The S 1000 RR revolutionised the supersports class when it first came out in 2009. Now – six years later – it steps up to the very same challenge. The S 1000 RR model year 2015 has been completely revised: BMW Motorrad engineers have entirely reconceived the bike’s technology, design and fittings. The result: in its origins a genuine Double R, on the road a new supersports machine.
A facelift is not enough.
The RR is the epitome of a superbike – and that applies to its design, too. Now in its third generation, you can instantly see its increased power. The flyline is razor-sharp and extremely clear, the volume of the contours and shapes perfectly balanced. From the rear to the front section, every trim component has been redesigned – including the headlamp element, where the symmetry has been given greater emphasis.
Increased output, reduced weight.
The new S 1000 RR has an output of 199 hp (146 kW) – 6 hp more than its predecessor. But it is not just its higher rated output that makes the Double R faster and more agile. Weighing in at 204 kg incl. ABS and traction control, it is some 4 kilos lighter than the previous version. Furthermore, it has a newly designed exhaust system without front silencer as well as a new engine set-up for increased torque, an improved output curve and many other optimised details.
Consistently revised down to the last detail.
In addition to major changes to design and performance, it is primarily the technical details which allow the S 1000 RR to take such a quantum leap. The electronic suspension components DDC and DTC have been given a new set-up, as has the entire suspension. This ensures greatly improved traction as well as better feedback to the rider. Optimised propulsion is enabled by such features as the Shift Assistant Pro (shifting up and down without clutch) and the e-gas throttle actuator for more precise and direct control. The rider operates these new features via the newly designed instrument panel which can be adapted to the specific type of use.
All in all: a new S 1000 RR.
In taking the S 1000 RR a step further for model year 2015, absolutely every component was re-assessed. The result is a superbike what will once again set the benchmark in its class – in other words a genuine Double R.
NEW TOP TO BOTTOM.
The S 1000 RR model year 2015 has been completely revised: BMW Motorrad engineers have entirely reconceived the bike’s technology, design and fittings. The result: in its origins a genuine Double R, on the road a new supersports machine.
Not all of what is new in the Double R is instantly visible – many of the innovative details are concealed beneath its trim. Find out here about the expertise that went into developing the technical details.
The new engine now delivers an impressive 199 hp (146 kW) – 6 hp more than in the predecessor model. Torque has been increased by 2 – 5 Nm and the output curve improved from 4,500 rpm. up. The throttle valves are electronically controlled using the new electromotive throttle actuator technology. Other new features: mapping, cylinder head and the intake tube geometry.
The new rear silencer with dual flow results in increased torque within the lower engine speed range as well as an improvement in the charge cycle. This also reduces exhaust gas back pressure for increased power. All in all the new exhaust system without front silencer reduces the bike’s weight by three kilos.
Damping Control (DDC)
Dynamic Damping Control (or DDC for short) is an electronic control unit which adjusts the suspension fully automatically to the given situation. At intervals of 10 milliseconds the DDC control unit processes a wealth of information such as traction, banking and damper feedback.
From the rider’s point of view, this means that the RR has the optimum set-up for damper compression and rebound at all times. So compromises in the suspension settings are now a thing of the past.
Electronic throttle actuator
In contrast to the predecessor version, the S 1000 RR 2015 has been converted to 100% electromotive throttle actuator control. The electronic control of the fuel feed means that the relevant throttle valves are operated much more directly This ride-by-wire system allows the rider to control accelerator input and release more finely. What is more, operating the accelerator is physically easier since there is no mechanical transmission.
A steeper steering angle, longer wheelbase, lower swing arm rotation centre, shorter fork protrusion, wider handlebars and a lighter rear section: the suspension of the S 1000 RR has been optimised in numerous details.
The new suspension geometry provides a much improved feel for the front. It was also possible to achieve increased agility, lighter-footed handling, increased mechanical grip on the rear wheel and more rear-wheel feedback in the threshold range.
Here is a summary of the optimised details: steering angle increased from 66° to 66.5°, swing arm rotation centre lowered by 3 mm, wheelbase extended by 8 mm to 1,425 mm, castor shortened by 1.5 mm to 96.5 mm, fork protrusion shortened by 6 mm, spring struts extended by approx. 40 mm, handlebars widened by 5 mm each.
Shift assistant pro
This is a feature racing riders know and love: the Shift Assistant Pro enables the rider to shift up and down without using the clutch.
This optional extra provides numerous benefits: the riders can leave their hand on the handlebars when braking as it is not required to activate the clutch, there is considerably less load change impact on the rear wheel, the latter retains better directional stability and also shift time is reduced.
Tyres are the only point of contact between the asphalt and the motorcycle. For this reason, aluminium HP forged wheels (optional extra) are available for the new S 1000 RR. They weigh 2.4 kilos less than the standard wheels of the previous model and improve handling.
There are two tyre options:
Pirelli Diabolo Supercorsa SP C 120/70 ZR 17 at the front and Diabolo Supercorsa SP 200/55 ZR 17 at the rear. Or: Continental Conti Race Attack Compound 120/70 ZR 17 at the front and Conti Race Attack Compound 200/55 ZR 17 at the rear.
Traction control (DTC) has been adjusted accordingly so as to ensure that the tyres are able to convert full performance into forward propulsion.
The riding modes Rain, Sport and Race with ABS and ASC come as standard in the new S 1000 RR. The Slick and User modes are new optional extras. In the latter, the rider can define various DDC and DTC settings to allow two different suspension set-ups to be tested during travel at the press of a button.
With its exceptionally high resolution, the instrument panel of the new S 1000 RR provides even clearer display of selected settings along with road speed and engine speed.
These are some of the information items and functions which can be read and set by the rider: set-up for DDC and race track, banking, DTC, lap time and lap distance, lap-specific speed, active riding mode, gear changes per lap and much more besides.
The RR is the epitome of a superbike – and that applies to its design, too. Now in its third generation, you can instantly see its increased power.
A key focus was the design: the flyline is razor-sharp and extremely clear, the volume of the contours and shapes perfectly balanced. Each and every trim component has been redesigned from the rear to the front.
The headlamp element is more balanced in effect than in the predecessor version. The asymmetry of the split face has been reduced and the lamp positions modified. The entire section is lighter, clearer and more dynamic.
The new engine spoiler is longer, thereby underscoring the dynamic lines of the design as a whole. This also applies to the new windshield and the new rear section.
|Type||Water/oil-cooled 4-cylinder 4-stroke in-line engine, four titanium valves per cylinder, two overhead camshafts|
|Bore x stroke||80 mm x 49.7 mm|
|Rated output||146 kW (198 hp) at 13.500 rpm|
|Max. torque||113 Nm at 10.500 rpm|
|Mixture control / engine management||Electronic injection|
|Emission control||Closed-loop 3-way catalytic converters, EU-3 norm with electronically controlled interference pipe|
Performance / fuel consumption
|Maximum speed||over 200 km/h|
|Fuel consumption per 100 km at constant 90 km/h||5.7 l|
|Fuel consumption per 100 km at constant 120 km/h||5.9 l|
|Fuel type||Super (premium) unleaded, octane number 95 – 98 (RON) (knock control; rated output at 98 RON)|
|Battery||12 V / 7 Ah, maintenance-free|
|Clutch||Multiplate clutch in oil bath, anti-hopping clutch, mechanically controlled|
|Gearbox||Constant-mesh 6-speed gearbox, straight-toothed|
Chassis / brakes
|Frame||Aluminium composite bridge frame, partially self-supporting engine|
|Front wheel location / suspension||Upside-down telescopic fork Ø 46 mm, compression and rebound stage adjustable|
|Rear wheel location / suspension||Aluminium 2-sided swing arm, compression and rebound damping adjustable|
|Suspension travel front / rear||120 mm / 120 mm|
|Steering head angle||66.5°|
|Wheels||Aluminium cast wheels|
|Rim, front||3.50 x 17″|
|Rim, rear||6.00 x 17″|
|Tyres, front||120/70 ZR 17|
|Tyres, rear||190/55 ZR 17|
|Brake, front||Twin disc brake, floating brake calipers, 4-piston fixed caliper, diameter 320 mm|
|Brake, rear||Single disc brake, single piston floating caliper, diameter 220 mm|
|ABS||BMW Motorrad Race ABS (part-integral), disengageable, modes to select|
Dimensions / weights
|Width (incl. mirrors)||826 mm|
|Height (excl. mirrors)||1.140 mm|
|Seat height, unladen weight||815 mm|
|Inner leg curve, unladen weight||1.805 mm|
|Unladen weight, road ready, fully fuelled 1)||204 kg|
|Dry weight 2)||175,5 kg|
|Permitted total weight||407 kg|
|Payload (with standard equipment)||203 kg|
|Usable tank volume||17,5 l|
|Reserve||approx. 4 l|
- Technical data relate to the unladen weight (DIN)
- 1) According to Directive 93/93/EEC with all fluids, fuelled to at least 90% of usable fuel tank
- 2) Unladen weight without fluids