Weight-optimised hybrid on-board network.

Contrary to most models from BMW Motorrad, the S 1000 RR does not come with central vehicle electronics (CVE) in the conventional sense, but rather features a hybrid on-board network where, thanks to the smaller range of equipment – for example no heated handles or no 12V power socket – there is no need for a central control unit.

Instead, the functions of CVE are integrated in the instrument cluster and there is a relay box at the rear of the motorcycle.

The S 1000 RR nevertheless uses a CAN (Controller Area Network) bus system to control and mastermind various functions of the motorcycle, networking the instrument cluster, the ABS and engine control units and, where fi tted as an optional extra, the anti-theft warning system. Functions such as the direction indicator and headlight control are also integrated in the instrument cluster.

Reflecting the supersports character of the S 1000 RR, this intelligent concept again saves both weight and space. A further important point is that the overall system of electrics and electronics may be diagnosed evenly and comprehensively also of the S 1000 RR, since the BMS-KP digital motor electronics control unit is not only responsible for engine management, but also transfers all data to the diagnostic control unit, allowing quick and target-oriented location of any defects or defi ciencies.

Compact and light alternator on the left end of the crankshaft.

Power is supplied by an alternator at the left end of the crankshaft equipped with a permanent magnet and measuring only 33 millimetres or 1.30" across. Maximum output is 434 Watt at 6,000 rpm, maximum speed 16,000 rpm. In order to minimise any loss of power and save weight, the control unit is positioned behind the engine block.

The S 1000 RR is available with a fall sensor as special equipment simply plugged in when required. Contrary to similar sensors used by the competition, however, this fall sensor is an electronic acceleration sensor able to detect the side angle of the machine, and does not work mechanically. In practice, this rules out the problems and misfunction of mechanical sensors encountered so often.

The S 1000 RR comes as standard with a light 10 Ah battery. Whenever fitted with an anti-theft warning system as an option, the machine features a 12 Ah battery offering a longer service life and practical benefi ts.

Again with the objective to ensure maximum engine performance, the S 1000 RR features a fully controlled fuel pump operating at a maximum pressure of 5 bar.

Multi-functional instrument cluster with racing features.

The instrument cluster comes with a large, easy-to-read LCD display as well as an analogue rev counter also with a clear scale very easy to read.

In developing the instrument cluster, the responsible engineers and other specialists attached utmost attention to clarity and the avoidance of any refl ections in the display. Apart from the gear currently in mesh, the display also presents the mode currently chosen by the rider, that is Rain, Sport, Race, or Slick.

The rider is able to switch from one mode to the other from the right-hand end of the handlebar also while riding, simply pulling the clutch and turning the gas handle in idle to confi rm the change in mode.

The instrument cluster featured on the S 1000 RR comes with a far wider range of functions than is generally the case in this class, making it absolutely unique in the supersports segment in terms of its wide range of options and practical use. As an example, the rider may switch over the display to the race track mode, receiving information on his current, best and latest lap times. And in conjunction with the lap-trigger likewise available as special equipment, he is able to make precise time measurements for the subsequent analysis of data.

A gearshift light flash integrated in the system and adjustable in terms of frequency and brightness allows the driver to achieve precisely the shift speed required. At the same time this flashlight may also be used as an engine speed indicator for starting in a race, flashing on and off at the appropriate speed – approximately 9,000 rpm – for an optimum start.

Whenever engine speed is too low, the light flash will go off. Whenever engine speed is too high, the light display will come on permanently.

A final important point is that the instrument cluster in the S 1000 RR is the lightest of its kind.

Dynamic, asymmetrically arranged lightweight headlights.

The asymmetric confi guration and layout of the main and high-beam headlights comes from endurance racing, applying the principle of maximum effect on minimum weight. Precisely this is why the high-beam headlight is much smaller than the low-beam unit.

The front direction indicators come off easily and quickly for racing the S 1000 RR on the track. Similarly, the numberplate support including the rear direction indicators and numberplate light may be removed very quickly, simply by pulling a plug and unscrewing three fastening bolts.

LED direction indicators for further customisation are available as an option.

The LED rear light cluster comes as standard in clear glass design, use of LEDs instead of conventional bulbs ensuring reliable and maintenance-free operation and offering a much longer service life.

New electrical switches for optimum control.

The S 1000 RR features the new generation of switches and hand controls already introduced on the K 1300 S. Using MID (Moulded Interconnect Device) technology, these new switches are far smaller and more compact, offering supreme function, clear design and optimum accessibility.

Previously separated from one another, the switches for the direction indicators at the left and right are now combined in one function on the left handlebar, avoiding any confusion of the direction indicators and the horn. The hazard warning flashers are operated by a separate switch within easy reach on the left handlebar. Operation of the low and high beam as well as the light flash is controlled by one single switch the rider is able to operate conveniently with his left index fi nger.

A truly unique feature versus the competition and a very practical highlight is the selection and operation of all functions and settings on the instrument cluster from the left handlebar. A toggle switch also on the left handlebar enables the rider to conveniently operate both Race ABS and DTC. And to choose the appropriate engine mode, fi nally, the rider just has to use the Mode switch on the right handlebar.