Tag Archives: BMW

2019 BMW R1250RT First Ride Review

The most dramatic change to the 2019 BMW RT is not in its aesthetics, but hidden beneath its valve covers. The stalwart boxer twin powerplant has been emboldened with a technologically advanced variable cam, which has significantly altered the engine’s characteristics. The new cam and the performance that comes with the boost in displacement move the RT further into a sporting realm, which, when married to its long-distance comfort, is an invitation for those who haven’t considered a sport-touring machine to take a serious look.

The new RT (and GS) 1250 represent BMW Motorrad’s first application of the ShiftCam Variable Engine Timing System in production. The new boxer’s overhead cam configuration uses a modified two-position camshaft for the intake valves that has two different rise lobes (one for partial load and one for full load) which controls the amount the intake valves are opened depending upon rpm. From idle to 4,000 rpm the cam rides in the partial load placement, limiting the intake valve stroke, resulting in lower fuel-air flow, which translates to smoother running and more efficient fuel economy. At 4,000 rpm an actuator shifts the camshaft laterally in its cradle, which brings the full load cam lobes into play, allowing for maximum valve lift for full volume flow. Additionally the intake valves are slightly staggered to create a turbulent swirl effect to produce a more efficient and thorough burn for combustion.

The paperwork says the ShiftCam does its magic at 4,000 rpm, however, the torque chart shows a slight lag at around 5,000 rpm, which suggests the shift is actually activated around that point. That said, the shift is virtually indecipherable. The only thing the rider feels is the pleasant, smooth rush of power that unfolds in predictable, consistent delivery all the way to redline. Most people buying the RT will not be riding the bike to its peak performance all the time, but it’s nice knowing it’s there when you want it.

The new system allows a 100-rpm-lower idle speed, reducing vibration. Additionally, the camshaft drive—previously a roller chain—has been replaced by a toothed chain. A knock sensor allows for variations in fuel quality and octane, which is good news for those taking the RT far afield where their normal preferences of fuel may not exist.

The displacement bump, from 1,170cc to 1,254cc, represents a 9 percent increase in horsepower, brimming with 136 hp at 7,750 rpm. That power is spread over a much broader arc with a less dramatic falloff after hitting its peak. For the torque numbers, where the real heart of performance lies, the 2019 RT gets a significant 14 percent boost over the previous year, delivering a lusty 105 pound-feet, which arrives at 6,250 rpm. Two ride modes standard (Rain and Road) help control that power in adverse conditions.

So what’s the visceral, real-world result of these internal changes? Plenty. The new RT has been transformed into a quick-revving machine, with characteristics closer to the response and feel of an in-line four-cylinder than our cherished, throaty boxer. Even the sound has been altered, resonating now with a slightly higher-pitched exhaust note. The horsepower and torque increase along with the broader powerband translates to a more forgiving motorcycle, capable of being lugged along for mellow touring, and then easily and instantly wicked up for some spirited riding.

The RT has a solid, planted footprint with a precise and responsive turn-in. Stability under hard braking is a strong suit, with the linked ABS doing its job without any noticeable oscillation between front and rear wheels. Dual 320mm discs with four-piston fixed calipers on the front are married to a single 276mm disc with dual-piston floating caliper on the rear. Standard equipment includes ASC (Automatic Stability Control) and ABS Pro (with Cornering ABS). Rainfall during the ride provided adequate test of the system, which at varying lean angles works exceptionally well sans any spongy lever feel. It all adds up to practicality and safety while instilling confidence.

Wet weight of 609 pounds (with allowable payload of 483 pounds) is deceptive given the RT’s low center of gravity and evenly distributed bias. Signature Telelever front end (with central spring strut) and cast aluminum single-sided swingarm/shaft drive Paralever system soak up the bumps and smooths out the ride. Available this year for the RT is optional Next Generation D-ESA (Dynamic Electronic Suspension Adjustment), which automatically adjusts front and rear preload.

With an estimated 50 mpg (compared to 47 mpg for the previous model) and a fuel capacity of 6.6. gallons, the RT will deliver a range in the neighborhood of 300 miles (depending on how much restraint can be exercised with this tempting motor).

Aesthetically, the RT sports new cylinder covers and manifold routing, with the header pipes making a somewhat vertical curve to the exhaust pipes. New cast aluminum 17-inch wheels have a sporty design while the bodywork receives a lower spoiler. Seat heights range from high at 32.7 inches, to standard at 31.7 inches, and low at 29.9 inches to accommodate a range of inseams. The headlight is a highly visible LED unit. Auxiliary LED running lights (pictured) are optional.

The RT is equipped with BMW’s Hill Start Pro, which is easily activated with some extra pressure on the front brake lever when stopped. The system applies brakes and holds the machine until the clutch is engaged. It’s a welcome device when stopped on a severe incline or an uneven surface, and especially helpful when fully loaded down and carrying a passenger.

Hydraulically operated clutch mated with the six-speed gearbox render succinct shifts, with the optional Speed Shift Assist allowing clutchless up- and downshifts—a feature easy to get spoiled by.

A host of optional equipment and an equal number of accessories gives RT owners the ability to craft their own unique ride, from Dynamic Braking Control to the 719 kit, which introduces pinstriping and an attractively stitched seat. All told, the 2019 BMW R1250RT maintains its position as a top-tier sport-touring machine that delivers serious performance with long-haul comfort.

Base MSRP is $18,645. The RT is available in Alpine White, Mars Red Metallic/Dark Slate Metallic Matte, and Carbon Black Metallic.

Techical Specifications

MSRP: $18,645
Engine: 1,254cc, liquid-cooled, DOHC 4-stroke flat twin, one balance shaft and variable engine timing system BMW ShiftCam
Transmission/final drive: Constant-mesh 6-speed/shaft
Claimed horsepower: 136 hp (100 kW) @ 7,750 rpm
Claimed torque: 105 lb.-ft. (143 Nm) @ 6,250 rpm
Frame: Two-section frame w/ bolted-on rear frame, load-bearing engine
Front suspension: BMW Telelever w/ central spring strut; 4.7-in. travel
Rear suspension: Cast aluminum single-sided swingarm w/ BMW Paralever adjustable for spring preload, rebound damping; 5.4-in. travel
Front brake: 4-piston fixed calipers, dual floating 320mm discs
Rear brake: 2-piston floating caliper, 276mm disc
Wheels, front/rear: Cast aluminum, 120/70ZR-17 / 180/55 ZR-17
Rake/trail: 25.9˚/4.6 in. (116mm)
Wheelbase: 58.5 in. (1,485mm)
Seat height: High: 32.7/33.5 in., standard: 31.7/32.5 in., low: 29.9/30.7 in.
Fuel capacity: 6.6 gal. (25L) w/ 1 gal. reserve
Claimed weight: 609 lb. (wet)
Contact: bmw-motorrad.com

Source: MotorCyclistOnline.com

2019 BMW F 850 GS Adventure Review | Motorcycle Tests

2019 BMW F 850 GS Adventure Review

Motorcycle tested by Trevor Hedge

Images by Dean Walters and TH


BMW F GS Adventure Blue LHS
2019 BMW F 850 GS Adventure Test

The mid-capacity twin-cylinder adventure bike market is about to get so much hotter in 2019 with the arrival of KTM’s 790 Adventure, and then later in the year Yamaha’s new Tenere 700. BMW have long occupied a popular spot in this capacity range with the hugely successful F 800 GS. With new opposition coming to spoil BMW’s party they knew they had to do something in order to stave off these new challenges in this important segment of the adventure market, enter the 2019 BMW F 850 GS Adventure.

This is perhaps the most comprehensive update since the F range of parallel-twin bikes first hit the market a decade ago.

BMW F GS Adventure Blue LHR
2019 BMW F 850 GS Adventure

My primary criticisms of its predecessors focussed on the somewhat bland power delivery of the original, and that it never had any real visual presence or aesthetic appeal.

It is in these two areas where the F 850 GS differs most from its predecessors.

It now looks tougher and far more appealing, especially in the blue rallye colour scheme, and that fluffy parallel twin now has some bark, both out the pipe and at the throttle.

BMW F GS Adventure Half
2019 BMW F 850 GS Adventure

The long running 360-degree crank lay-out has been swapped for a new 270/450-degree and 90-degree journal offset. These changes have transformed the character of the engine, it is a transformation I like.

BMW now claim 95 hp, at a slightly higher 8250 rpm in comparison to the outgoing 800s 85 hp at 7500 rpm. Torque is up by a similar amount, now 92 Nm at 6250 rpm.

BMW F 750 GS and F 850 GS engine has new firing configuration
BMW F 750 GS and F 850 GS engine has new firing configuration

It is not only the 10 horsepower boost, but also the added mongrel that the new configuration gives the bike that makes the real difference for me. A much higher compression ratio than before is also a factor in that increased urgency of the power delivery no doubt. 

It is still far from threatening or in any way unruly, and certainly doesn’t have the monster torque that is always but a twitch of the wrist away on big brother R 1200 GS, but it sure is a hell of a lot more fun than its predecessor, and will still take you north of the double metric ton.

BMW F GS Adventure Home
2019 BMW F 850 GS Adventure Tour

If you do like your engine a little softer, and there are plenty that do, then there is always the F 750 GS, which despite displacing the same 853cc capacity as the 850, has 18 less horsepower, and is tuned to be much less threatening for newer adventure riders. There are plenty of skilled and experienced adventure riders that favour the lesser engine, due to their softer nature that makes grip easier to find, and muscles less tired at the end of the day.

BMW F GS Adventure Dyno
2019 BMW F 850 GS and F 750 GS on the Dyno

Off a closed or ever so slightly open throttle, while negotiating traffic or with lots of stop-start work in traffic, I did not gel with the new engine. I suspect that this is due to some sort of anti-stall feature, or the like, taking over and giving the engine more revs than I want it too, when I am on and off the clutch at low speeds. Annoying.

That foible aside though, the engine proves strong enough to power my grins much wider than its predecessor and is truly fit for purpose. It likes to rev and remains smooth even when playing up around 8250 rpm power peak. 

The F 850 GS Adventure I spent time with is the ‘Tour’ version. This is one of five variants of the F 850 GS Adventure that BMW sells in Australia. The range starts with the F 850 GSA at $19,290, plus on road costs, and tops out with the F 850 GSA Tour, as I rode, and the F 850 GS Rallye X, both of which sell for $24,165 +ORC.

BMW F 750 GS and F 850 GS Electronics
BMW F 750 GS and F 850 GS Electronics

Basically this means that the Granite Grey Metallic bike I rode had the Comfort Package, Touring Package, Dynamic Package and Lights Package, that form the ‘Tour’ kit. The test bike also had the optional 6.5” colour TFT display with connectivity, which when paired with your smartphone provides navigation prompts, along with the facility to control your calls and music via the intuitive multi-controller on the left bar. Bavarian Burger with the lot then.

All F 850 Adventure models boast, as standard kit, a 23-litre fuel tank, spoked rims with a 21-inch front more suited to off-road use, a bigger screen and hand-guards, along with engine protection bars and a stainless steel luggage rack.

BMW F GS Adventure Eildon Pondage
2019 BMW F 850 GS Adventure Tour

So it is no trimmed down off-roader then, but instead a fully fledged adventure motorcycle capable of carrying a rider and luggage as far and wide as they dare. It is also a lot more manageable than a lot of the larger capacity adventure bikes, be that off-road, in the parking lot, or getting on and off the bike. The smaller size is less daunting, and easier to manage.

In fact, the amount of leverage from the wide bars and the very light steering can make you feel like a bit of a tool at first. I was always over-compensating at low speeds, and applying too much pressure to the bars, then having to bring them back again, made me look like a beginner!  It is also very easy to get the F 850 GS Adventure on and off the centre-stand (fitted as part of the Comfort/Touring package).

BMW F GS Adventure SnobsCreek
2019 BMW F 850 GS Adventure Tour – One of the easiest bikes to pull up onto the centre-stand I have encountered

The quick-shifter, dubbed Gear Shift Assist Pro in BMW parlance, and fitted as part of the Dynamic/Lights package, is a two-way affair and amongst the best in the business. The new gearbox itself is also far better than I remember experiencing on any previous BMW F bike, even neutral is incredibly easy to find, and the slip-assist clutch is incredibly light. Drive is now transferred to the chain on the more customary left side of the motorcycle, where previous F series twins had a right-side chain drive. The chain was overdue for its initial break-in adjustment at the end of my ride, but still the shifts were sweet.

Braking power is typical BMW, strong and progressive. That is despite them not being the de rigueur radial mount jobs, but relatively old school floating twin-piston Brembos. There is nothing to complain about.  Likewise the ABS response is benchmark stuff.

BMW F GS Adventure Trev
2019 BMW F 850 GS Adventure Tour

A new steel monocoque frame employs the engine as a stressed member and sports much changed geometry from its trellis framed predecessor.  It also allows the fuel tank to be moved into the more traditional position, and filled from the top of the motorcycle in the conventional way. This means you have to un-clip and move to one side the optional tank-bag in order to fill, but that’s no real bother.

New 43mm inverted forks slide through 230mm of travel and offer no adjustment. Nada, nothing, zip. Good job they work well enough then isn’t it… Unless you hit something big unexpectedly, you are not going to crash through the damping hard enough to bottom these forks out as they generally sit in the mid-stroke and perform adequately. Despite offering less travel than the 800, they offer much finer damping control throughout the stroke and are much more resistant to diving under brakes.

BMW F GS Adventure Trev
2019 BMW F 850 GS Adventure Tour

The standard rear shock offers preload and rebound damping adjustments and on our test machine they were taken care of via the Dynamic ESA that is part of the Comfort/Touring package that is standard on the Tour. It worked faultlessly, and I think it is the ESA that enables good performance across such a wide range of uses and terrain despite only having 215 mm of travel to play with. Essentially, the ESA makes up for not having a lot more travel. I am unfortunately not in a position to evaluate the standard rear shock, only having experienced an ESA equipped model.

BMW F GS Adventure Blue RHRR
2019 BMW F 850 GS Adventure

In the ’Road’ and ‘Rain’ modes the shock response is, as you would figure, automatically set-up for those conditions while in ‘Enduro’ and ‘Enduro Pro’ the set-up is slanted towards the demands of off-road riding. If having a crack on the road then ‘Dynamic’ can be selected which tautens things up for more sporty riding. Riding modes can be changed easily on the run and unlike most manufacturers, BMW also allow you to turn traction control off while on the run with a simple press of a bar mounted button. Nice!  And if you turn the bike off, it remembers which mode you were instead of defaulting back to maximum nanny mode. Again, well done BMW!

Our bike was shod with Metzeler Karoo 3 rubber more suited to our primarily off-road route. While you can’t really attack corners at full tilt on entry, a surprising pace can still be cut on the road with these tyres and once settled in a turn you can still drag the pegs if you’re really keen.

BMW F GS Adventure Trev
2019 BMW F 850 GS Adventure Tour

Despite the 90/90-21 front hoop the bike steers and holds a line well enough, and still makes for an enjoyable fang on the road. It was a little bit more fun in this role than I had expected to be honest, and a lot more enjoyable than the 800 ever was on the road.

The F 850 GS Adventure though is primarily all about touring, and in that role the machine excels. Even on the base model you get a comfortable seat, great ergonomics, reasonable weather protection, long travel suspension, a massive range of luggage options, heated grips, cruise control, stability control, and a 12-volt power socket, even if it is one of those stupid merit style ones. Just give us a simple USB port FFS!

Also standard, even on the base model, is the adjustable touring windshield (easy to adjust on the go), adjustable levers, a plastic engine guard and a stainless steel rear luggage rack to strap gear-bags too, or to fit the optional aluminium top-case on.

BMW F GS Adventure Home
2019 BMW F 850 GS Adventure Tour

The fact that the cross-spoked rims are also tubeless compatible is another feature not to be sneezed at, and simplifies puncture repairs out in the wilds. 

Our ‘Tour’ variant then adds keyless ride (keep the key in your pocket), tyre pressure monitoring, a centre-stand, Dynamic ESA (rear only), side pannier mounts (for the optional aluminium panniers or as a base to stay your own soft throw over bags to), the mounting bracketry and power supply for the optional Navigator, a higher spec’ of dynamic traction control and ABS, two-way quick-shifter, all the Pro riding modes, and the full gamut of LED lighting in all the normal places plus additional fog lights. So certainly ready for any adventure! And capable of over 500 km between refills while touring.

BMW F GS Adventure Eildon Pondage
2019 BMW F 850 GS Adventure Tour

BMW specs’ state that with that big fuel tank full and ready to roll that the F 850 GS Adventure tips the scales at 244kg. I have to say that it does an incredible job of hiding that mass, it never feels like a really big, ponderous and heavy adventure bike. You are certainly aware of its size, and the damage that may be done if you have a tip over, but, to be honest, I would say it feels a good 25kg lighter than those specs suggest and is certainly not as intimidating as its boxer powered big brothers. And despite being a few kg heavier than the out-going F 800 GSA, the new 850 feels lighter, smaller, more compact.

BMW F GS Adventure Quarry
2019 BMW F 850 GS Adventure Tour

The standard seat height is 875 mm (fractionally lower than its 800 predecessor), or 835 mm with the low seat.  There is also an LS model for shorties fitted with a lower suspension package, which means 20 mm less suspension travel, and no ESA, but also lowers the perch to a more manageable 815mm. Those that have more generous proportions can also opt for a Rallye seat that raises the in-seam game to 890mm. The standard seat was manageable for my 178cm height and getting on/off the bike was easy enough. Moving the fuel tank to the more conventional position has actually helped slim the bike through the middle and rear of the machine.  That the centre-stand is so easy to use is another boon for shorties.

Despite the marginally shorter seat height, ground clearance is improved thanks, in part, to the move to a dry sump engine, along with a myriad of other changes.

BMW F GS Adventure Dash
2019 BMW F 850 GS Adventure – Optional TFT dash

The switchgear is great and intuitively laid out. Married with the optional TFT display the set-up is about as good as motorcycle cockpits get, truly state of the art.

BMW F GS Adventure Controls Left
2019 BMW F 850 GS Adventure – The cruise control switch, top of shot, did give up the ghost on test, presumably due to the amount of fine dust ingress

All in all the 850 is a very worthwhile upgrade from the 800, particularly with its extra on road performance. In the Adventure guise, as tested here, the price of admission is certainly at the upper end of the scale, but likewise the level of kit provided, even in base specification, is really quite impressive and helps to justify that pricing. The extra performance has also, for the first time, moved the F bike into my own consciousness as a genuine alternative to big brother R1200/R1250.

BMW now offering a standard three-year warranty is a great boon for their customers, and I sincerely hope other brands follow their example. To add more peace of mind, in regards to future ownership expenses, you can also choose to purchase a pre-paid service plan that covers all scheduled servicing over the first few years of ownership. Great stuff BMW Motorrad Australia.

BMW F GS Adventure Blue Front
2019 BMW F 850 GS Adventure

2019 BMW F 850 GS Adventure Specifications
Engine
Capacity 853 cc
Bore/stroke 84 mm / 77 mm
Output 70 kW/95 hp
At engine speed 8,250 rpm
Torque 92 Nm
At engine speed 6,250 rpm
Type Water-cooled 2-cylinder 4-stroke engine with four rocker arm operated valves per cylinder, two overhead camshafts and dry sump lubrication
Compression 12.7/1
Fuel Premium unleaded95 RON (option: 91 (RON)
Valve control DOHC (double overhead camshaft), rocker arms
Valves per cylinder 4
Intake/outlet 33.5 mm / 27.2 mm
Throttle valves 48 mm
Engine control BMS-M
Emission control Closed-loop three-way catalytic converter, exhaust standard EU-4
Electrical System
Alternator 416 W
Battery 12/10 V/Ah
Headlamp High beam/low beam: 12 V/55 W Halogen(OE: LED headlight incl. LED daytime running light)
Rear light LED brake light/rear light
Starter 0.9 kW
Power Transmission – Gearbox
Clutch Multiplate wet clutch (anti-hopping), mechanically controlled
Gearbox Constant-mesh 6-speed gearbox, integrated in the engine housing
Primary ratio 1.821
I 2.833
II 2.067
III. 1.600
IV. 1.308
V 1.103
VI 0.968
Secondary drive Endless O-ring chain, jerk damping in the rear wheel hub
Secondary ratio  2.588
Suspension
Frame construction type Steel bridge frame in monocoque design, load-bearing engine
Front wheel control USD fork 43 mm
Rear wheel control Aluminium double-sided swing arm, directly mounted central spring strut (F850 GS: Travel-dependent damping),spring rest hydraulically adjustable, rebound damping adjustable

(Option: Dynamic ESA)

Spring travel, front/rear 230/215 mm
Wheel castor 124.6 mm
Wheelbase 1,593 mm
Steering head angle 62 °
Brakes Front Hydraulically activated twin disc brake, Ø 305 mm, 2-piston floating caliper
Brake Rear Hydraulically activated single disc brake, Ø 265mm, 1-piston floating caliper
ABS BMW Motorrad ABSas standard, disengageable
Wheels Cross-spoke wheels
Front 2.15 x 21”
Rear 4.25 x 17″
Tyres Front 90/9021
Tyres Rear 150/70 R17
Dimensions/Weights
Total length 2,300 mm
Total width including mirrors 939 mm
Seat height 875 mm

(OE low seat 835) mm

(OE lowering 815) mm

(OE DSB lowering 860) mm

(Accessory: Rallye SB seat 890) mm

DIN unladen weight, road ready 244 kg
Permitted total weight 455 kg
Fuel tank capacity 23 l
Performance 
Fuel consumption (WMTC) 4.1 l/100 km
CO2 emissions (WMTC): 98 g/km
Acceleration 0-100 km/h 3.8 s
BMW F GS Adventure Blue Rear
2019 BMW F 850 GS Adventure Review

Source: MCNews.com.au

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.

BMW SRR Scene
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.

BMW SRR Scene
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.

BMW SRR Scene
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.

BMW SRR Crank
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

Electronics

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
ABS

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

Ergonomics

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.

BMW SRR Scene
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
Engine
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
2.091
1.727
1.500
-1.360
1.261
Rear wheel drive Chain
Secondary ratio -2.647
Suspension
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
BMW SRR Front

2019 BMW S 1000 RR

 

BMW SRR Rear
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.

BMW SRR Scene
2019 BMW S 1000 RR

Source: MCNews.com.au

World’s top 10 ugly motorcycles

Beauty is in the eye of the beholder, so a motorbike that one rider might consider beautiful could appear so ugly to others they veer off the road in disgust!

Most motorcycles are more attractive than just about any of the cars on the road, especially modern models that seem to look more like sand shoes than cars.

Perhaps the most beauty challenged style of motorcycle is the adventurer. These are, after all, very practical machines, so looks are not important.

The ubiquitous BMW boxer GS models have been among the least attractive, yet I know many owners who think they have a certain macho charm.

But it’s not impossible to make an attractive adventure bike. Take, for example the Moto Guzzi Stelvio and its replacement, the V85 TT.

Moto Guzzi V85 TT - ugly
V85 TT

Which brings us to the first in our list.

10 most ugly bikes

10 Ducati MultistradaUgly strada Ducati Multistrada

The original 2003 Multistrada was widely referred to as the “Uglystrada”. The front headlight and fairing assembly look more like a Dyson vacuum cleaner than a motorcycle. It also rated in the top 10 simply because Ducati usually gets styling right (Paso aside), but this was such a hideous miss. Thankfully Ducati has totally redeemed the Multiustrada since a total redesign in 2010.

9 MV Agusta F4Z ZagatoMV Agusta F4Z Zagato ugly

In the same vein, we expect Italian colleagues MV Agusta to get design right, even if they have trouble with reliability. In fact, the F4 is considered by many to be the most beautiful bike ever built. So it comes as a slap in the face that MV would prostitute itself for a rich Japanese businessman and produce this one-off Zagato monstrosity. Some may love it, but I just can’t look at it without feeling betrayed.

8 Most Chinese bikesUgly CFMoto

Most Chinese motorcycles fall into a design black hole. CFMoto is usually an exception to Chinese ugly, but this CF250T-5 is frightful. What is it, anyway? A cross between a cruiser, scooter and a household appliance?

7 Victory VisionVictory Vision ugly

Is it any wonder Victory Motorcycles was axed? This massive tourer looked like someone chainsawed a ’57 Chev right up the middle. If Elvis is high on your Spotify rotation and you still use Brylcream, it may look attractive in a ‘50s sci-fi way. It actually handled well, but it was an embarrassment to ride and on a warm day, it was unbearably hot.

6 BMW K1Ugly BMW K1

One of the biggest impediments to motorcycle efficiency is aerodynamics. In an effort to streamline bikes there have been some aero design hits like the Hayabusa (some may say it’s a miss). However, there have been many more misses. Top of the aero-awful list is the K1 which is even worse than the Ducati Paso. It may have been a techno de force with ABS and 16-valve engine, but it was fuK1 ugly!

5 Harley-Davidson Road GlideRoad Glide ugly

Here’s another example of aero gone wrong. The new Road Glide is actually the best-handling of their touring bikes because the fairing is attached to the frame, not the forks, and it has great aero. But that bull-nose fairing is way out of proportion and looks ugly from every angle, including the rider’s seat.

4 Triumph Speed TripleSpeed triple ugly

I’m going to step on a lot of toes here, because this is a much-loved bike. But the original Speed Triple with its bug-eyed twin headlights was hideous. They simply stuck out like an afterthought. Later models had reshaped lights and a small cowl above them that integrated better with the rest of the bike. Amazing how headlights can ruin a bike. Just take a look at the Ducati 999 with its stacked torch lights and the BMW S 1000 RR with its cockeyed lamps, although they’ve now gone symmetrical.

3 Honda RuneHonda Rune ugly

The Honda Rune looks like something Batman would ride. If that’s your thing, great, but then Batman did wear his underpants on the outside!  This 2004 cut-down Goldwing was a good idea that Honda later got right with the F6B and F6C. But this first limited-edition model was like a big plastic Batman toy.

2 Suzuki B-KingSuzuki B-King ugly

Some days I love this beast. Other days it just looks beastly. The Suzuki B-King looks like it was the result of a bunch of designers who concentrated on their own little bit. It just doesn’t have any cohesion and ends up looking like a Transformer. Also, its massive underseat pipes and lights formed a “frightened face” looking back at the following traffic.

1 Johammer J1Johammer J1 electric motorcycle hydrogen - own ugly

The award for the ugliest bike goes to the electric Johammer J1 with its fat body, corrugated bodywork, leading-link forks and antenna mirrors and mini-ape bars. It looks like a character from the film “A Bug’s Life”. Electric motorcycles allow so much more diversity of design than traditional bikes with internal combustion engines because the motors and batteries can be just about any shape, says Roland Sands. So why did the Scandinavian designers choose two make it look like a beetle?

Now check out our top 10 sexy motorbikes.

Do you agree or disagree? Leave your comments in the section below.

Source: MotorbikeWriter.com

BMW Motorrad International GS Trophy 2020 heads to NZ

BMW Motorrad International GS Trophy 2020 Oceania

Welcome to New Zealand!

The seventh edition of the BMW Motorrad International GS Trophy which will hit New Zealand in early 2020. The participating nations now face a busy time, hosting their qualifiers and selecting their teams for this exciting and unique global adventure competition. 18 international teams, plus, as in the 2016 and 2018 editions, an international female contingent will be selected during the next months.

Confirmed teams for 2020

  • Australia
  • China
  • Female Team(s)
  • France
  • India
  • Italy
  • Japan
  • Latin America
  • Malaysia/Philippines
  • Mexico
  • Middle East
  • Nordic (Sweden, Norway, Denmark, Finland)
  • North Africa (Morocco, Algeria, Tunisia, Egypt)
  • Russia
  • South Africa
  • South Korea
  • Thailand
  • UK
  • USA
BMW International GS Trophy Mongolia 2018
BMW International GS Trophy Mongolia 2018

BMW Motorrad International GS Trophy 2020 Oceania

After the long days on the vast Mongolian Steppe of the 2018 Central Asia edition, New Zealand is going to provide a very different riding environment and experience for the qualifying GS riders.

Ralf Rodepeter, Head of Marketing and Product Management BMW Motorrad

“After Tunisia, Southern Africa, Patagonia, Canada, Thailand and most recently Mongolia, BMW Motorrad were again looking for a location that offers perfect ‘GS terrain’. Lots of legal off-road kilometres are required, with demanding route profiles, passing through fascinating landscapes and with plenty of exotic flair. New Zealand is a perfect fit on those terms. The variety of astounding landscapes from sea to volcanoes to high-altitude mountains, combined with the most beautiful vegetation and the rich Maori culture provide the perfect setting for what we think will be one of the most exciting Int. GS Trophies ever held.”

2018 BMW Motorrad International GS Trophy Central Asia - Winners South Africa
2018 BMW Motorrad International GS Trophy Central Asia – Winners South Africa

About New Zealand

New Zealand is located 1500 km east of Australia, in the Southern Ocean. There are two main islands, North and South, plus a multitude of smaller islands around the coastline. The combined landmass is approximately 270,000 sq km, which is slightly larger than say the UK, yet the population is just 4.9 million compared to the UK’s 66 million.

Taking into account New Zealand’s significant urban populations in Auckland, Wellington and Christchurch this makes for a very sparsely populated countryside and many regions of New Zealand can be termed wilderness.

Geologically, New Zealand is positioned over the Pacific and Indo-Australian tectonic plates so this leads to the presence of many (active) volcanoes, geothermal regions plus an alpine mountain range that reaches higher than 3700 metres. Seismic activity occurs periodically.

Positioned so remotely, much of New Zealand’s flora and fauna have evolved in isolation over millennia so are unique to this country. This includes the Kiwi bird, NZ’s national icon, which quietly forages under the dense canopy of the island’s native forests – which in turn are thousands of years old (with Kauri, Rimu and Totara trees which in days past were valued for boat and house building but today, like the Kiwi, are protected species).

The variation in the landscape is startling and the riders can expect to experience everything from forests to deserts to mountains probably all on the same day. Visiting in the antipodean summertime temperatures should be similar to that of central Europe in August.

New Zealand is also rich in culture and that of the indigenous Maori people – with strong principles of community and stunning arts and crafts – is particularly unique and valued.

2018 BMW International GS Trophy Central Asia - Day 1
2018 BMW International GS Trophy Central Asia – Day 1

International GS Trophy

The New Zealand 2020 event is the seventh edition of the International GS Trophy, the previous editions took place in Central Asia (Mongolia) in 2018, South East Asia (Thailand) in 2016, North America (Canada) in 2014, South America (Chile, Argentina) in 2012, South Africa (SA, Swaziland, North Africa (Tunisia) in 2008. This edition will see 19 teams – maybe even 20 – competing, meaning 54-57 riders, from around the world.

The event is not a race but a team competition, pitching the GS-riding international contingent against each other in a series of challenges – and not all involve riding. With the competitors camped nightly in a bivouac, the event also fosters a sense of brotherhood, sisterhood and camaraderie. Equally the GS Trophy is a celebration of culture and nature, the riders learning about and understanding the peoples and the terrains of the regions they encounter. So the successful team will be respectful of the environment, skillful and sympathetic with their machinery and understanding of team-mates.

Stephanie Bouisson, France, Amy Harburg, Australia and Morag Campbell, South Africa, formed the first ever female team in Thailand in 2016.
Stephanie Bouisson, France, Amy Harburg, Australia and Morag Campbell, South Africa, formed the first ever female team in Thailand in 2016.

Source: MCNews.com.au

BMW Motorrad WorldSBK Team show off their new livery

BMW Motorrad WorldSBK Team

Images by 2Snap/GeeBee

WSBK BMW S RR SMR SnapGeeBee
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.

WSBK BMW S RR SMR SnapGeeBee
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.

WSBK BMW S RR SMR SnapGeeBee
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.

WSBK BMW S RR SMR SnapGeeBee
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.

WSBK BMW S RR SMR SnapGeeBee

BMW Motorrad WorldSBK Team

 

WSBK BMW S RR SMR SnapGeeBee
BMW Motorrad WorldSBK Team

 

WSBK BMW S RR SMR SnapGeeBee
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

Rear-ended BMW rider seeks justice

A Brisbane rider whose BMW R 1200 R was rear-ended in 2016 is still waiting to find out if the irresponsible driver who hit him has been fined.

Matthew Craig, of Daisy Hill, was leaving the M1 at the Mt Gravatt-Capalaba Rd exit when he stopped at a give way sign in the left-hand slip lane to let a several vehicles pass by.

Seconds later, he was rear-ended by an impatient BMW X3 driver.

Since then, Matthew has not ridden and is still waiting for another bike as his was classified a repairable write off. 

To rub salt into his wounds, police and the courts have refused to provide him or us information about the driver’s punishment.

Matthew Craig's BMW R 1200 R before it was rear-ended
Matthew Craig’s immaculate BMW R 1200 R before it was rear-ended

All he knows is that the woman was charged with driving without due care and attention and the matter was finalised at Holland Park Magistrates Court on January 25, 2017.

Search for justice

Matthew was not forewarned about the court appearance and his efforts over the past two years to find out what happened have failed.

He has been told it is a privacy issue.

However, the matter was heard in an open and public court. It is not his fault he was not present when the matter was heard as he was not warned of the date.

It is good that justice may have been done, but it is important that justice is also seen to be done and that the victims are satisfied with the verdict.

Matthew is now filing a Freedom of Information application.

We will update you if/when he gets a result.

How to avoid rear-ender

Meanwhile, it looks like there is little Matthew could have done to avoid this rear-ender.

The problem is impatience.

It happened to me at a stop sign when a fellow rider rammed me from behind. We were in a queue of riders going around the corner. While looking to the right for oncoming traffic he assumed I had dribbled through the stop sign instead of coming to a full stop.

I have also seen this happen to another rider and a friend in his car. Check out this rear-ended rider’s video.

The first vehicle moves to the front and stops to look for traffic and the next vehicle stops behind them.

On seeing that the road is clear, the second vehicle just proceeds without looking ahead, assuming the vehicle in front has also moved.

In this case, Matthew waited cautiously for the vehicle with the dashcam, even though there was a clear left lane.

Matthew Craig's BMW R 1200 R before it was rear-ended
Impatience leads to impact!

And the driver behind him doesn’t even appear to be ready to stop!

His cautiousness cost him a crash.

To avoid this sort of incident, riders can try several things:

  • Check behind to see if there is a vehicle following;
  • If possible, offset your bike to the following vehicle, either to the extreme left or right of the lane or trickle a little around the corner; and/or
  • Blow your horn or rev your bike to alert the following driver that you are still there.

Click here for more tips on avoiding rear-enders in situations such as lane filtering.

Source: MotorbikeWriter.com

Tom Sykes rides the new BMW S 1000 RR in Almeria

BMW WorldSBK Test at Almeria

The BMW Motorrad WorldSBK Team has completed a successful first test with the new BMW S 1000 RR in Almeria, Spain, with riders Tom Sykes (GBR) and Markus Reiterberger (GER).

Sykes and Reiterberger had previously taken to the track with the Superstock version of the new RR at the end of November, in Miramas (FRA). The riders provided feedback about the ergonomics and their change requests regarding the handlebars, levers, footrests, seat, tank, windshield and instrument displays were then implemented in Munich.

Tom Sykes

“I am very happy with the test. Of course, it’s still early days and there is still a lot of things to come our way but like this I was very happy with my feeling for my BMW S 1000 RR. The general feedback was good. We certainly had two very productive days testing, we changed quite some parameters on the bike and really understood some key areas to work with. It was a very positive two-day test for me and I was really happy and quite impressed with the end result. It was the first time in that new environment, the whole team working with each other and the engineers from BMW Motorrad Motorsport. So it was a new experience for everybody and soon everybody was working together like a clockwork. So it seems that we are progressing very fast and I got a good feeling within the environment in the BMW Motorrad WorldSBK Team.”

BMW SRR WSBK Tom Sykes
Tom Sykes

The first components developed specially for the WorldSBK, such as brakes and suspension elements, were used in Almeria. Both riders were able to complete a comprehensive programme of testing over two days without any problems. They developed a basis setup that will form the foundation for further work at the next tests in Jerez de la Frontera (ESP).

Markus Reiterberger

“The focus was on completing a roll-out with the new bike and for me to get used to the team and my new crew. It is all new for me: the team, the working methods and the Superbike version of the motorbike. The first outing with the new bike went very well. I felt right at home with the seat position and the handlebars from the word go. Our comprehensive programme of tests included a lot of work on the chassis, electronics, geometry and a host of setting options. We wanted to try everything out and pass on our experience to BMW Motorrad Motorsport and the team to allow them to work on preparation for the next tests. We are still at an early stage and our focus was on the functional tests. It was important to gather as much information as possible for the work that is still to come. We are very pleased with what we have achieved thus far and we are getting on well as a team. We are all working towards making progress together.”

BMW SRR WSBK Markus Reiterberger
Markus Reiterberger

BMW Motorrad Motorsport engineers and the team gathered valuable information for further development of the new race bike.

Shaun Muir, Team Principal BMW Motorrad WorldSBK Team

“First of all, it was great to finally get the team together. We had two days at the circuit before the test, getting final material together, meeting and greeting and getting an understanding for the requirements of the test. The two days on the circuit proved to be very positive, too. Both riders did almost 100 laps each over the two days without any major issues. We worked our way through a very detailed test schedule. The key points for me were that the team are working together very well and that the comprehensive test of parts and material went very positively. We have a good base-setting for both riders and a good direction to go to Jerez. So overall we are very happy.”

BMW Motorrad Motorsport and the team also used the two test days in Almeria to get used to one another in the new team configuration.

Marc Bongers, BMW Motorrad Motorsport Director

“The objective of the testing in Almeria was a shakedown with the superbike. On the one hand, we were able to evaluate the modifications regarding the ergonomics and we have seen that both riders have a lot of confidence in the bike. We were also able to test the newly-developed WorldSBK components and we can see that we are moving in the right direction. We have gathered important experience for the next tests and we know what work we still have to do. Of course, after two days of testing the bike is still pretty much in its infancy but we are very pleased with the basics of the motorbike and with what the team has achieved in the last few months. At the next test in Jerez, we will encounter our competitors for the first time and will be able to see exactly where we stand. We are looking forward to this but we would also like to concentrate solely on our own tasks and will not get distracted by the competition.”

BMW S RR RHF Motorsport
Tom Sykes will ride the new BMW S 1000 RR in 2019 after switching over from Kawasaki

Source: MCNews.com.au