2010 BMW S 1000 RR First Ride
The Ultimate Driving...umm...Riding Machine
The colors of BMW motorsport are recognizable, the white trimmed in dark blue and red that has been the signature of BMW's factory-supported racing machinery since the 1970s. The machinery beneath us represents the fullest expression of BMW technology that you'll find on the planet.
The only difference is, there are two wheels this time instead of four. The 2010 BMW S 1000 RR is the latest motorcycle from BMW Motorrad's spiritual home in Berlin, Germany. Introduced at the U.S. round of the 2009 FIM World Superbike Championship, it's the centerpiece of BMW's effort to establish the brand with a younger generation of riding enthusiasts.
But for our purposes, the 2010 BMW S 1000 RR is the closest thing to a BMW racing machine that you can buy, an experiment in harnessing extreme levels of performance with some of the most sophisticated electronic aids available anywhere for public consumption.
If you're wondering what the future of high performance might be, you'll find it right here.
http://www.youtube.com/watch?v=zXKxITtpP6c&feature=player_embedded
Head-to-Head With the Competition
Despite a rich history in motorcycle racing between the 1930s and 1950s, modern BMW motorcycles have never been as aggressive as the latest super sport machinery from Italy and Japan. Partly it had to do with the company's penchant for incorporating some unusual or alternative ideas into the motorcycle's design, whether it has been technology or simply radical styling concepts. BMW appeared to sidestep any direct confrontation with the serious performance players in the two-wheeled industry. Until now.
The 2010 BMW S 1000 RR represents a watershed of sorts for BMW because it's the first conventional sportbike for the company. A transverse inline-4 with a chain-type final drive is nestled in a twin-spar aluminum chassis that features a standard front fork and single linkage-equipped rear shock. In other words, the S 1000 RR features the same basic architecture as the dominant Japanese brands that have had decades to perfect the configuration.
No unusual engine or chassis designs as with past BMWs; the company wanted to show that it could indeed go head-to-head with the industry performance leaders — no conditions, no excuses. "This is a very important motorcycle for BMW," says BMW Motorrad USA Vice President Pieter de Waal. "If it fails to have performance that is at least directly comparable to the Japanese, BMW's reputation will be tarnished."
Boxer No More
There was a time when 100 horsepower in a motorcycle was cause for governmental intervention, yet the 2010 BMW S 1000 RR offers 190 hp @ 13,000 rpm, more power than that of the first-generation BMW M3. It's like packing a 500-hp BMW V10 into a BMW 1 Series.
http://www.youtube.com/watch?v=gAl_H7AoPnU&feature=player_embedded
The S 1000 RR's inline-4 has the most oversquare cylinder dimensions ever used in the liter-bike class, and the 80mm bore and 49.7mm stroke translate to the potential for very high rpm. BMW also borrowed a design from its Formula 1 engine by positioning the RR's double-overhead camshafts inward from the valve axes, utilizing finger-type followers for valve control instead of the conventional inverted bucket design. BMW claims a reduction in reciprocating mass that's nearly 50 percent, which in turn allows more aggressive cam profiles without the risk of the titanium valves floating at high rpm. In fact, the 2010 BMW S 1000 RR's redline is set at a stratospheric 14,000 rpm.
Variable-length intake systems have already been in use on racing cars for some time and have now been introduced for cars such as the Ferrari 458 Italia. The BMW introduces the technology to motorcycles with its own system that switches the intake trumpet length between two positions according to rpm and throttle position, allowing the engine to produce good midrange power without sacrificing top end.
The Electronic Connection
Of course, the big news is the 2010 BMW S 1000 RR's optional electronic rider aids, Race ABS and dynamic traction control. Again, while ABS and traction-stability control have been standard equipment on cars for more than a decade, their application on motorcycles has been extremely limited.
The problem is that unlike an automobile, a motorcycle leans into the direction of the turn, and the tire circumference changes according to lean angle. While developing ABS parameters isn't as complicated because a motorcycle best accomplishes the majority of its braking while straight up, traction-stability control is another matter entirely; it's taken awhile for engineers to tackle the complex algorithms necessary for the ECU to judge between actual wheelspin and changes in tire profile at different lean angles. Making the task even more difficult is that with a sportbike piloted by an expert rider, a certain amount of wheelspin while leaned over is desirable in order to help get the bike turned.
Assisting the BMW's traction-stability control in this area is an internal gyro sensor that measures lean angle. By including this input in the ECU's computations, BMW engineers have been able to control the amount of power in a given situation more easily, enabling them to tailor that power according to the different performance modes. Part of this system also includes "anti-wheelie" parameters at both ends, since maximum acceleration and braking is best done with both tires in contact with the pavement.
The 2010 BMW S 1000 RR lets you select one of four modes for the rider aids via a button on the right handlebar's switchgear. Rain mode clips peak horsepower by more than 25 percent, with the ride-by-wire throttle system maintaining ultra-smooth throttle response, and both traction-stability control and ABS intervening early (the traction-stability control prevents any acceleration at lean angles greater than 38 degrees). Sport mode provides full engine output, with more direct throttle response and the ABS and traction-stability intervention pulled back a bit (the maximum lean angle before intervention is 45 degrees).
Race mode offers even livelier engine response, with a respective change in the intervention of the electronics (lean angle is set to 48 degrees, and the ABS feature that eliminates rear-wheel lift under hard braking is disabled). And should you so desire (and hopefully have the riding skill to handle it), inserting a plug underneath the seat permits access to Slick (as in racing-type slick tires) mode, which unleashes maximum throttle response as well as very high intervention thresholds (lean angle permitted in this mode is 53 degrees). Moreover, both the ABS and traction-stability systems can be turned off as well.
Outstanding! Absolutely!
So has BMW managed to put all this technology into a package that not only works, but works well enough to hold its own against the best of the competition? Unbedingt!
The engine's power output is stunning. It's difficult not to think you're riding a full-on race bike, and in fact reports of reliable dyno runs with the 2010 BMW S 1000 RR have it cranking out over 15 percent more peak power than its nearest competitor — which is light-years in the ultra-competitive world of sportbikes, where the difference between 155 and 160 hp can often make or break a bike's street cred.
When it comes to quarter-mile acceleration, the BMW stomps the competition, turning mid-9s at 150 mph without breaking a sweat. Don't think that the BMW is a weakling in the midrange, though; there's plenty of steam below the curve to easily keep pace with its rivals, quite an accomplishment for a power plant with such a monster top end.
Just You and the Track
The ABS and traction-stability control do an excellent job of keeping the performance potential of the 2010 BMW S 1000 RR reined in for riders of less than expert-level skill.
While not a fail-safe (it's still possible on a bike to lose tire traction because of dynamic inputs from something other than acceleration or braking at both ends), the Rain and Sport modes maintain easily manageable levels of performance for the street, keeping both ends well in line. For the more skilled rider, Race mode will allow a bit of rear wheelspin, along with allowing the rider to better exploit the superb braking performance of the radial-mount Brembo brakes. We'd venture to say Slick mode is recommended for track use and expert-level riders only; the amount of wheelspin allowed (and ABS threshold) is pretty substantial, and can easily result in major problems if not handled properly.
In overall terms, the S1000 is agile and handles crisply, and the fully adjustable Sachs suspension units front and rear (spring preload, rebound and compression damping in the front; ditto for the rear with the exception that both high- and low-speed compression damping circuits in the shock are adjustable) do an excellent job of maintaining chassis poise.
BMW in Race Mode
In one fell swoop BMW has swept away the previous perceptions of its motorcycle division and created a serious superbike that is already proving to be more than a match for its competition. It's quite an accomplishment in an arena where absolute performance is the only measuring stick that matters. It's also an accomplishment that has made it a sensation on the Internet for its unique ability to perform an old party trick.
http://www.youtube.com/watch?v=alY9WpTqN3k&feature=player_embedded
Just as important is the marketing presence of the 2010 BMW S 1000 RR. Under executive direction to deliver a price comparable to its Japanese competition, BMW has brought us this bike with an MSRP of just $13,800 (not including $495 destination), which surely must represent a vast subsidy by BMW when you consider the technology involved. In addition, this is the centerpiece of a major brand rebuilding campaign, not just a bit of motorsport entertainment for BMW engineers. Indeed, BMW Motorrad is undertaking a major promotion at the U.S. round of the FIM World Superbike Championship at Miller Motorsports Park in Toole, Utah, on May 29-31.
All this makes us wonder what the 2010 BMW S 1000 RR means for the car side of BMW's business. Some real motorsport technology has found its way into this motorcycle, and the RR is really more like a pure racing machine than a street bike. And BMW has undertaken to teach motorcycle enthusiasts that electronic technology is good, not evil — something that its surprisingly conservative base of automotive owners has been resisting.
The 2010 BMW S 1000 RR is not just the two-wheel equivalent of a BMW M3; it's a BMW Formula 1 car with headlights. Is this the right direction for BMW's M division?
Loads of photos
http://www.insideline.com/bmw/photos/2010-bmw-s-1000-rr-first-ride-gallery.html
The Ultimate Driving...umm...Riding Machine
The colors of BMW motorsport are recognizable, the white trimmed in dark blue and red that has been the signature of BMW's factory-supported racing machinery since the 1970s. The machinery beneath us represents the fullest expression of BMW technology that you'll find on the planet.
The only difference is, there are two wheels this time instead of four. The 2010 BMW S 1000 RR is the latest motorcycle from BMW Motorrad's spiritual home in Berlin, Germany. Introduced at the U.S. round of the 2009 FIM World Superbike Championship, it's the centerpiece of BMW's effort to establish the brand with a younger generation of riding enthusiasts.
But for our purposes, the 2010 BMW S 1000 RR is the closest thing to a BMW racing machine that you can buy, an experiment in harnessing extreme levels of performance with some of the most sophisticated electronic aids available anywhere for public consumption.
If you're wondering what the future of high performance might be, you'll find it right here.
http://www.youtube.com/watch?v=zXKxITtpP6c&feature=player_embedded
Head-to-Head With the Competition
Despite a rich history in motorcycle racing between the 1930s and 1950s, modern BMW motorcycles have never been as aggressive as the latest super sport machinery from Italy and Japan. Partly it had to do with the company's penchant for incorporating some unusual or alternative ideas into the motorcycle's design, whether it has been technology or simply radical styling concepts. BMW appeared to sidestep any direct confrontation with the serious performance players in the two-wheeled industry. Until now.
The 2010 BMW S 1000 RR represents a watershed of sorts for BMW because it's the first conventional sportbike for the company. A transverse inline-4 with a chain-type final drive is nestled in a twin-spar aluminum chassis that features a standard front fork and single linkage-equipped rear shock. In other words, the S 1000 RR features the same basic architecture as the dominant Japanese brands that have had decades to perfect the configuration.
No unusual engine or chassis designs as with past BMWs; the company wanted to show that it could indeed go head-to-head with the industry performance leaders — no conditions, no excuses. "This is a very important motorcycle for BMW," says BMW Motorrad USA Vice President Pieter de Waal. "If it fails to have performance that is at least directly comparable to the Japanese, BMW's reputation will be tarnished."
Boxer No More
There was a time when 100 horsepower in a motorcycle was cause for governmental intervention, yet the 2010 BMW S 1000 RR offers 190 hp @ 13,000 rpm, more power than that of the first-generation BMW M3. It's like packing a 500-hp BMW V10 into a BMW 1 Series.
http://www.youtube.com/watch?v=gAl_H7AoPnU&feature=player_embedded
The S 1000 RR's inline-4 has the most oversquare cylinder dimensions ever used in the liter-bike class, and the 80mm bore and 49.7mm stroke translate to the potential for very high rpm. BMW also borrowed a design from its Formula 1 engine by positioning the RR's double-overhead camshafts inward from the valve axes, utilizing finger-type followers for valve control instead of the conventional inverted bucket design. BMW claims a reduction in reciprocating mass that's nearly 50 percent, which in turn allows more aggressive cam profiles without the risk of the titanium valves floating at high rpm. In fact, the 2010 BMW S 1000 RR's redline is set at a stratospheric 14,000 rpm.
Variable-length intake systems have already been in use on racing cars for some time and have now been introduced for cars such as the Ferrari 458 Italia. The BMW introduces the technology to motorcycles with its own system that switches the intake trumpet length between two positions according to rpm and throttle position, allowing the engine to produce good midrange power without sacrificing top end.
The Electronic Connection
Of course, the big news is the 2010 BMW S 1000 RR's optional electronic rider aids, Race ABS and dynamic traction control. Again, while ABS and traction-stability control have been standard equipment on cars for more than a decade, their application on motorcycles has been extremely limited.
The problem is that unlike an automobile, a motorcycle leans into the direction of the turn, and the tire circumference changes according to lean angle. While developing ABS parameters isn't as complicated because a motorcycle best accomplishes the majority of its braking while straight up, traction-stability control is another matter entirely; it's taken awhile for engineers to tackle the complex algorithms necessary for the ECU to judge between actual wheelspin and changes in tire profile at different lean angles. Making the task even more difficult is that with a sportbike piloted by an expert rider, a certain amount of wheelspin while leaned over is desirable in order to help get the bike turned.
Assisting the BMW's traction-stability control in this area is an internal gyro sensor that measures lean angle. By including this input in the ECU's computations, BMW engineers have been able to control the amount of power in a given situation more easily, enabling them to tailor that power according to the different performance modes. Part of this system also includes "anti-wheelie" parameters at both ends, since maximum acceleration and braking is best done with both tires in contact with the pavement.
The 2010 BMW S 1000 RR lets you select one of four modes for the rider aids via a button on the right handlebar's switchgear. Rain mode clips peak horsepower by more than 25 percent, with the ride-by-wire throttle system maintaining ultra-smooth throttle response, and both traction-stability control and ABS intervening early (the traction-stability control prevents any acceleration at lean angles greater than 38 degrees). Sport mode provides full engine output, with more direct throttle response and the ABS and traction-stability intervention pulled back a bit (the maximum lean angle before intervention is 45 degrees).
Race mode offers even livelier engine response, with a respective change in the intervention of the electronics (lean angle is set to 48 degrees, and the ABS feature that eliminates rear-wheel lift under hard braking is disabled). And should you so desire (and hopefully have the riding skill to handle it), inserting a plug underneath the seat permits access to Slick (as in racing-type slick tires) mode, which unleashes maximum throttle response as well as very high intervention thresholds (lean angle permitted in this mode is 53 degrees). Moreover, both the ABS and traction-stability systems can be turned off as well.
Outstanding! Absolutely!
So has BMW managed to put all this technology into a package that not only works, but works well enough to hold its own against the best of the competition? Unbedingt!
The engine's power output is stunning. It's difficult not to think you're riding a full-on race bike, and in fact reports of reliable dyno runs with the 2010 BMW S 1000 RR have it cranking out over 15 percent more peak power than its nearest competitor — which is light-years in the ultra-competitive world of sportbikes, where the difference between 155 and 160 hp can often make or break a bike's street cred.
When it comes to quarter-mile acceleration, the BMW stomps the competition, turning mid-9s at 150 mph without breaking a sweat. Don't think that the BMW is a weakling in the midrange, though; there's plenty of steam below the curve to easily keep pace with its rivals, quite an accomplishment for a power plant with such a monster top end.
Just You and the Track
The ABS and traction-stability control do an excellent job of keeping the performance potential of the 2010 BMW S 1000 RR reined in for riders of less than expert-level skill.
While not a fail-safe (it's still possible on a bike to lose tire traction because of dynamic inputs from something other than acceleration or braking at both ends), the Rain and Sport modes maintain easily manageable levels of performance for the street, keeping both ends well in line. For the more skilled rider, Race mode will allow a bit of rear wheelspin, along with allowing the rider to better exploit the superb braking performance of the radial-mount Brembo brakes. We'd venture to say Slick mode is recommended for track use and expert-level riders only; the amount of wheelspin allowed (and ABS threshold) is pretty substantial, and can easily result in major problems if not handled properly.
In overall terms, the S1000 is agile and handles crisply, and the fully adjustable Sachs suspension units front and rear (spring preload, rebound and compression damping in the front; ditto for the rear with the exception that both high- and low-speed compression damping circuits in the shock are adjustable) do an excellent job of maintaining chassis poise.
BMW in Race Mode
In one fell swoop BMW has swept away the previous perceptions of its motorcycle division and created a serious superbike that is already proving to be more than a match for its competition. It's quite an accomplishment in an arena where absolute performance is the only measuring stick that matters. It's also an accomplishment that has made it a sensation on the Internet for its unique ability to perform an old party trick.
http://www.youtube.com/watch?v=alY9WpTqN3k&feature=player_embedded
Just as important is the marketing presence of the 2010 BMW S 1000 RR. Under executive direction to deliver a price comparable to its Japanese competition, BMW has brought us this bike with an MSRP of just $13,800 (not including $495 destination), which surely must represent a vast subsidy by BMW when you consider the technology involved. In addition, this is the centerpiece of a major brand rebuilding campaign, not just a bit of motorsport entertainment for BMW engineers. Indeed, BMW Motorrad is undertaking a major promotion at the U.S. round of the FIM World Superbike Championship at Miller Motorsports Park in Toole, Utah, on May 29-31.
All this makes us wonder what the 2010 BMW S 1000 RR means for the car side of BMW's business. Some real motorsport technology has found its way into this motorcycle, and the RR is really more like a pure racing machine than a street bike. And BMW has undertaken to teach motorcycle enthusiasts that electronic technology is good, not evil — something that its surprisingly conservative base of automotive owners has been resisting.
The 2010 BMW S 1000 RR is not just the two-wheel equivalent of a BMW M3; it's a BMW Formula 1 car with headlights. Is this the right direction for BMW's M division?
Loads of photos
http://www.insideline.com/bmw/photos/2010-bmw-s-1000-rr-first-ride-gallery.html
As hot as that bike is, I just couldnt do it.
