BMW’s first supersports bike, the S 1000 RR, debuted in 2009 to critical acclaim. The production version was immediately catapulted to the top of its class. BMW Motorrad had met the supersports market’s demands – top-class performance, superb functionality and continual improvement. Motorsport success was a given.
BMW Motorrad Motorsport began developing a competition version of the S 1000 RR in 2007, in parallel with the road version. Entry into the Superbike World Championship followed two years later, and 2010 saw the bike’s first pole position and maiden podiums. The target for 2011 is its maiden victory.
The production version of the S 1000 RR has motorsport genes. It was developed by BMW Motorrad to motorsport specifications: superb handling and performance, excellent tractability and throttle response, utterly stable suspension, excellent handling and traction, low overall vehicle mass, and compact, dynamic design.
With an engine output of 142 kW (193 bhp) and a weight of just 204 kilograms including fuel (183 kilograms dry, 206.5 kilograms with Race ABS) the road-going bike offers a superb power to weight ratio, which is reflected in its performance. Pushing ergonomics towards the front allows better control, with maximum weight over the front wheel. A four-cylinder inline engine provides a light, rigid power unit and compact inlet and exhaust architecture.
Because suspension must match engine quality, the bridge frame of the BMW S 1000 RR is manufactured from aluminum, and uses the engine as a load-bearing element. The production and race frames are identical.
Unique in this segment is the machine’s inverted fork, with its generous diameter of 46mm rather than the usual 43mm. This supplies significantly higher stability and improved feedback under braking. In order to achieve the dry weight of 183 kilograms BMW Motorrad worked with the Eisenach BMW plant to develop an aluminum fuel tank unique to this sector. As with other BMW Motorrad vehicles, the CAN (Controller Area Net) Bus System controls the motorcycle’s functions. This compact and light unit is incorporated into the instrument cluster.
The specially-developed optional Race ABS system offers a clear increase in safety under braking on production versions of the BMW S 1000 RR in sporting conditions. Incremental riding safety under acceleration is provided by the optional electronic traction control system DTC (Dynamic Traction Control).
Various options, available at the push of a button, alter the engine’s characteristics to suit riding conditions, including a wet surface (Rain), street (Sport), track use with stock tyres (Race), or track use with slicks (Slick). Where fitted, Race ABS and DTC are fully integrated into the system, providing the highest levels of performance and safety. Under straight line acceleration, the S 1000 RR has another unique feature: the HP Gearshift Assistant. Also used on other BMW motorcycles, it enables decisive metres to be gained under acceleration, and lets the rider shift gears cleanly and quickly while banking, resulting in a smoother, cleaner line out of corners.
With the production version impressing Team BMW Motorrad Motorsport’s professional racers, Troy Corser is convinced customers appreciate this motorcycle as much as he does his racing version. He says: “It’s a neat and innovative bike, the electronics and features like Race ABS and DTC are very impressive. It’s easy to ride and the seating position is comfortable. The engine provides an abundance of power. Before I rode the S 1000 RR I had not spent much time on a production machine – I found it extremely enjoyable.”
Since its debut in the Superbike World Championship, the racing version of the S 1000 RR has been continually developed. “If you compare the current bike with the 2009 version, virtually everything has changed,” says Rainer Bäumel, Head of Race Operations.
FIM regulations permit certain engine modifications. The inline four-cylinder of the production motorcycle proved an outstanding basis for development of a racing version. Since 2009, Team BMW Motorrad Motorsport has regularly upgraded this unit and the 2011 racing package includes major improvements. “Normally we plan two upgrades per year. We start 2011 with specification nine, and will introduce number ten at mid-season,” explains Bäumel. “Our target is more power at the top-end without jeopardising midrange torque.”
This is achieved by optimizing engine and exhaust tuning, and engine mapping. An important component is the shorter exhaust system. The new specification engine delivers 220 bhp – five horsepower more than its predecessor.
Because throttle response is equally crucial, a ride-by-wire system is used on the S 1000 RR. This has been continuously developed in line with racetrack experience. Fuel injection and ignition are controlled by the RSM5 system, developed in-house by BMW Motorrad Motorsport.
The bike’s weight distribution has also been optimised. “We shifted the seating position slightly backwards to increase weight over the rear wheel,” says Bäumel. The tank is new, as is the rear frame, and Öhlins front forks (dubbed TRSP 25) are used. The racing version incorporates cast rear swing arms rather than fabricated, reducing cost but not performance.
Troy Corser and Leon Haslam will race with new liveries in 2011 – modeled on the new-look production bike. Here, BMW Motorrad’s production departments and racing division are co-operating closely.
