The Demo Site

A short sprocket driving the camshaft through an intermediate gear helps the S1000RR’s engine help provide what BMW promises to be “supreme revving qualities at highest speeds as well as exact maintenance of valve timing with very compact dimensions”.

The S1000RR also features a cylinder bore of 80mm, which is larger than the 74.5mm bore found on the Suzuki GSX-R1000, 76mm bore found on the Honda CBR1000RR and Kawasaki ZX-10R and the 78mm bore in Yamaha’s YZF-R1.

BMW says the S1000RR’s engine has a maximum output of 193 horses at 13,000 rpm and maximum torque of 82.5 lb-ft at 9,750 rpm. The engine is said to weigh 131.8 lbs.

The S1000RR’s exhaust works on the 4-in-2-in-1 principle: four individual manifolds of equal length join into two pipes beneath the engine block before again merging into a single large-volume pre-silencer. Fully controlled interference pipes housed in the two connection pipes. The two connection pipes each house fully controlled interference pipe butterflies which open or close to moderate exhaust flow. BMW says the system provides a “homogenous” power and torque curve.

BMW also tried to make the S1000RR as light as possible to maximize power to weight ratio. The S1000RR has a claimed dry weight of 403 lb (and 450 lb wet), for a power-to-weight ratio of 1.05 (hp per kilogram), but we’ll see how it measures up when we get our hands on it.

BMW will offer Antilock Brake System and Dynamic Traction Control options for the S1000RR. The “Race ABS” system was developed for both the road and the track, and its components are said to add just 5.3 lb to the bike’s overall weight. The DTC works in conjunction with ABS and offers four modes, Rain, for wet conditions, Sport, for regular road use, Race for track use, and Slick for racing with slicker tires. The Rain mode limits power to 77%, while Slick mode disables the ABS on the rear wheel and turns off the bike’s “Wheelie Protection”.