australia Traders who sold this product – Approved BMW Motorrad Dealers Where the product was sold – Nationally Dates available for sale – 18 May 2020 – 10 July 2020
Motorcycle Models Affected
R 1250 GS (K50) R 1250 GS Adventure (K51) R 1250 RT (K52) R 1250 R (K53) R 1250 RS (K54)
Australian Design Rules (ADR) 61 and 83 require vehicles to be fitted with a compliance plate and noise emission label.
The compliance plate and/or noise emission label may partially detach from the motorcycle or become illegible over time.
What are the hazards?
The motorcycle is not compliant with the Australian Design Rules.
What should consumers do?
Consumers should contact an authorised BMW Motorrad dealer, or call the BMW Group Australia Customer Interaction Centre on freecall 1800 813 299, to arrange for replacement of the labels.
BMW have released a few high-spec special versions of the S 1000 RR since the model was first launched just over a decade ago and in 2021 we will see an evolution of the model with the new M strategy aimed at pushing the performance envelope of the machine even further. The first M model S 1000 RR was released in 2018 but 2021 will see BMW take the concept further with a limited production model armed with extensive chassis and engine tweaks aimed to maximise racetrack potential.
BMW S 1000 RR M
Power has never been something BMW has lacked in any scenario, on the road or on the racetrack, thus many of the changes in these new versions are aimed at refining the chassis for track use in domestic road racing championships around the world.
BMW S 1000 RR M with the full gamut of optional accessories
The changes to the swingarm pivot will be crucial in allowing race teams to adapt conventional (non electronic) suspension for better track performance in racing series where the replacement of the pivot is not permitted due to regulations, such as here in ASBK. The suspension strut is bespoke to the M RR for unadulterated race performance and replaces the 87.5mm threaded rod unit of the S 1000 RR.
This area of change will be important in championships where the replacement of the swingarm pivot designed for DDS (electronic) suspension can not be changed out for a pivot designed to work with a conventional shock
The strut is an eccentric strut type with an initial length of 78mm and an adjustment range of 6mm in seven 1mm increments from 75mm to 81mm.
The linkage ratio has also been increased from 1.63:1 of the S 1000 RR to 1.97:1 – a move inspired by experiences of the race track accessories market.
The spring rate is 100N/mm and a new spring steel has been adopted to reduce weight. In addition, the swing pivot point has been optimised for use in motorsport applications.
Adjustment range is from -2mm to +2mm in 1mm increments – a new feature developed for the M RR.
The chain and thus effective swinging arm length has been extended by one pair of links, resulting in a revised wheelbase that provides the M RR a solid grounding.
The chassis of the new M RR is based on the RR with the bridge frame made of aluminium at its centrepiece. It has optimised Marzocchi forks as well as a revised central spring strut with blue spring and Full Floater Pro kinematics.
BMW S 1000 RR M
In addition, the top and bottom fork bridges are entirely milled, black anodised and are approximately 20 grams lighter than those used on the S 1000 RR.
M carbon wheels, which are fitted as standard, provide additional stiffness while lowering unsprung weight to increase performance potential. This also changes front wheel load distribution from 53.8 per cent of the S 1000 RR to 52.1 per cent for the M RR.
With the new M RR, there is a BMW motorcycle with an M branded brake system, for the first time. Externally, the M brake callipers have a blue anodised coating in combination with the famous logo and we believe they are produced by Nissin.
We belive the M brake calipers are made by Nissin
The new M RR uses a water-cooled four-cylinder in-line engine based on the RR power train with BMW ShiftCam technology for varying valve timing and valve lift that has been modified comprehensively in the direction of a racing sport engine.
BMW S 1000 RR M
It achieves its peak output of 156 kW (212 HP) at 14,500 rpm. The maximum torque of 113 Nm pumps hardest at 11,000 rpm. The new M RR engine is more powerful than the RR power train in the range from 6,000 rpm to 15,100 rpm, a range that is particularly relevant for race track driving dynamics and that 15,100 rpm limit is higher than found in the regular S 1000 RR.
BMW S 1000 RR M
The M RR engine has extensive technical optimisations such as new two-ring forged pistons from Mahle, adapted combustion chambers, compression increased to 13.5, longer and lighter titanium connecting rods from Pankl, slimmer and lighter rocker arms, fully machined intake ports with new duct geometry as well as optimisations on camshafts and intake area.
The lightweight exhaust system is also made of titanium.
BMW S 1000 RR M
Highlights of the new BMW M 1000 RR
• M RR four-cylinder engine based on the RR engine for racing sport. Even more peak power, higher torque in the medium range and 500 rpm more maximum speed.
• 156 kW output at 14 500 rpm and thus 4 kW more than in the RR. Maximum torque of 113 Nm at 11 000 rpm.
• New 2-ring forged piston 12 g lighter, adapted combustion chamber and compression increased to 13.5. In addition, slimmer and lighter rocker arms.
• Fully machined intake ports with new duct geometry and BMW ShiftCam technology for varying the valve control time and valve lift.
• Titanium valves, on the exhaust side with new spring assembly, slimmer and 6 % lighter rocker arms and optimised camshafts.
• Very light, compact engine block with longer and 85 g lighter titanium connecting rods from Pankl for reduced friction power and less weight.
• Anti-hopping clutch without self-reinforcing for optimum Launch Control.
• Optimised differentiated intake system with shorter intake funnels for optimised gas exchange at high rotational speeds.
• New, 3,657 g lighter exhaust system with exhaust manifold, front silencer and rear silencer made of titanium.
• M winglets and high windscreen: Braking later and accelerating earlier and more stability when cornering thanks to the aerodynamic downforce without any reduction in maximum speed.
• “Rain”, “Road”, “Dynamic”, “Race”“ and “Race Pro1-3” riding modes and the latest generation of the Dynamic Traction Control (DTC) and DTC wheelie function with 6-axle sensor box.
• Two adjustable characteristic throttle curves for optimum response characteristics. Engine brake with threefold adjustable engine drag torque in “Race Pro” mode.
• Shift assistant Pro for shifting gears up and down without clutch. Simple reversibility of the shift pattern for race track use.
• Launch Control for perfect race starts and Pit-Lane-Limiter for precise speed in the pit lane.
• Hill Start Control Pro for convenient starting on slopes.
• Chassis design trimmed for race track use with modified geometry, optimised wheel load distribution and extended adjustability of the swinging arm pivot point.
• Optimised upside-down fork and revised central spring strut with Full Floater Pro kinematics.
• M brakes for the first time at BMW Motorrad: The M RR with maximum braking performance for the race track.
• M carbon wheels: Classy high-tech components for maximum performance on race track and road.
• Instrument cluster with large, perfectly readable 6.5-inch TFT display, starting animation with M logo and OBD interface that can be used with activation code for the M GPS data logger and M GPS laptrigger.
• Lightweight M battery, USB charging socket in the rear, powerful LED interior light units, electronic adaptive cruise control and heated grips.
• M design and dynamic form language indicate ultimate race track performance.
• M competition package with M GPS laptrigger and activation code, M milled parts package, M carbon package, silver, 220 g lighter swinging arm, DLC-coated M endurance chain and passenger package including tail-hump cover.
• Comprehensive optional accessories and optional equipment ex works.
We got wings!
The aerodynamics were a decisive point in the technical specifications for development work of the M RR. In addition to a maximum speed that is as high as possible and absolutely necessary for winning races, there was another objective in the technical specifications of the M RR: to establish the best possible contact of the wheels with the road – especially when accelerating.
The M winglets on the trim front, which were developed during intensive testing on the race track and in the BMW Group’s wind tunnel and are made of clear-coat carbon, take this into account as they produce aerodynamic downforce and thus additional wheel loads according to the speed.
BMW S 1000 RR M
The additional wheel load on the front wheel counteracts wheelie inclination, traction control regulates less, more driving power is converted into acceleration and the driver achieves faster lap times. The effect of the winglets is also noticeable in curves and when braking, the downforce allows later braking and ensures increased cornering stability. The additional downforce developed at speed is significant, with 13.4kg generated on the front axle and 2.9kg on the rear at 300km/h.
The instrument cluster of the new M RR has the same basic design as the RR and has an M start animation. As part of the optional equipment, an activation code (contents of M competition package) can be used to provide comprehensive data material for the use of the M GPS laptrigger and M GPS data logger (Original BMW Motorrad Accessories) via the OBD interface of the instrument cluster.
BMW S 1000 RR M
For those who are still not satisfied with the new M RR in standard trim, the M competition package provides a fascinating mixture of classy components for the racing technology gourmet and the aesthete at the same time. In addition to the M GPS laptrigger software and the corresponding activation code, the M competition package also includes the M milled parts package, the M carbon package as well as a silver 220 g lighter swinging arm, the friction-optimised, maintenance-free and DLC-coated M Endurance chain and the passenger package including tail-hump cover.
BMW S 1000 RR M
The new machines are scheduled to arrive in Australia around March 2021. The M RR will retail for $50,990 +ORC and is the variant aimed primarily at racers and trackday nuts, while the upper spec’ Competition Package with all the extra bling will sell for $57,990 +ORC GST. Two are on order for the NextGen BMW ASBK squad and 25 of the limited production machines are heading to our shores which will ensure their eligibility to compete in the Australian Superbike Championship.
The BMW Motorrad WorldSBK Team had already announced the signing of Michael van der Mark for season 2021 but overnight have now re-contracted Tom Sykes to race alongside the Dutchman.
Sykes will line up on the BMW S 1000 RR for the third year in a row and the 35-year-old has been part of the BMW Motorrad WorldSBK Team from the word go.
In the team’s debut season in 2019, he secured one pole position and four podium finishes with the BMW S 1000 RR. He has since added a further pole position at the opening round of the 2020 season on Phillip Island (AUS).
“Tom has been part of our WorldSBK Team from the very start and is an important pillar of this project”, said Marc Bongers, BMW Motorrad Motorsport Director. “We are pleased to be able to continue along the common path in 2021, which we embarked upon with the first tests back in December 2018. This gives us continuity, which is very important for the successful development of a project. We have already achieved a lot together, and the goal is now to definitively close the gap to the front-runners. Tom’s extensive knowledge of the BMW S 1000 RR and his input will play a key role in achieving this.”
Tom Sykes leading race one at Phillip Island earlier this year
This first R 18 cruisers out of the BMW are expected to land in Australia soon and the first shipment of bikes will all land at $31,690. These First Edition bikes will sport signature double pin striping paint and chrome. The R 18 takes its cues and historic inspiration from the BMW R 5.
1936 BMW R5
Ahead of the machines hitting showrooms BMW has partnered with various custom bike builders around the world and set them to work on their own interpretations of the opportunities that BMW’s new Big Boxer presents.
1936 BMW R5 with the new 2020 BMW R 18
The latest of these customs comes from Bernhard Naumann, a renowned customiser from Austria, who also goes by the name of Blechmann, thus here we have The Blechmann R 18.
The Blechmann R 18
Bernhard Naumann changed as little as possible on the frame and the technology and used only the original fixing points in creating the Blechmann R 18. No chop job then.
The Blechmann R 18
When starting off with a new creation, Bernhard Naumann never uses sketches in advance. He gathers his inspiration while working on the bike itself. “I draw my design directly on the object using the final material. This allows me to directly respond to the requirements and to keep an eye on the proportions at all times“, explains the designer.
The Blechmann R 18
For the Belchmann R 18, he initially “put the cart before the horse” in order to be able to correctly assess the proportions for the front fairing. The aggressive looking single-seater is based on the original supporting structure of the rear fender, seat and pillion.
The Blechmann R 18
The rear light is from Kellermann. The fuel tank has been extensively modified: For one thing, it is narrower making it sportier and exposes the engine even more. On the other hand, it features knee cut-outs, which further support the athletic line. The original steering tube was used as the basis for the stub handlebar.
The Blechmann R 18
Next, Blechmann customised the headlights. As with his last BMW custom bike “Giggerl”, a conversion of the BMW R nineT, the headlights were to have a subtle kidney-shaped design this time. Analogous to the classic boxer engine, Blechmann placed a filament lamp prominently in the center. Here, too, the steering angle and the forward-tilted headlamp determine the basic layout of the custom bike.
The Blechmann R 18
Bernhard Neumann perfected his personalization efforts with discreet black paint and classic white BMW Motorrad pin-stripes. In total, the team around Blechmann worked 450 hours on his version of the BMW R 18.
The Blechmann R 18
Other BMW R 18 Customs (Click for more detail)
Yuichi Yoshizawa and Yoshikazu Ueda with the Custom Works ZonRevival Cyles showcased the new BMW Big Boxer cruiser engine in their showpieceRoland Sands and his latest creation, a drag custom based on BMW’s new R 18
The frame has been modified completely removing the rear suspension for drag racing.Front and rear fenders have been slightly modified utilising the stock sheet metal parts in order to keep the classic R 18 silhouette.Headlight taken from the original R 18 and highlighted with the headlight bezel from the design collection of milled aluminium parts.The standard exhaust has been replaced with a hand fabricated Stainless Steel twin megaphone system utilising the exhaust tips from the milled aluminium parts.The hydraulic front brake and clutch master cylinders are from Roland Sands Design.The tank has been taken from the original R 18.The paint finish is a two tone metallic blue with classic white BMW pin-stripes by Roland’s long time painter Chris Wood.The forks have been taken from the BMW R nineT.The front braking system has been taken from the BMW S 1000 RR superbike.The seat has been built from scratch and is a RSD custom seat by Saddlemen.
Roland Sands’ personal story served as a source of inspiration for his work on this bike. “With an engine that’s so visibly the center piece, I immediately thought of muscle cars. My family has always been into going fast and my dad was a drag racer, so I thought it made sense to strip the bike down to the essentials and shape it to go fast on a straight track,” the designer explains.
Roland Sands always starts by sketching his ideas on paper. This allows him to figure out the basics of the shape and what the stance and the geometry of the bike could look like. “In the end, the real magic happens when we bring the sketch to life”, Roland explains.
The new production R 18 features an easily removable rear frame and a simple-to-dismantle painted parts set to give the owner a high degree of freedom for easily converting the rear end of the new R 18 to suit personal preferences.
“The electronics were definitely the most difficult task we had to deal with as we put in nitrous oxide, stripped out the stock exhaust and changed the intake drastically. It was a bit of an experiment, but we dialed it in! The final product is impressive and characterised by a high level of craftsmanship, as can be expected from BMW Motorrad. Right from the beginning, I couldn’t wait to get customising!” Roland points out.
The build process
For the the R 18 Dragster, the team around Roland Sands retained the stock neck geometry of the R 18, removed the bike’s rear end and turned it into a drag racer. Moreover, they chose to modify the front and rear fender to fit the modified frame. The whole customizing process took about three and a half months. The bike then headed to the workshop for final assembly and a day at a drag strip.
RSD BMW R 18 Dragster
“Every bike needs different sources depending on the build, special materials or parts. Every new bike concept is a bit of a learning process even after having built over 200 bikes. We always want to understand the genre of the bike we are building in, it’s the key to keeping it authentic and functional,” explains Roland Sands.
Roland at work on the BMW R 18 Dragster
Aside from the R 18 Dragster custom bike, Roland Sands also created two different design collections of milled aluminium parts for the launch of the R 18 Cruiser: “Machined” and “2-Tone-Black”. The “Machined” and “2-Tone-Black” ranges include front and rear wheels available in different dimensions than the standard sizes. In addition, the range of these exclusive milled parts includes speedometer housings, handlebar clamps, risers, handlebar grips, hand levers and mirrors as well as engine housing trim elements, filler caps, intake silencer covers and much more.
The build was an exhausting processRoland Sands has motorcycling is in his blood. His dad was a drag racer who built custom bikes and parts. As a result, Roland was brought up surrounded by cool bikes. It wasn’t long before he, too, was riding and had a racing career of his own that spanned ten years.
Roland is a handy peddler himself and raced in the AMA for many years, from memory his most notable performances were on 250 GP bikes. Unfortunately though in this instance no time-sheets were provided in the information we were given by BMW. Be interesting to see how quick they went….
Trev chats with NextGen BMW tech guru Shane Kinderis
Images by Russell Colvin
Trevor Hedge, MCNews.com.au: How’s it been going with your recent tests and the St George Club racing in NSW recently?
Shane Kinderis: “Really good, obviously we’ve been up there doing a little bit of testing and things and I think we’ve come a long way from where we were. The bike is night and day better than anything we’ve had before, and I am so disappointed we’re not racing as I think we’ve got something that we are really excited to race.”
NextGen Motorsports BMW S 1000 RR
Trev: You said you had some software updates recently, to get independent control of the throttle bodies?
Shane: “The software update came through and we were on our way – literally loading the trailer for Winton to go testing – and it came up on my computer that there was a new software update available, this was four weeks, five weeks ago so when we did a couple of Winton tests, we put that in the bike when we were at the test. So we did Winton, we’d been there previously using the combined throttles, so I said let’s throw it on and test it. Glen said, ‘Ah nah, they never work’, he pretty much hated the previous versions of the split throttles, and the beauty of it now we’ve got different maps, different modes, and Glenn can jump from split throttle to combined throttles on the fly. So he pushed the button and you could hear it, all of a sudden it sounded more like a crossplane crank Yamaha out on the racetrack, especially at Winton, he came back in and said holy shit what have you done. That is unbelievable. (Split throttles means that the ECU is working the throttle bodies independent of each other with different openings rather than as a matched set)
“So we spent the day working on it and we just went faster and faster and faster. I think we dropped in to the high 1m20s at the end. It was just a winters day, nothing special in the track conditions, and he was picking up the throttle that early in the last corner I just kept waiting him to run fair straight into the fence. It just frightened me how easily he could pick it up. Normally you hear them when they pick it up, and they’ve apexed already, but he’s starting to pick it up before the apex and you can hear the thing just dropping onto two cylinders, powers along, and then as soon as it starts to come upright, two, three, four, and away it goes. Between two and four it also spark cuts, it sounds real rugged. It’s hard to explain, but it sounds like a proper World Superbike.
“It’s just that software, obviously the dribble down from WSBK to us took longer than we thought. But getting access to what they have has always been a BMW thing. Whatever they have you can buy, anybody can buy it, there’s no secrets, if you want a factory engine they’ll sell you a factory engine. If you want anything from the factory they’ll sell it to you. For our land speed project in America I asked them for the best engine you guys can put together. I wanted the bottom end out of the original Troy Corser era engine, the 2010, the one that had a million horsepower and was un-ridable, I wanted that cylinder head, that camshaft, but I needed a custom gearbox, with extra long gears, custom primary gear sets, so we could run 270 odd mile an hour. ‘Yea no worries, here’s the invoice, you pay you can have it,’ they said.
“So they are really good, their technology is…. I’m fortunate enough to have a good working relationship with Mark Bongers (BMW Motorrad Motorsport Director) and Peter Lauche (BMW WorldSBK Electronics Engineer) who does all the electronics, so I know those guys and that helps being able to ring up. We’ve had a few debates over the split throttles and that previously, but as I said, I think something got misread there and it’s been fixed now in this latest update.“
NextGen Motorsports BMW S 1000 RR – Shane Kinderis (L), mechanic Brad Lewis (R)
Trev: “If he’s getting on the throttle that early and it is driving so smoothly, that must be half the work of the shock set-up done for you in one fell swoop…?”
Shane: “We started the year at Phillip Island, we raced on a 5.2 kg spring and that’s crazy. We’re now hovering between 6.8 and 7 kg, that’s how far away we are from where we were.“
NextGen Motorsports BMW S 1000 RR
Trev: And I know Glenn hasn’t eaten a lot of pies in the plague lay-off as Brookesy told me that Glenn is fit as, and pumping plenty of power through the bicycle?
Shane: “*Laughs* “While we struggled at Phillip Island, one lap was incredible, we did 32.7 in that one lap in qualifying, and that was on the old tyre from the first practice session. We never got to put a zero in it because we couldn’t get the axle in, the brake pads fell out, all that shit didn’t go our way. But it was really good for one to two laps, and then it would fall off a cliff and we couldn’t put a finger on why. We just weren’t pushing the tyre hard enough into the ground, it was just spinning. Because we were the only people using stock links, the WSBK data was no good to us, and the WSBK guys were in our pits trying to help, but none of those guys use the stock stuff that we have to use in ASBK. You can buy a kit link that will fix all your problems, but we can’t use it.
“And Glenn and I butt heads now and then, ‘Why don’t we just put a link it to try’ he asks, but we can’t race with one… But after last week I said I’d probably buy a kit link and we’ll map it, and get some data off it, and run two bikes back to back, until we can simulate the kit links, shock travel and stuff like that.
“Because the big issue is the stock bike was designed for electronic suspension. The only way you can make electronic suspension work is to have a long shaft travel stroke, to give the electronics time to react. So this has a link ratio that is so far away from any other superbike that it’s not funny, so nothing convetional set-up wise works. So that’s why you run around with 5 kg springs in it. Now we have a bit more of a handle on it, we’re up to 6.8 or 7 kilo spring now the bike is so much better behaved, we may as well have started all our development four weeks ago because it is pretty much starting all over again from a new base.”
NextGen Motorsports BMW S 1000 RR
Trev: There’s been a few man-hours spent….?
Shane: “Yea, so much time and anguish and we’ve looked stupid. It wasn’t for lack of trying, we worked so hard to get the thing to be competitive, but we couldn’t get it to do what we wanted to do. But now it’s a different story. We’re happy, we started to get an idea at the Wakefield test, but that was on the combined throttles. We started going that way on the suspension geometry at the Wakefield test, so that chassis geometry, we figured out a direction where the bike was starting to work. And we definitely need to get back to Wakefield, with the split-throttles, you can pick the throttle up anywhere, and that’s a big thing at Wakefield, being able to get on the throttle. So we’re excited to get back and doing those sort of tracks again, and especially Phillip Island. You know at Phillip Island you always go up a spring rate because of the g-forces, and we are 35 per cent stiffer than we were at Phillip Island. So it’s going to be night and day as to what it’s capable of doing. Let’s hope we can get to go racing.”
NextGen Motorsports BMW S 1000 RR
Trev: We’ve been talking so much about electronics development, what’s your thoughts with the M.A. canvassing the introduction of a control ECU, and on the current battle between Wayne wanting to run a MoTeC ECU on the V4 R, but M.A. trying to prevent that from happening?
Shane: “It’s one of those things, the computer is only as good as the guys operating it. And I think for an even field, a kit ECU gives all the punters the chance, because the software – the factory kits aren’t that complicated – ours are more complicated than most. In this day and age of flashing ECUs, and there’s so many different ways, Flash Tune out of America, I can do it myself, I know what I can do with an ECU, but joe punter has no chance, nothing. You go to a control ECU and he will.
“We go back to 2001 or 2002, with everyone running MoTeCs back then, because there was no kit ECUs. We all had 10k MoTeC ECUs on our bikes. Now it would cost $8000 to have a MoTeC specced out the way you want it. I was going to have one for our turbo bike for land speed racing, I was going to put a M150 MoTeC in it, but the whole BMW electronics package is 1500 bucks.
“As for Wayne and the Ducati, I now know why Wayne was struggling, because there was an issue there more so with the trickle down from Ducati, not going to him directly, there was some politics in there. Which isn’t fair, because if you have a kit ECU, everyone should be able to have that. I agree with Wayne 100 per cent, he should have been able to have what Mike had access to at Round One.
“For MA though to say yes, you can run a MoTeC, it’s just a big can of worms. I’ll happily run MoTeC if they made us, because I know the stuff back to front, inside out. So I know what I can do with MoTeC. I know there’s so much more you can do with MoTeC, the MoTeC drives split throttles, not a problem. The dash we use is basically MoTeC, it’s an easy transition. But is it cost effective for joe public? No.”
NextGen Motorsports BMW S 1000 RR
Trev: What about for the equalisation and parity of racing, if you went to a MoTeC ECU, potentially would that help equal the field, if say one or two brands aren’t quite up to speed, or does it just come back to who is driving the computer?
Shane: “I think at the end of the day it’s the guy who is operating the sytems. At any World Championship, it’s only as good as the team running the electronics. MotoGP they all have the same electronics, but some of the teams are light years ahead of others. That’s because you’ve got some very very smart people out there that know their electronics.”
NextGen Motorsports BMW S 1000 RR
Trev: And with your bikes, you’ve got two different specs of the S 1000 RR?
Shane: “Originally we got a Race, we didn’t get an M because we don’t need the carbon wheels, we don’t need the bling, so it’s a base model bike. So our first bike was the first bike in the country of the new model, but it was a base model. It doesn’t have an adjustable swingarm pivot, doesn’t have the adjustable link, and the only thing we really need is the adjustable swingarm pivot. Especially now we did some tests for the weekend, for the first time shifting the pivot and made some very interesting gains, but gains in some places, losses in other places. But we haven’t had time to go back and go over the data. But for joe public you can go and buy a Race.”
NextGen Motorsports BMW S 1000 RR
Trev: Which isn’t a HP4 race.
Shane: “No it isn’t, it’s just a Race, you get forged wheels, adjustable swingarm pivot, adjustable link or ride height in the link, and that’s all you need to go racing. 26 grand or something, that’s cheap. Everything you need, and you can go buy a race kit on top of it and away you go.
“The M is an incredibly cheap road bike for what it is, but we don’t need the carbon, I’d like to revisit the carbon wheels, our initial test, our suspension set-up didn’t work, we had too many other things going on. I’d like to revisit it, because there’s some weight savings there, but our bike is underweight as it is now, so we put carbon wheels on it, we’d need to strap lead to it. So we need to finish every race with at least a litre of fuel in it, or we are underweight. So you know, carbon wheels are kinda pointless in some ways, although it may help the gyro.
“With $25,000 difference in price between a Ducati V4 R, or Honda in comparison to the much more affordable BMW. And the BMW is an awful lot of motorcycle for the money.
“We’re getting back into this homologation special stuff we had years ago, you and I have been around this for a long while, and we had all those homologation specials. The RC30s, the trick bits of kit and that’s fine, because at the end of the day you get a really nice race bike base, for fifty-odd thousand dollars. These (NextGen BMW ASBK bikes) are probably about that with the race kit on them, but that’s ready to race, that’s not as a road bike. And I think at some point you’re going to get, either a price cap, which is 40K Euros in World Superbike, which is pretty much the price of the Ducati and the Honda, that they are coming in at. And it’s like ok, if that’s the price cap, then make that the price cap and then everyone says, that rules out Joe Public, but you know it’s a fine line between Joe Public and racing at the end of the day. Racing we’ll spend money, where we can spend money and have money to spend.”
NextGen Motorsports BMW S 1000 RR
Trev: I remember I was reading some books by some F1 engineers, I can’t remember what the last one was, but he was saying when they bought in mandatory wheel changes and all the rest of it, he said, ‘you’re going to have to have a control wheel-gun, otherwise we’ll spend million euro making the best wheel gun, but they didn’t mandate a controlled wheel-gun, but they should have done, that left then spending endless man hours and money in wheel-gun development to try and gain an advantage.’
Shane: “V8 Supercars made a control rattle gun because of exactly that. It’s the mentality we all play.“
Trev: I’ve often said, with our rules, we are allowed to do so little, and that is a good thing in some ways as there are a lot of guys racing, who need protecting from themselves with how much they can spend on racing.
Shane: “I mean it’s things like we have to run factory wheels, I’ve got a couple of sets of Oz wheels, they are cheaper than BMW wheels… But we can’t use them.“
NextGen Motorsports BMW S 1000 RR
Trev: Which is an example of what I just said, having things as standard can work in the opposite direction in some ways when it comes to costs.
Shane: “The sub-frame of these bikes is double the price of a racing one. But at least they changed that rule, so that you can put an aftermarket sub-frame on now.”
Trev: That is great that has been changed, obviously a race sub-frame doesn’t need to be strong enough to carry a pillion.
Shane: “MA have been good with some of the rule changes, the brake discs was another good one. We don’t need to run factory brake discs any more, I still think brake calipers on the front could probably have a price cap, because you know some brake calipers are better than others, especially for pad wear, pad price, but that said, these Hayes brakes on these things are unbelievable. They initially copped a lot of flak, but we’ve had nothing but success with these using standard pads. At the end of the day, the electronics are where it’s at, and it is the largest part of getting a 200 plus horsepower motorcycle to do anything. But it’s the guy who’s running it, and who’s got the most budget, as you’ll get the best guys.”
The BMW S 1000 RR uses Hayes brake calipers
Trev: So how much horsepower are you pushing now?
Shane: “That thing is 205 at the rear tyre on my dyno.“
Trev: And you could potentially make a fair bit more but the ASBK restrictions are quite strict, we are more stock than most international Superstock classes, despite being called Superbike.
Shane: “There is a lot left in them within the rules, we can’t port the head, you can’t put cams in it, you can’t buy camshafts for a BMW anyway, a K67, you’ve seen how complex they are with ShiftCam etc. which we do use. You cannot buy aftermarket camshafts for ShiftCam, there are none. At Phillip Island we were 317km/h down the straight, Tom Sykes was 316 km/h as we were all running, even the WorldSBK team, were running standard engines back then. We’re happy with what we’ve got. Yes the Ducati is faster than us, but only just. It is what it is, we’ll run a whole season without looking at that engine, we’ll change the oil. I don’t know how often the boys are pulling their Ducati’s apart, but I tell you it’s not after a whole season.“
NextGen Motorsports BMW S 1000 RR
Trev: Back on the rules and regulations, what would you like to see changed from here heading into next year, that might benefit the series and racing in general?
Shane: “From where we’ve been, to where we are at now, I think we’ve got a pretty good mix. The tyre thing now is pretty good, we’re not throwing qualifiers at them for days, the qualifying format works pretty good, with having to make that tyre stretch a little bit. It’d be nice to have one more tyre, as I think that effects the show a little bit. People won’t go out in the second part of the session because you’ve gotta get that one tyre in. And that kind of hurts the spectacle, and when you’ve got paying spectators there. I think you should have the extra tyre, only if you get through as perhaps a congratulations you’ve done well. But people say that’s another 300 bucks, but what’s that in the scope of what you spend…
“But everything else I’m pretty happy with how it’s all been run. I feel there’s been some management stuff we could probably do better. As far as working as a unit, and we had some pretty good discussions in Eastern Creek a few weeks back, about maybe it’s time as teams we sat down and really joined forces together, because at the end of the day, we’re the ones spending the money and I don’t think the teams have enough of a say in the overall what happens. Like the calendar this year, fair credit to MA for doing what they are trying to do, I understand how bad it all is, but every time they change their mind if costs us money. Its logistics we have to shift, we’ve already booked accommodation, we’ve lost a bit of accommodation getting refunds. Most places now will say ok to refunds, but they kept shifting the goal posts, but what they’ve done now is fine.“
NextGen Motorsports BMW S 1000 RR
Trev: Yes as of now they’ve said nothing more will be changed in regards to dates, if a round needs to get cancelled it gets cancelled and not rescheduled.
Shane: “Honestly I don’t believe we’ll race this year, which seems sad to say. I’m good friends with Lachy and Greg Epis, I was talking to them, and Greg said, do you think we should go back to the World Championship or go to ASBK this year, and I said, ‘we aren’t going to race this year’. Thus they raced at Jerez last weekend.
“That’s what’s disappointing, to not see everybody at St George the other week. We’ve done the right thing to get clubs involved in the series again, which is good. Clubs are where everyone comes from. The St George meeting the other weekend was insane. I’ve never seen so many bikes on the grid. We can never get a crowd out at Eastern Creek, and we can never get people to enter ASBK at Eastern Creek. But you can go there on any ride day, any weekend and the place is packed. Sydney is the biggest motorcycle market in this country and we can’t seem to make it work there… I don’t know what we have to do.
“The lighting and the facility they have got there is unreal, let’s go race at night, on a Saturday night and make a big show out of it. The other thing we talked about, there was a few teams all together at Eastern Creek, and we all talked about maybe we should have more control over what happens, and yes I get that there’s the 600 guys, and the 300 guys have different priorities… I get that, but we’re spending ten or a hundred times the money they are spending. Without us (Superbike) there is no show, let’s do the best for our show, so we can get sponsors. The follow on effect is how it works.
“Anyway we were talking about all that amongst the teams up in Sydney. When V8 supercars said they would race at night they had no support categories or anything. So lets go, we’re all ready, the bikes were all ready to go. Two-minutes and we can be there… Lets run middle of the week, what difference does it make. We get to take a day off work. We’re all doing that anyway. If we can’t race with crowds, let’s fit into a TV environment, where we can get some TV audiences, making it a Friday night. Gotta think outside the box. People go and watch people Playstation before they’ll go to the racetrack in this day and age. We’ve got to be in people’s faces and Friday night, who wouldn’t go and have a beer on a hill and watch a bike race. That would be huge. The infrastructure, the lighting towers up at that place (Sydney) are incredible… why not use all of the facility.
Nathan Webb fellow team owner of NextGen BMW
“But we’ve got this issue with M.A. and Eastern Creek and we know why the issue is there (a long story that harks back a few years amongst the whole ASBK v Formula Xtreme contest), but for the good of the sport… that sorta stuff frustrates me. Wayne (Hepburn fellow team owner of NextGen BMW), and I talk about it a lot, because as I said before, we have the longest running team in this championship and it’s Wayne, Nathan and I, and we do it for shits and giggles. We never made one dollar out of it. We do it for fun, to meet our friends, it’s a good reason to hang out with the guys every couple of weeks.
Wayne Hepburn fellow team owner of NextGen BMW
“Racing we love to win, we take it serious, but we’d still be doing it if we were racing a bunch of 300s, if we run out of money, we’d still run a couple of 300s. It’s a passion, it’s not a business, it’s certainly by far from a business for us, we all have our own businesses but racing is not our primary business. I think, when you do it for a passion you have to have a little more control over what happens. I know Greg from Racer’s Edge Fairings, Craig McMartin, Nathan Spiteri, a whole bunch of us the other week out testing, and we’ve got no control over what’s happening. We plan out at the start of the year, and I get this year’s a complete cluster, but if you can’t make the date just cancel it.”
Trev: That’s where we’ve got to now… And I understand the logistics, I think I’ve missed one ASBK round this century, which is probably a bit sad, but it is what it is. But the cost and logistics of taking a whole team, and bikes, mechanics, riders, everything else is obviously infinitely large. It’s hard enough just taking myself without having to take a fleet of people.
Greg Stevens from SignPro is an integral part of the NextGen Team
Shane: “Hotels, and food… it all adds up.”
Trev: And then spending too much in a bar on the Friday night…
Shane: “Yeah we have all been there but on that previous topic I do feel that we should have – we talked about it years ago – about an entrants group, same as what TEGA with touring cars have, F1 have it, Superbikes, they have teams, they have people, everyone has a say. We have no say.”
Trev: Can you possibly imagine that most of the top level teams would be able to do anything but argue, or see past their own backyard?
Shane: “Well at a certain point we all have to get over ourselves, everyone will have an opinion on what will serve them best to win, but we also need to have at least some sort of unity, in what’s best for the sport. Racetracks that we should be going to, we should have been in Darwin weeks ago when the borders were open, Tasmania, another good race track we don’t go to. It’s always fun down there, we always get good crowds down there.”
Trev: But then you’ve got other teams that will argue black and blue that will not want to go to Darwin, or to Tassie.
Shane: “Yea, but it doesn’t cost you any more, logistically, you’ve got to put a driver in there and do a couple days worth of driving, but logistically it’s not that much more. Anyone who’s ever been to Darwin it’s a great trip. The racing is always good there, the track is good. There’s just things we should be doing, but even MA says its expensive, but we were going to go to WA this year, and we’d all budgeted for that, then when that doesn’t happen, then you have got the Western Australians, like Adam Senior and that saying that well we’re still coming over here…. It’s gotta go a little bit both ways, everyone has to have some kind of input.”
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Trev: We have come across this in previous years, some factories team have chosen not to go to WA before, many years ago, and so in later years we’ve just taken Superbike to Perth, or Darwin, so the mums and dads with R15s or 300s don’t have to lose as much time off work, which is understandable, so basically I think what we’re saying is the superbikes are most important and run stand alone if need be and a business case can be made to run stand alone Superbike rounds.
“But then we have the mums and dads with kids on R15s will spend 10 times more than we ever will, because they’ll get the shits with it here, and go to Europe. That is what a lot of people are doing. If you’ve got the money you’re going to spend it. It doesn’t matter if it’s a lot of money or a little bit of money, if you’re serious you’re going to spend it.
“Every year we do the budget, and every year we spend 10 times what we ever planned on spending. But as I said, we’re a little bit different to everyone else as we’ll do it regardless, we’ll race 150s around the car park somewhere if that’s all we can do for a bit of fun.
“Some people don’t want to go to Perth, then don’t go, I don’t care. It’s the same deal. All the years we drove to Perth it was a great trip. I remember back in the good ole days, 2003-2004 the trip from Perth back to Melbourne, every night a roadhouse, it was just a big ASBK party, traveling across the country. It was brilliant. It’s like, everyone will punch each other in the face on the racetrack, but having a beer with someone in a road house in the middle of nowhere… it needs to be a little more of that.
“Yes we’re all professional at what we do, and everyone cares what happens, but every time we come to make a decision we can’t agree. It does my head in, at a certain point we need to get together and say, you’re our riders/teams representatives, and you have a say at MA, because I feel we don’t have enough. That’s the only thing that M.A. does wrong… everything else they’ve done in the last years has been fantastic, and the sport is on the up. We’ve been talking before that the motorcycle market is going well, things aren’t as bad as people thought, but if we miss the opportunity to make hay while sun shines, we’re buggered.“
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