Tag Archives: BMW S 1000 RR

Talking ASBK and BMW with Shane Kinderis – A deep dive…

NextGen Motorsports BMW Interview

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.”

NextGen Motorsports BMW S 1000 RR

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.

NextGen Motorsports BMW S 1000 RR

Trev: Thanks for your time Shane!

Source: MCNews.com.au

360º videos put you in rider’s seat

These amazing 360º videos of British Superbike rider Peter Hickman put you in the rider’s seat like no other on-board video we have seen before.

A few weeks ago he posted this video of him doing two laps of Snetterton Circuit, Norfolk, during a free practice session in June 2019.

Then he followed it up a couple of days ago with this video shot during the second BSB practice session at Thruxton in April 2019.

360º camera

We must admit we are bored with the abundance of on-board action videos, but this 360º view is something else.

It was shot using a Insta360 ONE X camera positioned on the headstock of Hickman’s BMW S 1000 RR where the view swivels completely around.

Insta360 ONE X 360º cameraInsta360 ONE X 360º camera

Ok, it’s not exactly in the rider’s seat, but the camera provides the most unique view of riders we have seen.

Most importantly the videos show the amount of stress and strain on the rider and how much a racer really moves around in his seat.

The Insta360 One X costs about $A750 and combines the options of 4K and 360º lenses.

It also has FlowState stabilisation so the image isn’t blurred by the vibrations from the bike.

AI-powered features include auto-follow, auto-frame and auto-edit.

It measures just 115 x 48 x 28mm and weighs only 115g. It’s capable of shooting 5.7K footage at 30fps.

Source: MotorbikeWriter.com

Recall delays BMW S 1000 RR delivery

Riders who have ordered a new BMW S 1000 RR will have a bit of a wait as the company finds a fix for a recall over an oil leak before delivery.

We published the recall notice last month, but riders tell us they are still waiting on the delivery of bikes from Germany.

BMW Motorrad Australia Nick Raman confirms the delay in fulfilling orders.

Delivery delay

“BMW AG is in the final stages of testing the repair solution,” he says.

“Based on the successful conclusion of the tests and approval of the repair solution, parts will be produced and distributed to markets.

“Anticipated timing for the first parts to be available in Australia is late December 2019 to early January, 2020.”

The recall notice was over oil leaks from cracks in the rubber hose of the BMW S 1000 RR’s oil cooler.

The official notice from the Australian Competition and Consumer Commission says the oil leak may spray on to the rear wheel of the motorcycle “increasing the risk of an accident or serious injury to the rider and other road users”.

Owners should contact an authorised BMW Motorrad dealer, or call the BMW Group Australia Customer Interaction Centre on freecall 1800 813 299 to arrange for inspection and replacement of the oil cooler, where required.

The recall on oil leaks affects 77 bikes, plus the delivery of an unknown number of bikes on order.

The full list of Vehicle Identification Numbers (VINs) is included at the end of this article.

Consumers can also contact BMW Australia via the BMW Motorrad Australia Website.

Even though manufacturers and importers contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.

Therefore, Motorbike Writer publishes all motorcycle recalls as a service to all riders.

In Australia, recall notices are issued by the manufacturer and the Department of Infrastructure through a voluntary industry code under the Australian Competition and Consumer Commission.

While any recall is not good news for the manufacturer, it shows that they are largely diligent in fixing problems.

Despite hundreds of recalls by various automotive manufacturers, only the Takata airbag recall has ever been mandatory.  All others have been issued by the manufacturer.

If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.

To check whether your motorcycle has been recalled, click on these sites:

• Australia


• New Zealand

• Canada

VINs of vehicles affected by oil leaksBMW S 1000 RR less flab oil leaks

Chassis VIN
ZG32254 WB10E2106LZG32254
ZG32334 WB10E2104LZG32334
ZG32339 WB10E2103LZG32339
ZG32333 WB10E2102LZG32333
ZG32335 WB10E2106LZG32335
ZG32331 WB10E2109LZG32331
ZG32590 WB10E2100LZG32590
ZJ91984 WB10E210XLZJ91984
ZG32347 WB10E2102LZG32347
ZG32546 WB10E2108LZG32546
ZG32555 WB10E2109LZG32555
ZG32559 WB10E2106LZG32559
ZG32574 WB10E2102LZG32574
ZG32570 WB10E2105LZG32570
ZG32575 WB10E2104LZG32575
ZG32578 WB10E210XLZG32578
ZJ91654 WB10E2100LZJ91654
ZJ91653 WB10E2109LZJ91653
ZJ91872 WB10E210XLZJ91872
ZJ91939 WB10E2105LZJ91939
ZG32307 WB10E2101LZG32307
ZG32384 WB10E2108LZG32384
ZG32556 WB10E2100LZG32556
ZG32551 WB10E2101LZG32551
ZG32548 WB10E2101LZG32548
ZG32552 WB10E2103LZG32552
ZG32554 WB10E2107LZG32554
ZG32549 WB10E2103LZG32549
ZG32547 WB10E210XLZG32547
ZG32550 WB10E210XLZG32550
ZG32582 WB10E2101LZG32582
ZG32558 WB10E2104LZG32558
ZG32579 WB10E2101LZG32579
ZG32580 WB10E2108LZG32580
ZG32572 WB10E2109LZG32572
ZG32576 WB10E2106LZG32576
ZG32562 WB10E2106LZG32562
ZG32569 WB10E2109LZG32569
ZG32564 WB10E210XLZG32564
ZG32589 WB10E2104LZG32589
ZJ91873 WB10E2101LZJ91873
ZG32314 WB10E2109LZG32314
ZG32313 WB10E2107LZG32313
ZG32338 WB10E2101LZG32338
ZG32341 WB10E2101LZG32341
ZG32340 WB10E210XLZG32340
ZG32364 WB10E2102LZG32364
ZJ91657 WB10E2106LZJ91657
ZJ91656 WB10E2104LZJ91656
ZJ91981 WB10E2104LZJ91981
ZJ91982 WB10E2106LZJ91982
ZJ91983 WB10E2108LZJ91983
ZG32315 WB10E2100LZG32315
ZG32342 WB10E2103LZG32342
ZG32336 WB10E2108LZG32336
ZG32337 WB10E210XLZG32337
ZG32330 WB10E2107LZG32330
ZG32332 WB10E2100LZG32332
ZG32573 WB10E2100LZG32573
ZG32561 WB10E2104LZG32561
ZG32565 WB10E2101LZG32565
ZG32568 WB10E2107LZG32568
ZG32577 WB10E2108LZG32577
ZG32566 WB10E2103LZG32566
ZG32560 WB10E2102LZG32560
ZG32563 WB10E2108LZG32563
ZG32567 WB10E2105LZG32567
ZG32571 WB10E2107LZG32571
ZG32581 WB10E210XLZG32581
ZG32257 WB10E2101LZG32257
ZG32553 WB10E2105LZG32553
ZG32557 WB10E2102LZG32557
ZG32583 WB10E2103LZG32583
ZJ91655 WB10E2102LZJ91655
ZJ91766 WB10E2100LZJ91766
ZJ91767 WB10E2102LZJ91767
ZJ91765 WB10E2109LZJ91765

Source: MotorbikeWriter.com

2019 BMW S 1000 RR M Review | Motorcycle Test

2019 BMW S 1000 RR Review
Testing the ‘M Package’ at Estoril

BMW S 1000 RR Test by Steve Martin

BMW SRR Scene Estoril
2019 BMW S 1000 RR Review

With a bike in the stable as proficient and fast as the 2018 BMW S 1000 RR is, it’s quite a big ask to make one better. But that was the goal that BMW set themselves when they embarked on building their technologically advanced new litre sports bike.

2019 BMW S 1000 RR

The 2019 S 1000 RR was not going to be a sticker kit and paint job, but rather the next evolution that would need to go on and take things to the next level, just like the original did back in 2010. A machine that would not only be at home on the racetrack, but a bike that was easier to handle day-to-day, by offering a smattering of sensible road orientated goodies as icing on the very fast cake.

BMW SRR Static
2019 BMW S 1000 RR

On top of all of that though, the aim was to grab back the title of king of the litre bikes, in a class that now has a couple of 1100s thrown in for good measure.

2019 BMW S 1000 RR

Germans like measurements and one-second is the rounded figure that they settled on. That was their measure of how much the new bike should be faster per lap, with the same tyres and same rider, on the same day. Now that would be easy to achieve if the ’18 model was a slug, but it’s not, it’s still a cutting-edge machine. So to produce a successor that took yet another leap forward, some careful thought and new technology was required.

2019 BMW S 1000 RR

All aspects were looked at and by paring down the weight, improving the handling, and adding more power and torque, BMW have ticked all the boxes.

The 2019 model comes in two colours with the option to order them with different kits depending on your wicked desires, and budget. There’s a race kit, a dynamic kit and the ‘M Package’ which gives you the attributes of the other two, but adds in some extra special goodies like carbon wheels. On test we only had the chance to try the M kitted bike but, in all honesty, I wasn’t complaining.

BMW SRR Rim Carbon Details
2019 BMW S 1000 RR M with carbon rims was the machine ridden by Steve

Where to start…

The Heart

BMW SRR Engine Cutaway Details
2019 BMW S 1000 RR

The idea of creating an in-line four-cylinder sports bike occurred back in 2007, when engineers fitted the original K46 BMW designed engine in to a Yamaha YZF-R1 chassis, kicking off the first phase of testing. As we now know that model changed history, with the strong point being its top-end horsepower, while a lack of torque is and was a known issue. Over the years usability has crept in, but 2019 S 1000 RR promises a whole new ball-game.

BMW SRR Engine Cutaway Details
2019 BMW S 1000 RR

The completely new engine is packed with technology aimed at increasing horsepower and torque while reducing weight.  A healthy boost of 8hp gives a substantial hit to the top end, but it’s the torque increase that has made the big difference at the seat of the pants.

BMW SRR Engine Dyno Power Torque
2019 BMW S 1000 RR

There’s now 113 Nm of torque on hand but across a much flatter and higher curve. The biggest improvement comes in the lower-mid rpm range. From 5000 rpm through to 7500 rpm the techs found a massive 20 Nm of torque over the original design.

BMW SRR Engine AirBox Details
2019 BMW S 1000 RR

New gains have come from a complete redesign of virtually every aspect compared to the K46. The motor is narrower, four-kilograms lighter and yet incorporates the BMW variable intake Shift Cam system. It’s not a first with bikes like Suzuki’s GSX-R1000 and even the Yamaha T-Max sporting similar technology, achieved by a different method, but if there was a bike that could use it then the BMW S 1000 RR was it.

BMW SRR Shiftcam
2019 BMW S 1000 RR

The BMW system works by changing the position of its cam lobes.  Having two lobes per inlet valve side-by-side on a splined shaft.

BMW SRR Engine Cutaway Details
2019 BMW S 1000 RR

Just like a gearbox, the lobes slide on the shaft left to right, or vice versa, by a sort of shift drum that automatically changes from the torquey lobe to the top end lobe at 9000rpm.

BMW SRR Engine Cutaway Details
2019 BMW S 1000 RR

It’s a pretty simple system when you get a close look at it and much easier to understand when you see it, rather than when you just read the blurb.

BMW SRR Engine Cutaway Details
2019 BMW S 1000 RR

The cam moves lighter finger followers which tap the top of the buckets and push a set of new hollow titanium valves down, letting them do their work of sucking the air fuel mix into the combustion chamber four per cent more efficiently.

BMW SRR Engine Cutaway Details
2019 BMW S 1000 RR

Paring weight from the valve train has allowed BMW to up the rev limit by 400 rpm, to 14,600 rpm, reliably. And with a substantially lighter crank it now gets there in more of a hurry.

2019 BMW S 1000 RR

Its not just a top end make over though with improvements in water and oil flow being made via completely new crankcases that utilise a lighter all in one oil/water pump. A new smaller alternator draws less engine power to run, which increases efficiency and temperature regularity throughout the motor.

BMW SRR Engine Cat PreMuffler Details
2019 BMW S 1000 RR

The extent of forward thinking is amazing, even the Bosch throttle bodies are set up to work in a split function so that at racing level engine cylinder pairs can work separately, allowing less power at major lean angles.  Although not in use yet, the hard parts are on the bike ready to go when the software is proven.

BMW SRR Engine Cutaway Details
2019 BMW S 1000 RR


You could write a large novel on the state of art Bosch system fitted to the new bike. Its functionality is much improved over the ‘18 model, a package that was already at a great level.

The M kit fitted bikes that we rode had three Race Pro maps and four standard maps – Rain, Road, Dynamic and Race.

BMW SRR Controls Details
2019 BMW S 1000 RR

The functions are all easily adjusted through the various switch block mode buttons and the standard BMW twist toggle on the left side grip. The information is viewed on the new 6.5-inch TFT dash and it’s easy to read which is good, because there’s a lot of scope to change the parameters of your ride.

BMW SRR Dash Details
2019 BMW S 1000 RR
Traction control

The traction control is adjustable through plus and minus seven settings in every mode, and is changeable on the run. It feels a lot like a quality race item now to the point that the race kit item might not be needed, even for the serious punter.

Wheelie Control

For the first time an independent wheelie control is fitted and is high quality. It can be turned off and is actuated by many parameters but is not affected by traction control settings.

BMW SRR Dash Details
2019 BMW S 1000 RR

Throttle Response

The rider has the option to sharpen or soften the throttle connection line depending on his or her tastes. Both maps still have full power but it’s mainly the opening feeling that differs.

BMW SRR Dash Details
2019 BMW S 1000 RR

The ABS can be dynamic working in unison with the new tiny six axis IMU or can be manually adjusted with four different settings. It is lean angle dependent which makes it much more sensitive to condition changes.

BMW SRR Dash Details
2019 BMW S 1000 RR
Engine Brake

Four settings allow the rider to let the bike back into the corner or enter with a freer feeling which is once again a great offering and one of the most important ones when it comes to on the limit lap times.

BMW SRR Dash Details
2019 BMW S 1000 RR
Shift Pro Assist

Standard on most bikes now allows clutch-less shifts up and down the box with auto rpm speed matching, just like MotoGP.

Hill Start

This year sees the introduction of hill start assist, which I guess could be useful.

BMW SRR Static
2019 BMW S 1000 RR
Launch Control

I didn’t use it at the launch, but if the old model is any thing to go by it will be fun to play with.

The rest of the package

There’s a lot more depth than the important items above but if you are serious at putting a new RR in your shed, I suggest you go to the dealer and have a play with the system. There’s different dash lay outs, cruise control, heated grips, connectivity, in fact that many goodies you will never be bored again.

BMW SRR Dash Details
2019 BMW S 1000 RR

The Chassis

A lot of lessons have been learned by BMW Motorrad’s involvement in racing particularly over the last nine years. World Superbike races, Superstock World Championships, national championships and countless club races have been won on the old bike making it one of the most successful motorcycles over the period.

BMW SRR Steve Martin Forks
2019 BMW S 1000 RR

There was always an underlying issue though, and I know this from my seven years spent working as a development rider for the BMW factory.

BMW SRR Stripped
2019 BMW S 1000 RR

The frame was always too stiff, causing chatter and lack of bump absorption when at ten-tenths, literally making the suspension work over-time. The later models were a massive improvement, but the DNA of the old frame remained, until now.

BMW SRR Stripped
2019 BMW S 1000 RR

With the complete redesign came a new chassis and swing-arm built specifically to put right the issues of the past.  The engine is now part of the equation being a stressed member, it helps tie the feel of the new RR together. BMW call the new chassis a flex-frame, with absorption being a big part of its job. Not only from road conditions but also different frequencies created from engine rpm and vibration.

BMW SRR Shifter Details
2019 BMW S 1000 RR

The lighter alloy twin-spar frame has an all new one-piece swing arm with an underslung brace, as seen on most MotoGP bikes.

BMW SRR Swingarm Details
2019 BMW S 1000 RR

Apart from looking neat it gives a lot more room in and around the shock, making it easier to remove or change a spring when things get serious.

BMW SRR Swingarm Details
2019 BMW S 1000 RR

The shock is also moved away from the engine’s heat which helps to keep it cooler.

BMW SRR SubFrame Details
2019 BMW S 1000 RR

Change of partner

Sachs fork and shock packages adorned the S 1000 RR right from the start, but this has all changed for 2019 with Marzocchi becoming their new partner. Its not just change for the sake of change though, with BMW using a shim stack front and rear that works alongside an electronic adjuster that is linked into the ECU on its Dynamic Damping Control equipped machines (like the M).

BMW SRR Shock DDC Details
2019 BMW S 1000 RR

It is a complete departure from the old Sachs system which used an electronic valve that opened and closed its size to alter damping. The new system is like riding around with a screwdriver attached to the clickers that can be set, or be continually adjusted in dynamic mode.

BMW SRR Fork Caps Dash Details
2019 BMW S 1000 RR

Brakes have moved away from Brembo to an American made Hayes caliper. It was chosen blindly by the BMW test team after a rigorous testing program. I still can’t get a believable answer as to why. A Nissin master cylinder is used to apply the pressure to those Hayes calipers. Just to keep everyone happy there’s a Brembo rear caliper.

BMW SRR Forks Brakes Details
2019 BMW S 1000 RR


You can forget that familiar feeling if you are a current owner of an S 1000 RR as this machine is completely different. The rider gets a feeling of sitting in the machine rather than on top, as I felt was the case with the old bike, and the bars are set a little wider than the previous bike.

BMW SRR Steve Martin
2019 BMW S 1000 RR

The new TFT dash is a master piece to look at and has really updated the cockpit to give it a modern feel. The integration of the available rider aids with the new switch blocks works well and is pretty self-explanatory.

BMW SRR Dash Details
2019 BMW S 1000 RR

Heated grips are easy to find and activate, as is the cruise control. BMW have spent a lot of time making user friendliness a high priority.

BMW SRR Forks Details
2019 BMW S 1000 RR

Ok, but what’s it really like?

Estoril in Portugal was the idealic setting to test the bike and a day blasting around the twists and curves of the ex-GP circuit was a great way to get a taste of the bike and the improvements made.

BMW SRR Steve Martin Estoril
2019 BMW S 1000 RR

We got four sessions on track with session one a great introduction run. Jurgen Fuchs (BMW test pilot) lead us for a seven-lap run around the Estoril circuit which was a great way to show us the lines and find our way around.

BMW SRR Steve Martin
2019 BMW S 1000 RR

The comprehensive electronics system was on a pre-set Race Pro 1 map which erred on the safe side with plenty of intervention giving me a safe feeling.

The traction control set on positive three took control of the bikes power and kept things calm and muted. We had to follow Jurgen but the first impressions were good. The engine is ultra-smooth, and the extra torque was apparent, especially at learning track mode speed.

BMW SRR Steve Martin
2019 BMW S 1000 RR

The throttle connection was perfect and there was no discernible feeling or glitch at around that magic 9000 rpm cam changing point. We were on the standard Bridgestone S21 tyres for this part of the day, and they were unfortunately the weak point of the bike.

BMW SRR Steve Martin
2019 BMW S 1000 RR

Being a 10 percent track tyre and more of a sports-touring tyre, I was unable to really get much feedback from the bike. What I could feel though was just how natural and neutral the bike felt, from an initial point of view.

The other positive was with the level of wheel-spin we were getting, I was able to give the traction system a good work out. As expected it worked extremely well and caught every near high-side moment I had, and I had a few…

BMW SRR Steve Martin
2019 BMW S 1000 RR

Even with the OEM tyres the RR turned on a dime and made the apex every time. There was no excuse for not liking the set up or the way it felt because if you didn’t like the way it went into a corner, you could just change it with a few tweaks on the dash.

After another session some Bridgestone soft production slicks were fitted and my face of desperation turned to one of joy. Oh my, how a little bit of grip can change things. Literally the bike was on rails with the change of tyres, and pushing closer to the limits became enjoyable.

BMW SRR Steve Martin
2019 BMW S 1000 RR

I was hitting close to an indicated 299 km/h down the main straight in Estoril and loving it. The standard front brakes were certainly getting a work out and there was some fade, I guess not many people will be decelerating the stock bike again and again from 300 without race pads all that often…

The feel from the brakes was quite good though, with progression and lever feel letting me brake right to the mid-point of the turn, like I would on a superbike.

BMW SRR Steve Martin
2019 BMW S 1000 RR

There’s a tight chicane about half way round the circuit, with a quick change of direction at slow speed that would have a lot of bikes feeling a little uncomfortable, but once again the Beemer was a cinch to ride and made it easy to take the line I wanted. It went through the change of direction with complete stability. This was the M package bike with those sexy carbon rims though, and they no doubt played their part with the agility of the package.

BMW SRR Rim Carbon Details
2019 BMW S 1000 RR M with carbon rims was the machine ridden by Steve

The new rear end has a different layout to the old bike and a different link ratio that lets a relatively soft 6.5 kg spring be used. With the Bridgestone rear slick, I didn’t have any problem at all, no slides, no spinning and it was very stable. I would have liked to try it with a Pirelli slick, one I know well, to see what happened when it did let go, but that will have to wait until next time.

BMW SRR Steve Martin Power
2019 BMW S 1000 RR

It was a little soft in the front for very hard brakers, but a switch to the Pro 3 map, and some stiffer compression settings helped a bit. There was scope to put pre-load on the front, and I would have done that next, but time didn’t really allow for it. The chassis was very good, and an improvement in turning over the old bike was obvious.

I found that I didn’t have to worry about what the bike was doing when I was riding, just enjoy my riding and focus on my lines, and that is the sign of a good bike. Its stability is excellent, and the suspensions more conventional shim stack system was a definite improvement, especially if you plan on hitting the track.

BMW SRR Steve Martin
2019 BMW S 1000 RR

The engine feels fast, and with the extra torque I found I could use a higher gear than normally one would think. I didn’t get the chance to ride it on the road at all, but if you like riding through the hills and on the track, this new RR will no doubt be a great choice.

At the end of the day the new RR is good, we all knew it was going to be from the start. It’s got all the right DNA to be a great road bike, through to a WSBK winner once sorted in race trim. It is also comfortable and user friendly with all the gizmos ever invented, and then some.

2019 BMW S 1000 RR

The S 1000 RR is a bike made to dominate the road going superbike scene for the next ten years, sort of like they did with the K46. Can it win a world championship in the future? Well that’s just a matter of money, but the answer is probably yes.

BMW SRR Steve Martin mono Finger
2019 BMW S 1000 RR
2019 BMW S 1000 RR Specifications
Capacity 999
Bore/stroke 80/49.7
Output 152/207
at engine speed 13,500
Torque 113
at engine speed 10,500
Type Water-cooled in-line 4-cylinder engine
Compression/fuel 13.3:1 / RON 95+ (knock control; rated output with 98 RON)
Valvetrain 16-valve, DOHC, ShiftCam Variable, 33.5mm in, 27.2mm ex
Throttle Bodies 48
Engine control BMS-O
Alternator 450
Headlamp LED low beam twin headlamp in free-form technology
LED high beam free-form surface/modular design
Power transmission – gearbox
Clutch Multi-plate anti-hop wet clutch, mechanical
Gearbox Constant mesh 6-speed gearbox
Primary ratio -1.652
Transmission ratios -2.647
Rear wheel drive Chain
Secondary ratio -2.647
Frame Aluminium composite bridge, self-supporting engine
Front Suspension 45mm USD forks, slide tube diameter, fully-adjustable, 120mm travel, DDC
Rear Suspension Aluminium underslung swing-arm with central spring strut, fully-adjustable, 117mm travel, DDC
Wheel castor mm 93.9
Wheelbase mm 1441
Steering head angle ° 66.9
BMW S 1000 RR
Brakes Front Twin 320mm disc, radial 4-piston fixed calipers
Rear Single 220 mm, single-piston floating caliper
ABS BMW Motorrad ABS Pro
(part integral, disengageable)
Traction control BMW Motorrad DTC
Wheels Standard: Die-cast aluminium wheels
Forged aluminium wheels as part of Race Package option
Carbon fibre wheels as part of M Package option
Tyres Front 3.50 x 17″
Rear 6.00 x 17″
Front 120/70 ZR17
Rear 190/55 ZR17
Dimensions and weights
Total length mm 2073
Total width with mirrors mm 846
Seat height mm 824
kg Standard: 197
Fuelled with Race Package option 195.4,
with M Package option 193.5
Permitted total weight kg 407
Fuel tank capacity L 16.5
Performance figures
Fuel consumption (WMTC) l/100 km 6.4
CO2 g/km 149
Acceleration 0-100 km/h 3.1
Top speed km/h 200

2019 BMW S 1000 RR


2019 BMW S 1000 RR

Source: MCNews.com.au

Interview | Peter Hickman on the 2019 BMW S 1000 RR

Peter Hickman on the 2019 BMW S 1000 RR

With Steve Martin

Peter Hickman knows a thing or two about BMW’s S 1000 RR, having raced and won the very prestigious IOM TT last year on the Smiths Racing BMW, and smashing the outright Mountain Course lap record along the way.

Peter Hickman
Peter Hickman with some TT silverware and celebrating his amazing 135.452 mph lap

He’s also pretty darn good on the short circuits too was the fastest BMW rider in British Superbike, and is known as a rider that can give good feedback and input back to the team. That, in my opinion, is why BMW gave him the opportunity to try out the 2019 BMW S 1000 RR as early as last year. When Hicky speaks, people listen, and that’s why we wanted to hear his thoughts on the new 2019 S 1000 RR.

Peter Hickman
Peter Hickman – BSB 2018 at Snetterton

Peter Hickman Interview

Steve Martin: Firstly, the 2018 model was a pretty impressive machine and one you’ve had great success on, but nothing’s perfect, what do you think its weak points were?

Peter Hickman: “Like you say everything has its weak points. The BMW has always been strong in a straight line, both with engine power and on the brakes.

“For me its weak point was always the chassis, it was very rigid, so the slightest of changes to either the chassis, air/track temperature, or even tyres made big differences to the bike. This made it hard to get set up. It was also a bike that never finished the corners so well.”

Peter Hickman on his way to victory at the 2018 Isle of Man Senior TT
Peter Hickman on his way to victory at the 2018 Isle of Man Senior TT

Steve: You’ve cut some laps now on the new road bike, what’s your initial impression

Peter Hickman: “I rode a pre-production model last year and I loved it. Coming to Estoril has just cemented that feeling for me really. The bike is so easy to ride for a start, yet has more power and BMW have engineered more flex into the chassis, so overall, it’s everything I was asking for!”

Macau GP Peter Hickman
Peter Hickman at the 2018 Macau GP

Steve: The two bikes look completely different but what about the feel, what’s the biggest difference between the two.

Peter Hickman: “Where to start? It still feels like a BMW, which I think is great. Ergonomically it’s very different however, you sit in the bike more than the old S 1000 RR. I’m a tall rider and the bike is very small, but even with these two facts I fit on the bike no problem.

“This bike gives a very positive feeling for me, when I ask it to do something it does it. As a racer riding ‘normal’ road bike this was very impressive, they usually feel all soft and sloppy, I didn’t get that feeling from the new RR.”

Ulster Grand Prix Peter Hickman
Peter Hickman at the 2018 Ulster Grand Prix

Steve: Has the 2019 given riders and teams more scope to cut lap times especially in a more standard guise.

Peter Hickman: “Absolutely it has, especially as a road or superstock race bike. I really think with what BMW have brought to the table it’s going to take all racing to another level.”

Peter Hickman
Peter Hickman – 2018 Senior TT winner

Steve: I’ve heard from inside BMW that on the same day, same tyres, same rider, the new bike’s about a second quicker in street trim what do you think?

Peter Hickman: “Interesting you should ask, because I was the rider who did this test! Ha! It was at Cartagena last year, Pirelli slicks on both bikes. I managed a 1m38.8sec lap on the 2018 S 1000 RR, I did a five-lap run, came into the pits and jumped straight onto the new bike without talking to anyone and did the same five-lap run.

“When I came back in they asked me what I thought, I felt that the new bike was easier to ride but I wasn’t sure there would be a major difference in lap times. Turns out I did a 1m37.4 on the new bike! Which is a huge difference! And to put that into perspective the best time I’ve done on my 2018 Superbike last year was a low 1m33, so four seconds on a road bike is impressive!”

Peter Hickman at Ballaugh Bridge
Peter Hickman at Ballaugh Bridge – TT 2018

Steve: Electronics on the road RR were always good but how close is the latest system to the race versions”

Peter Hickman: “They’ve worked hard on this. They’ve made it much more adaptable like a race bike. For example, the traction control and anti-wheelie control run on separate systems now, which means you can have traction control out of the corner without hindering performance on the final part of the exit because it thinks it’s doing a wheelie when it isn’t.

“I need more laps to play more and understand but so far, I found it easy to use and really rider friendly, something most road bikes struggle with!”

Peter Hickman
Peter Hickman – Senior TT Winner 2018

Steve: Hicky thanks for your time, now go win some races.

Ulster Grand Prix Peter Hickman Superstock
Peter Hickman – Ulster Grand Prix 2018

Source: MCNews.com.au

Interview | BMW S 1000 RR Engineer Claudio De Martino

Chief Engineer of the 2019 BMW S 1000 RR

With Steve Martin

BMW S RR Design
BMW Motorrad Design

Claudio De Martino reminds me Patrick Swayze in the movie ghost, where he is moulding clay adding passion and love in the background, making sure all is good. As chief engineer he’s definitely one of the ideas men behind the S 1000 RR project and like everyone involved he knows how to punt one of the new S 1000 RR machines pretty damn fast. We caught up with him at the Estoril launch of the new 2019 model for a chat.

Claudio De Martino Interview

Steve Martin: Thanks Claudio for taking the time to talk to us, first of all how long did it take to develop this bike?

Claudio – “So, we have different phases, and the complete phase for developing is 46 months, but the previous phase is to define for example the configuration of the engine, which way the counter-shaft rotates, how many cylinders and so on. This is before you define it, and then 46 months from that point to production.”

BMW S RR Design
BMW Motorrad Design

Steve: When you were looking at this bike, basically the engine is a clean slate, a clean sheet, was there any time that you guys considered making it a big bang style motor.

Claudio – “Yes, we considered, but we are BMW and we always have the highest peak power, and with the big bang it’s not possible to do peak power, so we decided to stay on the screamer.”

Steve: Why not a counter rotating crank then?

Claudio – “Because we avoid additional excess, this part also has weight and will cost some horsepower, and so we decided to have maximum horsepower, and the result is only possible with a screaming four, and normal rotating crankshaft.”

BMW SRR Engine Cutaway Details
2019 BMW S 1000 RR

Steve: When you sat down what was the target going to be? How much faster did it need to be than the 2018 bike?

Claudio – “It’s important to have big and strong goals which everyone can keep in mind, and we said of course our bike the 2017 and 2018 was a benchmark, and we said one second faster on the lap, easier to ride, feeling comfortable. But one second was the major goal and every decision we had to make we asked ourselves, is it supporting our goal, makes us faster, makes us lighter. So, a major goal was going that one second faster.

“How did we reach? We checked every part, somebody said OK, to be one second faster we had to be more than 10kg lighter, if we have to be 10kg lighter to reach our goal, what do we have to change, and at least it was everything.”

BMW SRR Intake AirBox
2019 BMW S 1000 RR

Steve: There’s a lot of new technology put into this bike, especially with the valve train.

Claudio – “The valve train is also helping us to make the compromise from more horsepower at high revs and of course a good torque curve, in mid-range and at low rpm. So sometimes it’s easy to have more peak power, but you lose a lot of torque and we have now this combination and for me, I liked always to explain for the rider its necessary to know what he gets when he opens the throttle.

“This is the same if you open at 5500rpm, 7000, 9000, 11000, you always get more than 100Nm [of torque] and it’s easy for you to control. You don’t have any area where there’s a big jump of the torque curve and you get a big surprise or trouble.”

BMW SRR Engine Dyno Power Torque
2019 BMW S 1000 RR

Steve: You’ve changed a lot of different partners this year, gone away from Brembo brakes, which you’ve had in the past, you’ve got Hayes brakes on the front now, and you’ve also got the Marzocchi suspension – you’ve gone away from the Sachs, what was the reasoning behind that?

Claudio – “At the beginning we wrote down on a letter, what we’d like to have for the next model, so this was a new spec for each part, we went to different suppliers asked them can you deliver this, they said yes OK we can do it.

“Then there was a big shoot out where we compared the parts, with experienced riders. They didn’t know what was mounted, they only thought about the feeling, and at least we took the one who supported our goals the most. In this case with choosing the suppliers we’re quite happy with this.”

BMW SRR Forks Brakes Details
2019 BMW S 1000 RR

Steve: I guess the big difference in this suspension, compared to the old electronic suspension, the old one had car valves in it, but this has a conventional shim stack in there. How does that work and why the change?

Claudio – “Exactly, the big change is the car valve was the first generation, we put a lot of currency into the car valve to find out function, but when we reviewed the system, we said what does a racer need? He needs good feeling for the bike, and the conventional parts, they give very good feel, or a known feeling, so we thought to combine these two technologies, and at least we have separated conventional part and an additional electronic part.

“On the race track, more than 90 per cent you work on the conventional part, and that’s what you feel, and the confidence for the bike. On the road, with a passenger, there the electronics increase. So, on the race track it’s nearly conventional. And of course, every specialist, can open this system, can adapt it to your weight, your riding style and it will be fine for the customer.”

BMW SRR Shock DDC Details
2019 BMW S 1000 RR

Steve: I guess that’s the other thing about this bike, you don’t need special tools to work on it. You can adjust everything from the dash. So, the TFT dash must have taken a long time to sort that out.

Claudio – “Yea it’s new technology and it offers a lot of possibilities, you have to have good heads who can write down what must be the requirements, and after all we have a lot of experience with these systems now, so it offers a wide range for personal adjustment and this is in combination with the dash and with the menu, it’s outstanding.”

BMW SRR Dash Details
2019 BMW S 1000 RR

Steve: Let’s talk about the frame, when I was involved developing the old frame, we had lots of special frames before the current unit was chosen, what was the process this time around.

BMW SRR Stripped
2019 BMW S 1000 RR

Claudio – “So, the frame is also a result of reviewing the old bike, everybody knows the shape with the stable connection between steering head and swing pivot. We put some material in the engine, but it’s also four kilogram lighter – the engine, so the engine took more rigidity and more stability.

“The frame when you look the shape, you have the shortest way the direct connection to the mounting points in the front, and in the rear, we call it a doughnut, it’s a very stable, one part hollow casted, which is also fixed four times to the engine, in between these areas. They take also some work for the flex, but we can define the flex by the thickness of the material.

“So, there was some areas to play, also there was some simulation testing and then we defined the shape, the thickness, and it also offers us the possibility to move the knees very narrow. With the old shape of the frame, it was not possible to have this feeling like a V4, we liked to have it like one of our competitors and we would push the knees inside, inside. This frame will help us to reach that.”

BMW SRR Stripped
2019 BMW S 1000 RR

Steve: This bike is obviously made to win WSBK and be competitive in near standard form for the track day competitors, what about the road guys out there? Some of your competitors are bringing out 1100cc versions, are you planning anything like that, or have you thought about it how this bike can compete with an 1100cc.

Claudio – We have BMW shift cam, it’s our secret weapon.

BMW SRR Engine Cutaway Details
2019 BMW S 1000 RR

Steve: Thanks Claudio.

2019 BMW S 1000 RR

Source: MCNews.com.au

BMW Motorrad WorldSBK Team show off their new livery

BMW Motorrad WorldSBK Team

Images by 2Snap/GeeBee

BMW Motorrad WorldSBK Team

Overnight Tom Sykes and Markus Reiterberger lifted the covers on the brand new BMW S 1000 RR machines that they will campaign in the 2019 WorldSBK Championship.

BMW Motorrad WorldSBK Team

With swathes of red and blue running through the matte white finish machine it has been designed along the lines of traditional BMW M Motorsports liveries.

BMW Motorrad WorldSBK Team

Sykes and Reiterberger also tested alongside their WorldSBK combatants at Portimao yesterday with Sykes finishing sixth fastest, 1.391-seconds behind the WSBK benchmark set at the test by Jonathan Rea on qualifying tyres.

BMW Motorrad WorldSBK Team

Sykes was surprised by how close they were with the new bike, considering they are still in their development phase.

WSBK Test Jan Portimao Tom Sykes SnapGeeBee
BMW Motorrad WorldSBK Team – Tom Sykes

Markus Reiterberger, who worked on the geometry of the bike and on testing different tyres, and finished tenth overall.

WSBK Test Jan Portimao Markus Reiterberger SnapGeeBee
BMW Motorrad WorldSBK Team – Markus Reiterberger

After their sixth day on track with the new BMW S1000RR, the BMW Motorrad WorldSBK Team next head to Australia for further tests ahead of the WorldSBK Championship season opener at Phillip Island on the weekend of February 24.


BMW Motorrad WorldSBK Team


BMW Motorrad WorldSBK Team


BMW Motorrad WorldSBK Team


WSBK Test Jan Portimao Tom Sykes SnapGeeBee
BMW Motorrad WorldSBK Team – Tom Sykes


WSBK Test Jan Portimao Markus Reiterberger SnapGeeBee
BMW Motorrad WorldSBK Team – Markus Reiterberger

Source: MCNews.com.au

Power is king for 2019 motorcycles

The latest model releases from the two recent motorcycle shows in Milan and Cologne prove that power is still king in the two-wheel world.

A new road leader has emerged and some older models have been pushed down the order.

The list of the most powerful is still dominated by the track-only Kawasaki H2R at 240kW.

[embedded content]

New road king

However, the new king of the road-registered bikes is the 2019 Ducati Panigale V4R.

With 162kW of power it leapfrogs Honda’s RC213V-S which rates 158kW with a track kit, equal to the MV Agusta F4RC.

The V4R has been homologated so Ducati can go World Superbike racing again, so it is 998cc, not 1103cc.

Despite having fewer cubes, it has more poke.

Two bikes joining the top 10 are the updated BMW S 1000 RR with ShiftCam technology and 152kW, plus the 2019 Suzuki GSX-R1000 R1 in 10th place with 150kW.

BMW S 1000 RR slims down
2019 BMW S 1000 RR

Anyone who says power isn’t everything hasn’t twisted the throttle on a powerful sports bike.

Unfortunately, the only places left to experience these bikes is on unlimited-speed roads, at track days and in that all-important 100m traffic light drag.

There may not be many places left to experience the full power of some of the world’s most powerful bikes, but it’s always good to know the power is there.

So we’ve complied three lists of currently available new sports bikes with the most power, the most torque and with the highest power-to-weight ratio.

We have used factory supplied power and wet weight figures for Australia. The figures may vary slightly for some other countries.

For interest’s sake, we have also included at what revs they achieve peak power and torque to give you an indication of where they get most of their thrust.

Talk the torque

Yamaha V-Max
Gruntmeister Yamaha V-Max

While the kings of power are important, torque is that thrust in the chest at the starting line that we all love.

The king of grunt is still the brawny Yamaha V-Max. Kawasaki isn’t far behind with its forced-induction models and the normally aspirated Kawasaki ZX-14R.

If you were to include cruisers, Triumph’s 2.3-litre triple would be the undisputed king with 203Nm of stump-pullling grunt and several other cruisers would also rate high, including Harley’s Milwaukee Eight 114-cube FXDR which makes 162Nm.

Power and torque are meaningless if your bike is a porker like the 310kg V-Max. So we’ve also compiled a list of the best power-to-weight ratio sports bikes.

Again the winner is the Kawasaki H2R track-only weapon which has more kilowatts than kilograms for a power-to-weight ratio of 1.11. That compares with the V-Max at 47ptw.

So if you want a lithe sports bike with a good mix of heady power and gut-crunching grunt, Kawasaki should be your first port of call, or go to your local performance shop for a supercharger or turbocharger.

Honda RC213V-S road-legal MotoGP bike
Honda RC213V-S


1 Kawasaki H2R: 240kW

2 Ducati Panigale V4R: 162kW

3 Honda RC213V-S: 158kW

3 MV Agusta F4RC: 158kW

Leon Camier will race the MV Agusta F4 RC
Leon Camier with the F4 RC

5 Ducati Panigale V4: 157.5kW

6 Kawasaki ZX-14R: 154.5kW

7 Kawasaki ZX-10R: 154.4kW

8 BMW S 100-0- RR: 152kW

9 Ducati 1299 Panigale, S: 150.8kW

10 Suzuki GSX-R1000 : 150kW


1 Yamaha V-Max: 166.8Nm

2 Kawasaki H2R: 165Nm

3 Kawasaki ZX-14R: 162Nm

4 Suzuki Hayabusa: 155Nm

2017 Suzuki Hayabusa in new colours

5 Kawasaki H2: 154Nm

6 Ducati 1299 Panigale, S: 144.6Nm

7 Ducati 1299 Panigale, R: 136.2Nm

8 Ducati Panigale V4: 124Nm

9 Honda RC213V-S: 118Nm

10 Suzuki GSX-R1000: 116.7Nm


1 Kawasaki H2R: 1.11ptw

2 Honda RC213V-S: 0.91ptw

Ducati Panigale V4 S: 0.90ptw

3 MV Agusta F4RC: 0.90ptw

5 Ducati 1299 Panigale, R: 0.82ptw

6 Ducati 1299 Panigale, S: 0.79ptw

7 Aprilia RSV4 RR, RSV4 RF: 0.77ptw.

7 BMW S1000RR: 0.77ptw.

9 Kawasaki ZX-10R: 0.76ptw

10 Suzuki GSX-R1000: 0.74ptw.

10 Yamaha R1 / R1M: 0.74ptw

Aprilia RSV4 1100 Factory slims
2019 Aprilia RSV4 1100

TECH SPECS (alphabetical)

  • Aprilia RSV4 RR, RSV4 RF: 149.8kW (201hp) @ 13,000rpm, 115.4Nm @ 10,500rpm, 193kg, 0.77ptw.
  • BMW S1000RR: 152kW @ 13,500rpm, 113Nm @ 10,500rpm, 197kg, 0.77ptw.
  • Ducati 1299 Panigale, S: 150.8kW (205hp) @ 10,500rpm, 150.8Nm @ 8750rpm, 190kg (R), 0.79ptw.
  • Ducati 1299 Panigale, R: 150.8kW (205hp) @ 11,500rpm, 136.2Nm @ 10,250rpm, 184kg (R), 0.82ptw.
  • Ducati Panigale V4 S: 157.5kW (214hp) @ 13,000rpm, 124Nm @ 10,000rpm, 174kg, 0.90ptw.
  • Honda RC213V-S (track only sports kit): 158kW @ 13,000rpm, 118Nm @ 10,500, 172kg, 0.91ptw.
  • Honda CBR1000-RR: 134kW @ 12,000rpm, 112Nm @ 8500rpm, 195kg, 0.68ptw.
  • Kawasaki H2R (track only): 240kW (326PS) @ 14,000rpm (maximum power with Ram Air), 165Nm @ 12,500rpm, wet weight 216kg, 1.11ptw
  • Kawasaki Ninja H2: 147.2kW (200ps) @ 11,000rpm, 154.5Nm @ 10,500rpm, 238kg, 0.61ptw.
  • Kawasaki ZX-10R: 154.4kW (209.9PS) @ 13,000rpm (Ram air), 112Nm @ 11,500rpm, 201kg, 0.76ptw.
  • Kawasaki ZX-14R: 154.5kW (210PS) @ 10,000rpm (Ram Air), 162Nm @ 7500rpm, 268kg, 0.57ptw.
  • MV Agusta F4RR: 146.6kW (200.8hp) @ 13,600rpm, 111Nm @ 9600rpm, 202kg, 0.72ptw.
  • MV Agusta F4 & F4R: 142.3kW @ 13,400rpm, 110.8Nm @ 9600rpm, 203kg, 0.70ptw.
  • MV Agusta F4RC: 158kW with race kit (205-212hp) @ 13,600rpm, 115Nm @ 9300rpm, 175kg (with kit), 0.90ptw.
  • Suzuki GSX-R1000: 150kW (201bhp) @ 11,500rpm, 116.7Nm @ 10,000rpm, 202kg, 0.74ptw.
  • Suzuki Hayabusa: 145kW (194.4bhp) @ 9500rpm, 155Nm @ 7200rpm, 266kg, 0.54ptw.
  • Yamaha R1 & R1M: 147.1kW (200PS) @ 12,000rpm, 112.4Nm @ 11,500rpm, 199kg, 0.74ptw.
  • Yamaha V-Max: 147.2kW (200PS) @ 9000rpm, 166.8Nm @ 6500rpm, 310kg, 0.47ptw.

Source: MotorbikeWriter.com

2019 BMW S 1000 RR | New 207hp engine | 11kg lighter

A decade after BMW’s S 1000 RR first debuted and shocked all of us with its next level engine performance as we tasted its power for the first time at Portimao, BMW have re-imagined their flagship sportsbike for model year 2019.

2019 BMW S 1000 RR

The headline figures for this new third-generation S 1000 RR are 207 horsepower at 13,500 rpm and a wet weight (with 16.5 litres of fuel) listed as 197 kg in base form, and as low as 193.5 kg with the M package option.

BMW S RR Motorsport LHF
2019 BMW S 1000 RR

In base form the 2019 S 1000 RR is 11 kilograms lighter than its predecessor.

Claimed torque is 113 Nm at 10,500 rpm and the engine itself is 4 kg lighter than the previous donk.  Maximum engine speed is rated at 14,600 rpm and BMW claim that the new engine has more grunt across the entire rev range. 

BMW S RR Engine
2019 BMW S 1000 RR

Combined with a new suspension package and even more comprehensive suite of electronics BMW claim the new bike is ‘at least one-second faster than its predecessor’. 

BMW S RR Action
2019 BMW S 1000 RR


• 4 kg lighter, newly developed 4-cylinder in-line engine with BMW ShiftCam Technology for variation of valve timings and valve strokes on the intake side.
• Increased output and torque: 152 kW (207 hp) (in the USA: 151 kW (205 hp)) at 13 500 rpm and 113 Nm at 11 000 rpm.
• At least 100 Nm of torque from 5,500 to 14,500 rpm.
• Effort-saving, linear torque curve: further improved ridability and controllability due to increased torque in the lower and medium engine speed range.
• Newly developed suspension featuring Flex Frame, with the engine taking on more of a load-bearing function.
• Significantly improved ergonomics due to Flex Frame.
• Refined suspension geometry for further improved handling, increased traction and crystal-clear feedback in the threshold range.
• Further developed electronic damping adaptation Dynamic Damping Control DDC with new valve generation as an optional equipment item.
• New rear wheel suspension weighing 300 g less than before with Full Floater Pro kinematics.
• Weight reduction of 11 – 14.5 kg to 197 kg when fully fuelled (DIN unladen) and 193.5 kg with M Package.
• New exhaust system weighing some 1.3 kg less, with front silencer.
• New 6-axis sensor cluster.
• Further developed Dynamic Traction Control DTC as standard
• DTC Wheelie Function as standard.
• Adjustable (+/- shift) DTC Wheelie Function as an optional equipment item.
• Engine brake function, adjustable.
• ABS Pro for increased safety when braking, also in banking position, as standard.
• New riding modes “Rain”, “Road”, “Dynamic” and “Race” as standard and “Pro Modes” option with three additional configurable modes “Race Pro 1-3” for optimum individual adaptation to conditions.
• Launch Control for perfect starts comes with “Pro Modes” option.
• Pit Lane Limiter for precise pit lane speeds also included with the “Pro Modes” option.
• Shift Assistant Pro for fast up and down shifting without clutch, standard.
• Shift pattern can easily be reversed. Electronic cruise control as an ex works option.
• New instrument panel with 6.5-inch screen offering excellent readability and featuring a Pure Ride screen as well as three Core screens.
• LED light units all round.
• Turn indicators with new “Comfort Indicator” function.
• Completely newly designed body elements for even more dynamic styling and optimum aerodynamics.
• Two colour schemes for the market launch: Racing Red and Motorsport paint finish.
• Extended range of special accessories and ex-work options.

BMW S RR Action
2019 BMW S 1000 RR

BMW ShiftCam Technology

Not only is the geometry of the intake and exhaust ports further optimised, the 2019 BMW S 1000 RR now also comes with BMW ShiftCam Technology.

2019 BMW S 1000 RR

This system varies the valve timings and valve strokes on the intake side via a two sets of lobes on the camshafts. 

BMW S RR Shiftcam
2019 BMW S 1000 RR

The valves themselves are made of light titanium with the intake items featuring a hollow bore. 

2019 BMW S 1000 RR

A revised intake passage and a new exhaust system that is 1.3 kg lighter likewise contribute to increased overall performance. Ridability and sprint capability benefit from a substantially increased torque across a wide engine speed range.

BMW S RR Engine
2019 BMW S 1000 RR

New Suspension

With the aim of achieving a significant weight reduction, the engine in the new RR now has more of a load-bearing function than was previously the case.

BMW S RR Frame
2019 BMW S 1000 RR

The requirement in designing the new main frame, in addition to improving ergonomics, was to have the force applied directly to the engine structure via the shortest possible paths.

BMW S RR Frame
2019 BMW S 1000 RR

BMW claim that a significant increase in riding dynamics was achieved in the new RR based on the combination of the new riding geometry, optimised wheel load distribution and a substantial weight optimisation.

BMW S RR Action
2019 BMW S 1000 RR

The steering head angle has now been set 0.4° steeper at 66.9°, with the offset of the fork bridges adjusted as necessary. The castor is reduced to 93.9 mm (previously 96.5 mm).

BMW S RR Swingarm
2019 BMW S 1000 RR

At the same time, the wheelbase was extended by 9 mm to 1,441 mm. The length of the new single-section rear wheel swinging arm with underslung sections is 606.6 mm.

BMW S RR Action
2019 BMW S 1000 RR

The new Full Floater Pro kinematics in the rear suspension also contributes significantly to the perceptible increase in suspension performance.

BMW S RR Shock
2019 BMW S 1000 RR

All in all, riders of the new RR will benefit from further improved handling, increased traction and even more transparent feedback in all riding states up to the threshold range.

2019 BMW S 1000 RR – DDC Shock

The next generation of the electronic suspension DDC is available for the new RR as an optional equipment item. Specially developed for the RR, Dynamic Damping Control (DDC) requires no compromises in terms of suspension set-up.

BMW S RR Controller
2019 BMW S 1000 RR

This is made by possible among other things by new valve and control technology. What is more, a shim package is available for selective adaptation when required for ambitious race track riding.

Riding Modes

Four riding modes as standard and three more as part of the “Pro Modes” option for optimum adaptation. For ideal adaptation to varied conditions of use, the new RR is fitted with the four modes “Rain”, “Road”, “Dynamic” and “Race” as standard.

BMW S RR Motorposrt LHS
2019 BMW S 1000 RR

For those who wish to delve deeper into the world of race tracks and motor racing, the “Pro Modes” option offers an additional three riding modes (Race Pro 1-3) that are freely programmable. These enable individual adaptation of the most diverse control functions such as Dynamic Traction Control DTC, ABS and wheelie detection as well as the throttle curve (torque adjustment) and Engine Brake to suit the rider’s own skill level and riding style.

BMW S RR Action
2019 BMW S 1000 RR

Other features that come with the “Pro Modes” option are Launch Control for perfect race starts and the configurable Pit Lane Limiter for exact adherence to speeds in the pit lane. Ultra-fast shifting up and down without the clutch is enabled by HP Shift Assistant Pro, which comes as a standard feature.

BMW S RR Swingarm
2019 BMW S 1000 RR

New Six-Axis IMU

New 6-axis sensor cluster for an unprecedented level of electronic control quality.

The new RR is fitted with ABS Pro and Dynamic Traction Control DTC as standard. In addition to traction control, DTC also includes the DTC Wheelie Function as standard – available as an ex works option and now individually adjustable for the first time.

All control systems have been readjusted for regulation quality and characteristics. While the part integral BMW Motorrad ABS systems already provide a very high degree of performance and safety when braking in a straight line, ABS Pro now takes this a step further to offer increased safety when braking in banking position as well.

2019 BMW S 1000 RR

New 6.5-inch colour TFT screen

The instrument panel of the new RR has also been completely newly developed and is now designed even more consistently for use in supersports racing. In addition to a maximum range of information, the BMW Motorrad developers paid particular attention to ensuring that the 6.5-inch TFT screen provides excellent readability – even in difficult light conditions.

2019 BMW S 1000 RR

The aim was to offer the rider individually tailored screen displays for different uses. The Pure Ride screen shows all the information required for regular road use while the three Core screens are designed for use on the race track, with the rev counter displayed in analogue form (Core 1 and 2) or else as a bar chart (Core 3), for example.

2019 BMW S 1000 RR

Alongside the digital display of speed, revolutions per minute, selected mode, settings for ABS Pro, DTC and DDC and the menus, it is also possible to access the following wide range of information on the screen (depending on the options fitted), for example

• Current banking position, left/right.
• Maximum banking position achieved, left/right.
• Current deceleration in m/s2 .
• Maximum deceleration achieved in m/s2 .
• Engine speed reduction by DTC.
• Speed warning (“SPEED” appears when a previously defined speed is exceeded).
• Average speed.
• Average fuel consumption.
• Trip 1 and 2.
• Remaining range.
• Total kilometres.
• Fuel tank fill level.

For riders using the new RR on the race track, the new instrument cluster offers additional and highly interesting data which can be accessed in a variety of screen display formats:

• Lap time and lap distance.
• Lap-specific speeds (min, max, average).
• Active mode per lap.
• DTC adjustment value per lap.
• Banking angle, left/right.
• Maximum banking positions, left/right per lap.
• Maximum DTC torque reduction per lap.
• Maximum deceleration per lap.
• Number of shifts per lap.
• Average throttle grip position per lap.
• Total laps, total riding time and total distance.
• Best ever lap.

Ergonomics and Styling

BMW S RR Front Half
2019 BMW S 1000 RR

The new layout of the main frame – as a Flex Frame – has made it possible to create a much leaner fuel tank and seating area trim sections for further improved support and knee grip.

BMW S RR RHF Motorsport
2019 BMW S 1000 RR

What is more, optimised contact surfaces and a newly defined ergonomic triangle between the handlebar ends, seat surface and footrests makes for optimum ergonomics.

2019 BMW S 1000 RR

Meanwhile, completely newly developed bodywork features ensure the new RR is instantly recognisable as a new model. This is supported by the dynamic design featuring a colour scheme with two individual characters: Racing Red and Motorsport paint finish.

BMW S RR Motorsport RHF
2019 BMW S 1000 RR

Option Packages

• M Package: Pro Mode, Motorsport paint finish, M carbon fibre wheels, M light weight battery, M sport seat, M chassis kit with rear ride height adjustment and swingarm pivot.

• Dynamic Package: Next generation Dynamic Damping Control DDC, heated grips, cruise control.

• Race Package: Pro Mode, M forged wheel, M light weight battery, M chassis kit with rear ride height adjustment and swingarm pivot.

BMW S RR Action
2019 BMW S 1000 RR

BMW aiming for WorldSBK Title

A new BMW Motorrad WorldSBK Team will enter WorldSBK in collaboration with Shaun Muir Racing and with a well-known rider pairing: 2013 Superbike World Championship winner Tom Sykes (GBR) together with reigning Superstock 1000 European champion and three-times IDM champion Markus Reiterberger (GER).

With the BMW Motorrad WorldSBK Team and the cooperation with Shaun Muir Racing, BMW Motorrad is significantly expanding its engagement in the WorldSBK. At the same time, BMW Motorrad will continue its successful customer racing program in numerous other national and international racing series.

What do you think of BMW’s effort? Please comment below.

BMW S RR Front
2019 BMW S 1000 RR

Technical specifications

BMW S 1000 RR
Capacity cc 999
Bore/Stroke mm 80/49.7
Output kW/hp 152/207
@ Engine Speed rpm 13500 
Torque Nm 113
@ Engine Speed rpm 10 500
Type Water-cooled in-line 4-cylinder engine
Compression/Fuel 13.3:1  Premium (super plus) unleaded petrol, octane number 95-
98 (RON) (knock control; rated output with 98 RON)
Valve/Accelerator Actuation DOHC (double overhead camshaft)
Valve activation via individual rocker arms
and variable intake camshaft control system BMW ShiftCam
Valves Per Cylinder 4
Ø intake/Outlet mm 33.5/27.2
Throttle Valve Diameter mm 48
Engine Control BMS-O
Emission Control Closed-loop three-way catalytic converter
Electrical System
Alternator W 450
Battery V/Ah 12 / 8, maintenance-free
Headlamp W LED low beam twin headlamp in free-form technology
LED high beam free-form surface/modular design
Starter kW (0.8)
Power Transmission – Gearbox
Clutch Self-reinforcing multi-plate anti-hopping wet clutch,
mechanically activated
Gearbox Constant mesh 6-speed gearbox
Primary Ratio (1.652)
Transmission Ratios I (2.647)
II 2.091
III. 1.727
IV. 1.500
V (1.360)
VI. 1.261
Rear Wheel Drive Chain
Secondary Ratio (2.647)
Frame Construction Type Aluminium composite bridge frame, self-supporting engine
Front Wheel Control Upside-down telescopic fork, slide tube diameter 45 mm,
spring preload, compression and rebound stage adjustable, DDC
option: damping electronically adjustable
Rear Wheel Control Aluminium underslung double-sided swinging arm with central spring
spring preload, adjustable compression and rebound stage,
DDC option: damping electronically adjustable
Spring Travel, Front/Rear mm 120/117
Wheel Castor mm 93.9
Wheelbase mm 1 441
Steering Head Angle ° 66.9
Brakes Front Twin disc brake, floating,
Ø 320 mm, radial 4-piston fixed calipers
Rear Single-disc brake, Ø 220 mm, single-piston floating caliper
ABS BMW Motorrad ABS Pro
(part integral, disengageable)
Traction control BMW Motorrad DTC
Wheels Standard: Die-cast aluminium wheels
Forged aluminium wheels as part of Race Package option
Carbon fibre wheels as part of M Package option
Tyres Front 3.50 x 17″
Rear 6.00 x 17″
Front 120/70 ZR17
Rear 190/55 ZR17
Dimensions And Weights
Total Length mm 2073
Total Width mm 846
Seat Height mm 824
DIN unladen weight, road ready, fully
kg Standard: 197
with Race Package option 195.4,
with M Package option 193.5
Permitted Total Weight kg 407
Fuel tank capacity l 16.5
Performance figures
Fuel Consumption (WMTC) L/100 km 6.4
CO2 g/km 149
Acceleration 0-100 km/h Seconds 3.1
BMW S RR Lights Glow
2019 BMW S 1000 RR

What do you think of BMW’s effort? Please comment below.