http://www.bmwmoa.org/bike/ en editor@bmwmoa.org Copyright 2009 2009-12-31T17:15:01-06:00 http://www.bmwmoa.org/site/s1000rr_review_state_of_the_art/ http://www.bmwmoa.org/site/s1000rr_review_state_of_the_art/#When:16:15:01Z BMW Motorrad has built the State of the Art liter class super sports bike. This isn't supposed to happen when a manufacturer creates an all new from the ground up product competing against well entrenched competition with years of experience. They've reached that goal with the new 2010 BMW S1000RR.  2010 BMW S1000RR  -  THEY NAILED IT   (Would you like to win a S1000RR? The BMW MOA has you covered!)   This Bike is State of the Art  “Well, what do you think?” asked the BMW engineer before I’d even removed my helmet. I remove my helmet to reveal a foolish grin from ear to ear and his eyes brighten as he sees my expression, “I feel like I’m getting away with murder out there.” “What do you mean?” he inquires. “I’m riding so sloppy out there” …wicked jet lag I suppose, “that if I had to put a number on it, I’d say I should have crashed at least 10 times by now.” The engineer looks puzzled and concerned. “Is there something wrong with the motorcycle?” “Are you kidding? So far it’s done everything in the world to save me from myself!” I reply. The conversation continues as I describe in detail what on earth it is that I’m blathering on about. Woops, that should have been a high side, locked brake, flipped over backwards, etcetera yard sale. I go on to explain my amazement that this bike is actually helping me with my mistakes instead of punishing me for them like other 1000cc super sports bikes will. The look on the engineer’s face becomes that of a proud parent receiving the praises of a child. In fact, you could sense the feeling of pride and accomplishment from every member of the development team. BMW Motorrad has built the State of the Art liter class super sports bike. This isn’t supposed to happen when a manufacturer creates an all new from the ground up product competing against well entrenched competition with years of experience. They’ve reached that goal with the new 2010 BMW S 1000 RR. “Forgiving” This is not a term used to describe contemporary 1000cc super sport machinery. Anyone with time in the saddle of one of these bikes will agree. Slip up, and it will bite you. The arms race for the lightest, fastest, sharpest handling and hardest stopping equipment hasn’t yielded forgiving motorcycles easy to ride at the limits of their capabilities. The S 1000 RR is forgiving. Through all of my mistakes riding the very technical Portimao circuit, I kept shaking my head in disbelief that I was still upright (as someone once said, power is nothing without control). Dynamic Traction Control (DTC) and Race ABS make this all possible. Both systems allow the rider to either preselect one of four different modes of operation or change modes while underway by pressing the mode button on the right handle bar. After the mode has been chosen, there is one minute to confirm it by pulling the clutch lever and closing the throttle. The information display on the multi function screen will then confirm the current setting. The last mode chosen is always retained when restarting the motorcycle. The four modes of operation for both the DTC and Race ABS are Rain, Sport, Race, and Slick. Rain = wet. Sport = regular road conditions. Race = race track with super sport tires fitted. Slick = race track with slicks fitted. Both systems can be deactivated separately from one another. Dynamic Traction Control (optional) The DTC system utilizes a gyroscope (that’s right) under the front seat section working together with the abs wheel speed sensors. The gyroscope works on a vertical axis (to detect wheelies) and a horizontal axis (to detect lean angle). The abs wheel speed sensors detect if the rear wheel is accelerating faster than the front. Once activated, and depending on the mode of operation, if the system detects front wheel lift or rear wheel spin up, a signal is sent to the engine management system. The engine management system proceeds to first close the throttle butterflies. Then, if necessary, interrupts fuel injection and ignition. The modes operate as follows:               Rain mode- maximum lean angle for acceleration = approx. 38 degrees                                   No wheelie allowed*               Sport mode- maximum lean angle for acceleration = approx. 45 degrees                                   No wheelie allowed*               Race mode- maximum lean angle for acceleration = approx. 48 degrees                                   No wheelie allowed*               Slick mode- maximum lean angle for acceleration = approx. 53 degrees                                   Leaning angle more than 23 degrees / no wheelie allowed*                                   Leaning angle less than 23 degrees/wheelie allowed (DTC off for 5 seconds) *depending upon acceleration and road conditions, the front wheel will still lift for varying, limited periods of time and at differing heights. A note from the lawyers: Although DTC/Dynamic Traction Control offers the rider valuable support and therefore represents a very significant safety factor when accelerating, it is obviously not able – just like Race ABS – to re-define, let alone change, the limits and laws of riding physics. In other words, the rider may still exceed these limits on account of misjudgment or a riding error, which in an extreme case may lead to an accident.  E-gas The fuel injection mapping on the new S 1000 RR is set up beautifully without the slightest hint of surging or hesitation detected. The 48 millimeter throttle butterflies are controlled by an E-gas or throttle by wire system. While operating in the Rain mode, maximum power output is reduced to 150hp. Throttle response feels like a complete half turn to full throttle. In Sport, Race, or Slick modes full power output of 193hp is available. The ride by wire system provides increasingly more direct throttle response from Sport mode to Race mode with Slick mode becoming a mere quarter turn throttle. The system comes with a safety mechanical link connecting the cable to the electronic control unit enabling the rider to close the throttle butterfly under all conditions.   Race ABS (optional)        The Race ABS system, when active, operates as follows:               Rain mode- ABS on / integrated pressure buildup on / defined deceleration limit / ABS                         at rear, activated by foot on / rear wheel lift off detection on               Sport mode- ABS on / integrated pressure buildup on / defined deceleration limit / ABS                            at rear, activated by foot on / rear wheel lift off detection on               Race mode- ABS on / integrated pressure buildup on / deceleration limit defined for                                                increased performance / ABS at rear, activated by foot on / rear wheel lift                              off detection off               Slick mode- ABS on / integrated pressure buildup on / deceleration limit defined for                                                   increased performance / ABS at rear, activated by foot off / rear wheel lift                                   off detection off  As soon as the rider pulls the handbrake lever, the pressure sensor integrated into the front- wheel control circuit switches on the brake light and the pump, the latter immediately delivering brake fluid through the open valve to the rear wheel circuit. The pressure set in the rear wheel circuit is measured by a second pressure sensor and is controlled according to the distribution of brake power required and the brake force generated by the rider. The third pressure sensor in the rear control circuit, finally, measures the brake pressure activated by the rider’s foot. Use of a forth pressure sensor in the front wheel circuit allows further improvement and even finer control of front-wheel brake pressure compared with former BMW Integral ABS II, since the system is able to compare the actual level of pressure in the control and wheel circuits. As a result, there is now no need for the usual throttle blades, which serves to provide an optimum pressure point and allows perfect dosage of brake power. All pressure sensors are integrated in the pressure modulator and the overall configuration of the system with its integrated pressure sensors now also avoids the need for a brake light switch. The use of these four pressure sensors in conjunction with the rear wheel lift-off detector (remember that gyroscope) allows even better distinction than before between a bump on the road and the rear wheel locking.      The S 1000 RR is the only super sport machine with DTC Dynamic Traction Control and Race ABS.   (Would you like to win a S1000RR? The BMW MOA has you covered!)   Brakes It took me 2 laps around the Portimao circuit to stop smashing my groin into the tank under braking. These brakes are strong. Brembo provides the hardware for the job. Up front is a radial master cylinder utilizing a ¾” master piston to push the juice to a pair of radially mounted four-piston calipers with 34 millimeter pistons. The front rotors are floating and measure 320 mm x 5mm. The rear rotor is a 220mm x 5 mm affair. The brake lines are braided steel for maximum resistance to fading and high temperatures. The brakes almost seemed to get stronger as the day progressed.   Engine I know, a lot of you wanted to hear about this way back almost 1400 words ago. Relax. It’s fast alright. It’ll suck your eyes back in your head and that corner up ahead is a lot closer than it looks so get ready with those Brembos. This power plant sets all sorts of new standards for the industry. Power delivery is very linear without the brutish hit some liter class bikes throw at you. Max output is 193hp at 13000 rpm. Peak torque is 82.5 lb-ft at 9750rpm. This is the most powerful engine in this class. Redline is a sky high 14200 rpm for plenty of over-rev thanks to the formula one inspired engine technology. Cylinder bore is 80mm and the stroke is 49.7mm. The large bore makes room for two 33.5mm intake valves and two 27.2 mm exhaust valves per cylinder. This is the largest valve surface area in the segment. The valves are titanium and have 5mm stems. The compression ratio is 13:1. The engine weighs just 131.8 lbs, the lightest in the class. Despite the large cylinder bore, engine width at crankshaft level is only 18.23”. The engine has a very low overall height of 22.0” and, tilted 32 degrees to the front, creates a very low center of gravity. She’ll switch from right to left quicker than Arlen Specter and back again. The crankshaft is forged from a single piece of heat treated steel and comes with the traditional 180 degree crank angle. Both the main and conrod bearing journals measure 34mm. The connecting rods are forged, extra light, heat treated steel units 103mm in length and weigh just 334 grams. The upper conrod opening measures 17 mm. Nikasil coated cylinder liners house forged lightweight box pistons with very short skirts. The pistons, pins, and rings weigh just 253 grams each. This engine revs very quickly. To remove and dissipate heat, the pistons are cooled at the bottom under high thermal loads by oil injection nozzles in the crankcase. Valve angle on the intake side is 11.2 degrees and 13.3 degrees on the exhaust side. The valves are operated by very small and light individual cam followers with an ideal transmission ratio of approximately 1:1. The engine is a wet sump design with an Eaton oil pump and 3.9L of oil capacity including the filter. An inspection glass is located on the left side of the engine below the alternator. A large oil cooler is fitted below the radiator.      Coolant capacity is 2.9L. The engine never got hot despite prolonged high load operation.      The engine spoiler helps direct cooling air to the oil sump and the exhaust.      The alternator generates 434 W at 6000 rpm. The clutch is manual, not hydraulic, to save weight and complexity. It is a 5.22” diameter wet clutch with ten friction plates. The pull is light and positive at the lever and even though I abused the ramp type slipper clutch mercilessly, the clutch never faded or objected. A stacked six-speed gearbox makes room for a longer swing arm in the interest of optimum traction. The dog-shift six-speed is very compact and light. The individual gears are shifted by a light, composite steel shift cylinder and shift forks resting on three points. The primary and secondary shafts are positioned one on top of the other. Typical of liter class sport bikes, first gear is very tall here. I never missed a shift and the ratios are well sorted. Gear engagement was always very positive. Final drive is by chain of course. HP Gearshift Assistant (optional), what can you say?  This thing is more fun than winning the lottery. Interrupting the ignition and fuel supply for fractions of a second, it allows you to hammer away at your up shifts without the slightest concern for the clutch lever. You ought to hear how it sounds as someone rows up through the gearbox too. Just remember, you still need that clutch for those down shifts. A variable length intake manifold allows for an optimum torque curve and maximum power. Depending on engine speed, an adjuster motor fitted to the airbox varies the length of the intake manifolds through map control in two stages. Intake air flows through the ram air inlet between the headlights to the 7.9L airbox. There it meets the vertically arranged plate air filter and passes, without having to be diverted, straight to the intake manifold. Servicing the air filter is a snap by removing the cover over the top of the airbox which sits immediately in front of the fuel tank. Overpressure within the airbox from the ram air inlet is such that at 155 mph, approximately 5 hp of additional engine output is created. The stainless steel exhaust system uses a 4-in-2-in-1 configuration. For the best combination of street manners combined with track performance, the system comes with two interference-type butterflies within two connection tubes linking the two outer and the two inner manifolds in the immediate vicinity of the exhaust ports. The collection chamber is mass centralized under the engine and leads to a short, light rear muffler. The Formula One inspired engine architecture yields a similar sound at high rpm’s from the silencer. This thing howls such sweet music.   Chassis The aluminum bridge frame is comprised of four cast sections. The steering head and side section (with its integrated forward engine mount) are tip cast. The rear section with the rear engine mount, the swing arm supports as well as the mounting points for the foot pegs are low pressure die-cast. A square aluminum tubing sub-frame bolts to the mainframe in the usual way. The frame seems to have the appropriate amount of rigidity without being too stiff as good feed back was received from both ends. The frame weighs just 26.42 lbs and uses the engine as a stressed member. Weighing in at just 403.5 lbs, this is the lightest liter class super sports bike with Race ABS. It has the best power to weight ratio in this class of just 2.31 and, respectively, 2.34 lb per horsepower without/with Race ABS. The steering head angle is a very steep 66.1 degrees and wheel castor is a short 3.776”. The steering is very quick without being twitchy as I discovered avoiding that Canadian journalist who tried to take me off the track with him as he made an unsuccessful pass. A steering damper also helps keep things in check. A massive, double swing arm made of deep-drawn aluminum plates with a cast dish at the bottom holds things together out back. The unit is a torsionally stiff and light 13.72 lbs. To help put all of the S 1000 RR’s power to the ground, the swing arm is a longish 23.35” from pivot to rear axle. An additional 1.77” range of adjustment for the rear axle support (.69” forward movement & up to 1.08” rearward movement) is on tap for further customization of chassis set up. Move it forward to gain a little traction or rearward to reduce the likelihood of a wheelie. Wheelbase thus varies from 55.69” to 57.46” with the standard wheelbase of 56.38”. The swing arm even has variable height swing arm pivot inserts.   Suspension  Suspension on the new S 1000 RR feels firm yet compliant. I felt that a good tire contact patch was maintained at all times. The damping indexers on the motorcycle are set up with ranges of adjustability of 10 rather than the typical, forbidding 20 to 30 clicks offered competitively which create extraneous minutiae. The rear shock is a Sachs unit with 5.12” of travel. An eccentric insert (like the swing arm pivot) is used in the upper shock mount which allows the entire rear end to be raised up to 10mm. A single adjustment collar with a set screw makes spring preload changes easier than a traditional double collar design. Color coded compression and rebound adjusters simplify set up. Adjustability is offered via a high speed compression damping (braking bumps) and low speed compression damping (long, stretched out, undulating bumps) as well as rebound damping all with numbered indexers for clickers. t; Sachs also makes the fork, a stout 46mm upside down/male slider unit. The female tube is adjustable for height to 15mm. The front end can be lowered up to 5mm and raised up to 10mm. Adjustability on the forks includes preload, compression, and rebound settings once again with color coded, numbered indexers for clickers.   Wheels and Tires Very light, stiff, 10 spoke pressure cast aluminum wheels are fitted. Triangular geometry is utilized in the spokes for strength. In order to save weight, the rotors do not use separate carriers but are still floating. These are the lightest liter class wheels. Paint is applied as the finish for the wheels because it saves approximately 500 grams per wheel versus powder coating. Hopefully the finish will hold up as well. As far as tires go, the only of the three spec tires to be mounted that I have any experience with are Bridgestone BT016’s. I’ve had good luck with these tires for street use (long wearing in the middle and soft and sticky on the sides). They’ll be the most common liter class size: front- 120/70 ZR 17 and rear- 190/55 ZR 17.   Ergonomics The S 1000 RR is slender and compact like a typical 600. The seat/tank junction is narrow enough to be comfortable. I wouldn’t say you sit down in the seat or up on the seat but rather sort of in between. The seat is not uncomfortable and the reach to the bars very natural. With all of the chassis and control adjustability, a wide range of riders should feel at home onboard. The windscreen even has pressure relief holes to prevent helmet buffeting.   Instrumentation A large, easy to read analogue tachometer dominates the display, accompanied by an easy-to-read LCD display embedded in the tach and a second LCD screen to the right of the first. Glare wasn’t a problem. The embedded LCD indicates speed, current gear selected and the Rain, Sport, Race, or Slick mode currently selected. The second display has a road mode which displays coolant temperature, a clock, and the odometer or a lap-time mode which displays current running lap, time of the last lap and current time of the current lap. It can also be configured to display the fastest lap, best lap freeze, display of lap number, all time best, accelerator position in % per lap, time brake light was on, min/max speed on lap displayed and number of gear shifts. The high-mounted shift light is large and easy to see. It sits atop the two LCD screens and is adjustable in terms of frequency and brightness. The shift light even functions as an engine speed indicator for optimum, race style launches. Flashing on and off at approximately 9000 rpm (to take advantage of the engines peak torque development), if engine speed is too low the light will remain off, too high and the light will remain lit.    Bodywork/Styling/Lighting This motorcycle is gorgeous but at the same time, very conventional in appearance. Adding a very BMW touch, so as not to get lost in the crowd, the asymmetrically styled headlights are inspired by endurance racing with the high beam being the smaller, round light on the right. Another asymmetrical design cue is the shark gill styled opening on the right side of the fairing conveying a further, subtle touch of distinction. The small high beam lamp is also functional in that it saves weight and makes room for other electrical considerations. A very bright LED tail light graces the rear, set in a clear lens. Turn signals up front and turn signal / plate holder out back are designed for quick disconnect. Switch gear is of conventional design. The fuel tank is aluminum to save weight. The fit and finish is top notch throughout as anyone who has owned a BMW would probably expect. Sort of unavoidable, I suppose, for something so well engineered. The only complaint some may have is with the textured finish of the frame (cast components) but its visual impact is greatly reduced by the clever addition of textured, matte black trim pieces above and below the main frame spars.   Miscellaneous       A toolkit is located on board.      The electronics system is a CAN bus type.      Over 600,000 miles of final product endurance testing went into this motorcycle over the summer of 2009, 2/3rds of which occurred on race tracks.      The S 1000 RR is built 100% at the BMW Motorrad plant in Berlin.      Valve adjustment intervals are called for approximately every 12,000 miles.      Warranty coverage is provided for 3 years / 36,000 miles whichever occurs first.   Pricing        MSRP*:  $13,800.00      Race ABS (excluding DTC): $1000.00      Race ABS and Dynamic Traction Control (DTC) combined: $1480.00      Gear Shift Assistant: $450.00      Anti-Theft Alarm: $395.00      Motorsports Paint Scheme: $750.00      *MSRP excludes destination, freight, license, registration, taxes, insurance, and options.   (Would you like to win a S1000RR? The BMW MOA has you covered!)   Colors        The 2010 BMW S 1000 RR will be available in: Mineral Silver Metallic, Thunder Grey Metallic, Acid Green Metallic, and Non-Metallic BMW Motorrad Motorsport Tri-Color.   Other items to consider        BMW Motorrad accessories: huge selection of HP parts and other items all designed specifically for the BMW S 1000 RR.                   Alpha Racing Performance Parts: wide range of motorsport and tuning accessories for circuit racing the BMW S 1000 RR.      DoubleR Collection: single-piece leather suit, helmet, boots and gloves, all color-matched to the BMW S 1000 RR. #   Bike Reviews & News 2009-12-31T16:15:01-06:00 http://www.bmwmoa.org/site/understanding_the_s1000rr/ http://www.bmwmoa.org/site/understanding_the_s1000rr/#When:17:08:00Z This new superbike is the culmination of five years of planning. For Pieter de Waal, Vice President of BMW Motorrad, this bike has been a mission.  YOU CAN WIN THE S1000RR HERE(*LEARN HOW YOU CAN WIN THE S1000RR HERE!*) An interview with Pieter de Waal, Vice President of BMW Motorrad USA By Vince Winkel, Editor, BMW Owners News In January, the BMW S1000RR will begin appearing in BMW Motorcycle dealer showrooms across North America. This new superbike is the culmination of almost five years of planning. For Pieter de Waal, who many of you have heard speak at the last two BMW MOA National Rallies, this bike has been a priority and a mission. The BMW Motorrad Vice President's excitement over the S1000RR is apparent to anyone who has discussed the bike with him, as we did in November. Vince Winkel - BMW Owners News: Pieter you've been involved with the S1000RR since the beginning, is that correct? Pieter de Waal: Yes. In the first place, I was in Germany responsible for sales and marketing at the time that the decision was made to build this bike. I want to give you the background on why BMW decided to build a Superbike, and what we have done in the U.S. in a pre-sales campaign to make sure that the motorcycle will be a success in the US Market. BMW ON: Going back in time a bit, can you describe the genesis of the S1000RR? Mr. de Waal: This project started about 4.5 years ago. I was in Germany and we decided to go for a superbike because it fits the brand of BMW. We wanted to bring young people into the BMW Motorrad brand. The current age profile of our customer is worldwide 47, and in America about 50. Our customers age at approximately .7 years per year. That implies that our existing customers keep buying our motorcycles as they get older, but we do not bring many young people into the brand. It's a major long-term concern. Going for a superbike would give us brand new customers. In America, the average age of a 1000cc superbike owner is 34, and the 600cc is 23 years of age. This bike would give us access to a new generation of customers. People that buy superbikes are not looking at anything but a superbike, they are not interested in cruisers, touring bikes or GS bikes. There is little overlap between superbike people and the rest. The superbike market worldwide is big, and it is even bigger in America. The motorcycle market has shrunk to about 75,000 new superbikes per year; it used to be about 150,000 per year total. We predict that we will make the best single-selling BMW model in the range. We expect it to outsell the GS and be very successful. BMW ON: So the American market really is one of the driving forces in creating and launching this bike? Mr. de Waal: Absolutely. Essentially, we at BMW have to follow a volume growth strategy. We invest more than any other company in research and development. We have a very high-tech company, and we pay a high price for that. All of us are in the volume game because it is that last 20% volume that makes a company really profitable. We looked at areas in which it would be lucrative to expand. We looked at cruisers and decided that it's not for us. We decided that superbikes were a big volume area that was attractive to us, especially because it would bring us young people. We knew that going for superbike would make America very important for us. *LEARN HOW YOU CAN WIN THE S1000RR HERE!* BMW ON: What's the Superbike market like in North America? Mr. de Waal: The 1000cc superbike sector is dominated by four models: Honda CBR1000R, Yamaha R1, Kawasaki ZX10 and Suzuki GSX-R1000. These four models make 88% of the total worldwide superbike sales. We decided that we want to take the four Japanese brands head on. That is a different philosophy than Ducati had; they built an alternative version to the Japanese superbike. It is a different game. KTM also went for a variation to the theme. We didn't go for that; it would have been much easier for us to build a BMW interpretation of the superbike, but we decided to build a mainstream bike and take the four Japanese brands in their own game. That meant that we had to understand and play by the rules of the game; how they define a superbike and understand what makes customers tick (knowing what is important to them). BMW ON: So what are people like me, and our members, looking for when they buy a bike like the S1000RR? Mr. de Waal: Four things. Let's start with performance. 99% of the people that buy a superbike cannot ride the bike to its full potential. They rely on what they hear from the media. The motorcycle must have the highest power to weight ratio. Our bike has a substantial margin of the highest horse power- 193-and it is about 2 or 3 pounds heavier than the lightest bike, so we are on our game in this area. 455 pounds wet (fully tanked with ABS), 404 dry. Then there are the comparison tests: they buy magazines that compare the motorcycles and compare which ones have the fastest lap times. That is why these huge motorcycle magazines do comparison tests between models and analyze which is the fastest. We've entered into world superbike racing a year before we launch the bike (2009) to create credibility for the bike up front. They have done incredibly well for their first year in this motorsport competition. Finally, the bike should look good. For us it was quite a dilemma because the motorcycle was built with an understanding of the Japanese criteria, and we knew it would look like a Japanese bike. We didn't want it to look like a copycat; we wanted it to look like a BMW. We decided to strictly follow a philosophy of form follows function. The function determined the shape of things. That is why certain elements are asymmetrical. BMW ON: What about cost? Mr. de Waal: We decided from day one that this motorcycle could not cost the normal BMW premium and it had to be within $1,000 of its competitors in America. It was a huge challenge to build the bike to meet this (price) point. We've announced it at $13,800 which is competitive with Honda's superbike, which retails for $12,999. *LEARN HOW YOU CAN WIN THE S1000RR HERE!* BMW ON: What do you get for this price that you may not get on a bike from another manufacturer? Mr. de Waal: One of the things that we had in mind was to build a motorcycle so that the average rider could be safe and ride faster on this motorcycle. We believe that a rider of average ability would be faster at a track day with our motorcycle. You can dial in optional modes of operation by flipping a switch (rain, sport, race and slick). When you do this, three main areas of the motorcycle correspond: the race ABS, the dynamic traction control and the engine management. As you dial in different modes, the bike reacts accordingly. That means that the motorcycle assists you according to you ability, which makes you faster than you would've been on a conventional motorcycle. It costs $1,400 to add this option and 98% of pre-orders have included it. BMW ON: You talk about bringing in new BMW riders, and younger riders. Are there any plans for a 600cc model? Mr. de Waal: There are no plans to build a 600cc. The market is twice as big as the 1000cc in the U.S., but the equation becomes much, much worse for us because they sell for $2,000 less and are just as expensive to build. We are as confident as one can be that this bike will do well. We've set ambitious volume targets on it, and are competitive price wise. The motorcycle is really fantastic. However, the final judgment will be from the media and what they publish about it. Within the superbike fraternity, customers are not very brand loyal, so we fancy that we will be able to pull a lot of people off their existing superbike and onto ours because we stuck to the rules of the game that they acknowledge. We have more than 600 preorders in the U.S., and that is before the media has started to write about the motorcycle and had the ability to do comparison tests. The initial signs are very positive.   For more on the S1000RR see the January 2010 issue of the BMW Owners News *LEARN HOW YOU CAN WIN THE S1000RR HERE!* Superstakes FAQ- How does the Superstakes work     Bike Reviews & News 2009-12-22T17:08:00-06:00 http://www.bmwmoa.org/site/s1000rr_finally_in_europes_showrooms/ http://www.bmwmoa.org/site/s1000rr_finally_in_europes_showrooms/#When:19:03:00Z After many months of waiting, fans and customers of the BMW S1000RR finally got the chance to see the new superbike at their local BMW Motorrad dealerships across Europe on December 5th. LEARN HOW YOU CAN WIN THE S1000RR HERE!(See the January 2010 BMW Owners News for full coverage and reviews of the S1000RR, and an exciting announcement from the BMW MOA) After many months of waiting, fans and customers of the BMW S1000RR finally got the chance to see the new superbike 'in the metal' at their local BMW Motorrad dealership on December 5. Across Europe last Saturday, motorcyclists forgot about their Christmas shopping promises, important sports matches and other family commitments, and instead headed down to their nearest BMW Motorrad dealership to finally be able to try the 193 hp superbike for size. *LEARN HOW YOU CAN WIN THE S1000RR HERE!* Superstakes FAQ Although the 1000cc S1000RR has been on display at various international motorcycle shows, and has been seen in action during demonstration laps at selected motorcycle racing events, this was the first time that European bikers have truly been able to try it for themselves at their local dealerships. Furthermore, the S1000RR has been lavished with praise, following its recent press launch, where journalists had the chance to try it on the world-famous Portimao circuit in Portugal. Having tried the RR on the same circuit that hosted the Superbike World Championship final round in October, journalists have been universal in their praise of BMW Motorrad's most powerful production machine to date, and a quick search on the internet soon produces a pile of glowing reviews from all over the world. All this has helped to build on the anticipation and excitement of the bike's launch and played its part in bringing many potential new customers to BMW Motorrad dealerships across Europe. In Munich, the flagship BMW Motorcycle Centre celebrated the arrival of the S1000RR in a big way. The BMW AG-owned dealership prepared both the inside and outside of the 9,000 square metres building so that no one could miss what many are calling on of the most important product launches in the company's 85 year history. The dealership - which stretches over several floors and sells new and used BMW motorcycles, as well as displaying the biggest selection of BMW rider equipment in the world - enjoys a great location in Munich. Because it benefits from lots of passing traffic from cars, motorcycles, pedestrians and cyclists, huge billboard-sized S1000RR banners were put up outside the showroom, and a 'wheelieing' S1000RR was even placed up high on the roof of the building. Inside, various depictions of images from the 'welcome to Planet Power' marketing campaign were reproduced and displayed in the showroom, and a selection of S1000RR machines were available for customers to try for size. As well as the popular motorsport colour scheme, a special version, equipped with all of the carbon-fibre parts and accessories, had been created to show potential customers how to personalise their machine. For Michael Sommer, Director of the BMW Motorcycle Centre in Munich, the response to the new machine was phenomenal: "It was an incredibly busy weekend with around 800 customers passing through our doors between 9am and 4pm," he said. "What was particularly interesting for us was that there were many new faces among the guests, including riders of Yamaha, Kawasaki, Honda, Suzuki and Ducati machines. This was exactly what we wanted and hoped would happen, and we were also able to offer short test rides of the new S1000RR to those who wanted to experience the new superbike for themselves." With trained staff on hand to deal with a multitude of enquiries, as well as many screens showing films such as BMW Motorrad Motorsport's inaugural Superbike World Championship campaign, an official film of the new bike's development behind the scenes, and various 'making of' films concerning the recent art shootings, existing and potential customers were kept entertained all day. A live band was another highlight of the launch event, and a special offer for personalised S1000RR caps meant that fans could have them embroidered with the message of their choice. "We did a lot of preparation for the event, and it paid off for us," said Michael. "Outside the showroom, our 8 metres by 4 metres banner couldn't be missed by anyone passing by, and we got lots of great comments about the bike on the roof too - it's going to stay there all next year! Inside, a huge 24 metres by 4 metres poster was complemented by illuminated posters, a big 8 metres by 1.5 metres banner from the Planet Power campaign, as well as 10 smaller banners featuring a variety of images from the new brochure, as well as five from the recent themed photo-shoots. "We also had ten S1000 RRbikes on display, including a factory World Superbike machine, and one of the safety bikes that has been seen in action at this year's MotoGP World Championship. All in all, it was a tiring, but extremely positive and productive day - a big thank you goes to the colleagues from Marketing Strategy and Communication, especially to Martin Bölt, because without their great help it would not have been possible to make this great POS appearance happen!" The S1000RR exposition will be available for customers to see at the BMW Motorrad Zentrum in Munich until March 2010. *LEARN HOW YOU CAN WIN THE S1000RR HERE!* SEE THE JANUARY BMW OWNERS NEWS FOR FULL COVERAGE AND REVIEWS OF THE S1000RR, AND AN EXCITING ANNOUNCEMENT FROM THE BMW MOA!   Bike Reviews & News 2009-12-11T19:03:00-06:00 http://www.bmwmoa.org/site/the_bmw_concept_6/ http://www.bmwmoa.org/site/the_bmw_concept_6/#When:18:42:01Z BMW introduced an inline six-cylinder café racer concept at the 2009 EICMA show in Milan, Italy. The BMW Concept 6 (November 10, 2009) From BMW Motorrad press reports Last week BMW introduced an inline six-cylinder café racer concept at the 2009 EICMA show in Milan, Italy. Six-cylinder power units have always had particular appeal, offering not only supreme smoothness and refinement, but also superior power and performance as well as a truly emotional driving - or, in this case, riding - experience. A further point is that the typical sound of a straight-six almost like a turbine is absolutely incomparable, with straight-six power units at BMW having stood for fascinating engine technology in BMW cars for more than seven decades. Looking at motorcycles, inventive engineers have also tried time and again to offer the enthusiast the thrilling concept of a straight-six power unit. But while a few engines in straight-six configuration have indeed been fitted in motorcycles both lengthwise and crosswise, the straight-six has never really made a genuine breakthrough neither on production models nor in motorcycle racing. Depending on the way the engine was fitted, six cylinders in-line inevitably made the engine either very long or very wide, creating disadvantages in terms of the running gear, weight distribution and the centre of gravity. A further drawback was much higher engine weight usually setting off the benefits of extra engine power.   The BMW Concept 6 now proves that a straight-six, benefiting from the most advanced construction and production technology, may offer not only unique prestige, but also a supreme standard of riding dynamics. The new BMW straight-six will further expand the K-Series in the foreseeable future. The fi rst model to be introduced will be an innovative and luxurious BMW touring machine. Reflecting the tradition of the BMW K-Series, this will of course be a genuine top-of-the-line product.   Highly compact and dynamic six-cylinder: The starting point for this dynamic introduction of the straight-six in the new Concept 6 from BMW Motorrad is of course the extremely compact form and configuration of the engine. The power unit is approximately 100 mm or 4" slimmer than all former straight-six production engines and only a bit wider than a large-capacity straight-four with conventional technology. The reduction in width is achieved in particular by the slightly over-square bore: stroke ratio with relatively long stroke and very small gaps between cylinders. To achieve this very compact configuration with minimum width, the electrical ancillaries and their drive components are positioned behind the crankshaft in the open space above the transmission. High-tech lightweight construction in all areas serves to make the power unit relatively light from the outset, important components in this context being the two hollow-drilled camshafts and the very light connecting rods. The perfect compensation of masses ensured by the configuration and layout of the engine avoids the need for a balance shaft and its drive elements on the new straight-six, which again means lower weight and enhanced running smoothness. In its layout, the straight-six featured in the Concept 6 follows the well-known straight-four in the K 1300 model series, again coming with cylinders tilted to the front by 55°. This ensures not only a low centre of gravity, but also very good weight balance as an element essential above all under sporting conditions for precise feeling and clear feedback from the front. A further advantage is that the tilted engine provides extra space for the aerodynamically positioned intake manifold directly above the engine and allows ideal configuration of the frame profiles following the flow of power. The straight-six featured in the BMW Motorrad Concept 6 comes with dry sump lubrication. Apart from greater reliability even under extreme conditions, dry sump technology serves to keep the crankcase particularly low and fl at, with the engine being fitted lower down and masses concentrated around the centre of gravity. Doing without an oil sump, the engine may be positioned far lower than on a conventional layout. The oil reservoir is provided by an oil tank integrated at the rear of the engine block. This avoids the need for a separate tank, again helping to make the entire power unit more compact and reduce weight to a minimum.   Maximum supremacy in running refinement and performance: Designed and laid out as a straight-six, the engine also opens up new dimensions in motorcycling in terms of supremacy, power reserves, performance and running refinement. Output of the new six-cylinder will be in approximately the same range as on BMW's 1.3-litre straight-four power units. Torque, on the other hand, will be right at the top of the range, even in comparison with the largest motorcycle engines, such superior power and muscle coming inter alia from engine capacity of no less than 1.6 litres. The engine's power and performance characteristics are equally impressive, offering 130 Nm or 96 lb-ft of torque from just 2,000 rpm and at the same time revving up almost to 9,000 rpm - a dynamic potential quite unparalleled in the tourer segment. This alone qualifies the engine of the Concept 6 as the ideal power unit for a wide range of different motorcycles.   Environmental compatibility and all-round economy re-defined: The Concept 6 shows the absolute supremacy of its six-cylinder drive system also in ecological and economic terms. Fuel consumption of this six-cylinder naturally equipped with a fully controlled catalytic converter is lower than on a comparable four-cylinder under normal touring conditions. The use of E-gas technology (ride-by-wire) then offers further potentials for enhanced fuel economy and riding dynamics throughout a wide range of different riding modes and conditions. And last but not least in this context, the straight-six power unit featured in the Concept 6 offers long inspection intervals through the use of cup tappets controlling the engine valves.   Dynamic and powerful design in Café Racer style: Supremacy and dynamism are also borne out clearly by the thrilling design of the Concept 6 and, as usual, this project from BMW Motorrad is more than "just" the attempt to develop a motorcycle of a kind never seen before. Working on Concept 6, the designers at BMW Motorrad have therefore focused yet again on technical function and quality and, in particular, the emotional element bringing together man and machine. Their rule, quite simply, is that a motorcycle must not only follow the laws of functionality, but also arouse emotion in all its facets. In a nutshell, therefore, the machine must be simply thrilling. Precisely this is why the design of the Concept 6 focuses in particular on the powerful straight-six engine as the heart of the machine. Conceived as a mixture of classic and modern styling elements in motorcycle construction, the Concept 6, with its long front end and short rear, takes up the design language of the legendary Café Racer. Powerful and muscular, the body elements extend around the power unit fi nished in a special platinum colour, presenting the engine almost adoringly from every angle. Smooth and soft lines ensure fully organic integration of the power unit within the machine, while at the same time they create a powerful, exciting and dynamic contrast to the sharply contoured front and rear ends. The so-called Split Face, a well-known design element of the latest models from BMW Motorrad, extends smoothly from the front of the fairing all along the top of the fuel tank made of carbon-fibre, again confirming the high technological standard of the Concept 6 and forming an exciting contrast to the outer shell in aluminium with its white layers. The division into three sections created by the Split Face is further accentuated at the front by the LED headlight integrated longitudinally in the machine in its rod shape and by the slender LED rear light extending far up into the seat hump. The powerful and supreme character of the Concept 6 is also underscored by the six-chamber exhaust system complete with sidepipes and the strong presence of the intake ducts again fi nished in platinum look. Aerodynamic components such as the twin-tipped engine spoiler and the air guide elements derived from the design of the new S 1000 RR Supersports, on the other hand, bridge the gap between functional and clearly visible technology, on the one hand, and the soft and smooth design of other body elements, on the other.   Innovative suspension technology and equipment: The suspension of the BMW Motorrad Concept 6 is built around a light-alloy bridge frame as well as Duolever and lightweight Paralever arms holding and guiding the wheels front and rear. Seventeen-inch HP forged wheels as well as the extra-large brake system with its six-piston fi xed callipers emphasise the sporting look of the new machine and its high level of technology. The outstanding supremacy of the Concept 6 and its drivetrain is also refl ected by details such as the instrument panel intentionally kept in minimalist design but nevertheless completely equipped with all the instruments and gauges required. While a digital display performs its usual function of clearly presenting road speed, there is intentionally no rev counter on account of the supreme fl ow of power at all speeds. So instead of a conventional rev counter, a LED display shows the rider at all times how much torque is readily available whenever required. Stay tuned ....   Bike Reviews & News 2009-11-12T18:42:01-06:00 http://www.bmwmoa.org/site/the_2010_bmw_r1200gs_adventure/ http://www.bmwmoa.org/site/the_2010_bmw_r1200gs_adventure/#When:16:41:01Z It has been called unstoppable. On this machine you can handle potholes with 20 mm more clearance than on the R1200GS. Add to that excellent ergonomics, optimum gearing for every terrain, and a strong chassis...THE 2010 BMW R1200GS Adventure: Another Adventure Begins November 5, 2009... (From BMW Motorrad press materials) It has been called unstoppable. On this machine you can handle potholes with 20 mm more clearance than on the R1200GS. Add to that excellent ergonomics, optimum gearing for every terrain, and a chassis which - whether fully loaded or not - will allow you to thrill your passenger as well as surprise anyone ahead of you. With the introduction of the 2010 BMW R1200GS Adventure, BMW Motorrad is adding yet another chapter to the epic adventure of its highly successful GS models which, for almost three decades, have been the epitome of the large-capacity grand touring enduro. Building upon the former generation of the R1200GS and R1200GS Adventure, which already offered supreme power and performance as well as a broad range of practical riding qualities for long tours combined with supreme pleasure on winding country and mountain roads, BMW Motorrad is now enhancing this standard to an even higher level. The main features of the 2010 BMW R1200GS Adventure at a glance: New, more dynamic engine with two overhead camshafts per cylinder and valves in radial arrangement. Increase in engine output by 5 per cent to 110 hp at 7,750 rpm and maximum torque to 88 lb-ft at 6,000 rpm. Increase in maximum engine speed from 8,000 to 8,500 rpm with an even wider power band. Significantly better acceleration and torque. Electronically controlled exhaust flap for an aggressive muscular sound. Color variants of the R 1200 GS Adventure: Smoke Grey matt metallic and Brilliant Yellow metallic. Options and accessories tailored to the model with BMW's usual high level of quality. In its construction principle and fundamental layout, the new flat-twin engine is the same as the Double Overhead Camshaft (DOHC) engine on the BMW HP2 Sport. In its latest generation, the engine has been carefully updated and optimized for the R1200GS Adventure, tailored to the specific requirements of a grand touring enduro. With the 1,170-cc Boxer engine on the former model already ensuring supreme power under all conditions and in all situations, the new R1200GS Adventure has even more to offer in virtually every respect. Delivering maximum output of 110 hp, reaching top engine speed now increased by 500 to 8,500 rpm, and with an even broader power band the new Adventure is even more dynamic, powerful and muscular in terms of both torque and acceleration throughout the entire speed range -- setting the standard once again for the grand touring enduro in terms of riding dynamics. Designed and built at the outset for higher engine speed, the new flat-twin engine in the GS Adventure, like the engine featured in the BMW HP2 Sport, comes with two overhead, chain-driven camshafts per cylinder. The valves are operated by very light rocker arms able to withstand high engine speeds due to their low weight alone. Radial arrangement of the four valves is accomplished by the compact combustion chambers. Like on the former model, the fuel/air mixture is ignited by two spark plugs (HP2 Sport: one spark plug), while the compression ratio remains at 12.0:1. Thanks to efficient knock control, the GS Adventure is able to run on premium (plus) fuel with an octane rating of 95-98 RON (maximum output is measured at 98 RON). Under certain conditions, there may be a very small loss of torque and a slight increase in fuel consumption as soon as knock control cuts in. On long tours where the rider might be required to use inferior fuel, the engine may also run on 91 RON regular fuel, using specific fuel injection data available as special equipment free of charge from the factory. Horizontal arrangement of the camshafts in the direction of travel gives the new flat-twin engine two particular technical features: Each camshaft controls one intake and exhaust valve and, due to the radial arrangement of the valves, the cams come with a conical profile. To increase both output and torque, fuel volume has been increased throughout the entire speed range by increasing valve plate diameter over the former models from 1.42-1.54 inches on the intake side and 1.22-1.30 inches on the exhaust side. Intake and exhaust timing on the two camshafts has been optimized in particular for increased power at low and medium engine speeds and for even faster, free-revving engine performance throughout the entire range. To increase the free valve cross-section, valve lift is up by 0.415 inches on the intake and 0.365 inches on the exhaust side to 0.425 inches on both sides. Valve clearance is adjusted by light semi-hemispherical shims. The existing ratio of bore and stroke of 3.98 : 2.87 inches remains unchanged from the former model, as does the engine's cubic capacity of 1,170 cc. Other features likewise carried over from the previous engine are the crankshafts and connecting rods as well as their mounts and bearings, while the two new cast-aluminum pistons have been re-designed to match the change in combustion chamber geometry. Interacting with the upgraded intake system, now featuring black instead of silver throttle butterfly manifolds as on the former model, measuring 1.97 inches instead of formerly 1.85 inches (HP2 Sport: 52 mm/2.05") opening clearance and with newly designed intake air manifolds and an air filter element with higher volume capacity, the engine now develops maximum output of 110 hp at 7,750 rpm and peak torque of 88 lb-ft at 6,000 rpm. An oil cooler ensures stable engine temperatures even when riding to the extreme. In all, the modifications to the engine provide a significantly more homogeneous flow of power and torque throughout the entire speed range. In this process of technical development, the engine now features magnesium-colored cylinder head covers with two instead of the former four fastening bolts and have an even more dynamic design. A valve cover guard made of aluminum or plastic as well as a chrome-plated aluminum cylinder head cover may be installed as accessory items. The exhaust system features two manifolds with the same design, length and diameter as the previous model, while a modified interference pipe regulates the change in vibration conditions in the exhaust system. Featuring an exhaust flap controlled by an electric motor as well as opening and closing cables, the new BMW R1200GS Adventure provides a particularly throaty boxer sound naturally in full compliance with legal standards. To reduce ram pressure and improve the sound of the engine even further, the rear silencer remains the same in design as on the former model and comes with a completely new interior structure. Power is transmitted as before by the proven six-speed gearbox with larger bearing diameters and a modified distance between the individual shafts previously upgraded technically for the 2008 model year. In the process, the gear ratios were once again changed and the finale drive has been modified from 2.82 to 2.91. In conjunction with the new, more powerful engine, there is significantly more torque throughout the entire range of engine speed. The new GS Adventure also benefits from improved shifting with an optimized power/travel curve for precise gearshift and clear feedback at all times. The maintenance-free drive shaft to the rear wheel also remains unchanged, relieving the rider of annoying and time-consuming maintenance requirements, particularly on long tours. Like its predecessor, the new R1200GS Adventure offers an improved synthesis of offroad and onroad riding qualities. As in the past, the stiff and torsionally-resistant suspension, front wheel control with the unique BMW Telelever, and the rear wheel incorporating the BMW Paralever provide first class riding qualities in combination with the new engine offering even more power and torque. In conjunction with optional BMW Motorrad Integral ABS, extremely powerful brakes provide maximum safety even in critical situations. Optimum environmental compatibility is achieved on the new boxer engine through the most advanced exhaust gas management with a fully controlled three-way catalytic converter. Designed and built for the specific requirements of a grand touring enduro, Enduro Electronic Suspension Adjustment (ESA) is available on the latest version of the GS Adventure as an option straight from the factory. Enduro ESA allows adjustment of the suspension under all kinds of running conditions and with virtually any load level, simply by pressing a button. An important feature of the Enduro ESA is that it offers both an onroad and offroad mode within which the rider, choosing specific settings for the spring base and damping, is able to adjust the suspension even more precisely to specific needs and requirements. Enduro ESA meets the particular requirements of a grand touring enduro by additional electrohydraulic adjustment of the spring base on the front spring strut. When riding offroad, this ensures a far smoother ride without the disadvantages otherwise experienced onroad, such as shorter negative spring travel or greater seat height. Options come directly from the factory and are installed during production at the Berlin Plant. Accessories and special equipment are installed by Authorized BMW Motorcycle Dealers. Optional Extras Enduro ESA BMW Motorrad Integral ABS (semi-integral, on-demand) RDC ASC Exhaust system chrome-plated Heated HandGrips Hand protectors (Adventure: standard) Cross-spoke wheels (Adventure: standard) On-board computer with oil level warning Anti-theft warning system with remote control LED direction indicators Offroad tires Enduro transmission (short first gear) Additional halogen headlight Special Equipment Cases: Aluminum case * Case mounting brackets for Aluminum case* * Aluminum Topcase * Topcase mounting bracket * Inner bags for Aluminum case/Topcase * Back padding Aluminum Topcase * Watertight tank bag * Softbag 2, large, 13.5 gallons * Softbag 2, small, 5 gallons   Styling and Design * Cylinder head covers chrome-plated * Front fender, in carbon * Splashguard rear, in carbon * HP Carbon cover for engine housing * Headlight protector (for offroad use only) * Cap for Telelever and fork bridge * Additional LED headlight * Holder for additional headlight * LED direction indicators.*   Sound * Akrapovic sports muffler   Ergonomics and Comfort * Windshield, tinted * Wide enduro footrests -- standard * Adjustable footbrake lever -- standard * Handlebar cross reinforcement * Padding for handlebar cross reinforcement * Rider's seat, low (32.3") in Black*  * Rider's seat, Grey * Additional power socket * Heated HandGrips*   Navigation and Communication * BMW Motorrad Navigator IV * Mount for BMW Motorrad Navigator * Navigator function bag   Safety * Hand protectors -- standard* * Spoiler guards, large, for hand protectors * Aluminum cylinder head cover protection -- standard * Plastic cylinder head cover protection * Enduro skid plate protection, aluminum * Frame guard * Safety bolts for oil filler manifold * Anti-theft warning system with remote control*   Maintenance and Technical Equipment * Reduction in power to 98 hp* * Paddock stand * On-board toolkit/service kit * LED light for on-board power socket, 16.1" *Also available as an option from the factory. New surface and color design The 2010 R1200GS Adventure demonstrates its enhanced dynamics through new surface design and colors. Smoke Grey metallic emphasizes the almost rustic character of the machine, while Brilliant Yellow metallic accentuates its sporting offroad qualities. Particularly the second color variant forms an exciting contrast to the seat finished in Black Olive Grey. The new throttle butterfly manifolds come in Black. 2010 BMW R1200GS Specifications Engine Capacity         1,170 cc Bore/stroke      3.98/2.87 inches Max output                   110 hp at 7,750 rpm Max torque          88 ft-lb @ 6,000 rpm Configuration      Flat-twin No. of cylinders     2 Compression ratio/fuel grade  12/S 95-98 RON, max output with 98 RON, optional 91 RON SA Valve/gas timing     DOHC Valves per cylinder     4 Intake/exhaust valve diameter    1.54/1.30 inches Throttle butterfly diameter   1.97 inches Fuel supply      BMS-K+ Exhaust management     Fully-controlled three-way catalytic converter Electrical System Alternator (W)     720 W Battery (V/Ah)      12/14, maintenance-free Headlight (W)     H7 Starter (kW)      1.1 Transmission/Gearbox Clutch       Single-plate dry clutch, diameter 7 inches Transmission      Dog-type six-speed gearshift Primary ratio      1.737 Gear ratios      I   2.375; optional 2.600        II  1.696        III 1.296        IV 1.065        V  0.939        VI 0.848 Rear-wheel drive     Drive shaft Final drive ratio     2.91 Suspension Frame       Tubular steel frame, load-bearing engine Front wheel guidance     BMW Telelever Rear wheel guidance     BMW Paralever Overall spring travel, front/rear    8.0/8.7 inches Castor       3.0 inches Wheelbase      59.4 inches Steering head angle      65.2 degrees Brakes      Front      Dual disc brake, diameter 12 inches Rear      Single disc brake, diameter 10 inches Optional     BMW Motorrad Integral ABS        (semi-integral, on-demand)        Wheels       Cast Cross-spoke        Front      2.5 x 19        Rear      4.0 x 17 Tires               Front      110/80 R 19        Rear      150/70 R 17 Dimensions and Weight Length       88.2 inches Width (overall, with mirrors)    39 inches Handlebar width (without mirrors)  37.4 inches Seat height       35.8/35 inches Dry weight       492 lbs DIN (unladen weight in road trim)   564 lbs Max permissible     1,047 lbs Tank capacity      8.7 gallons Performance Data Acceleration 0-62 mph    3.95 sec Top speed       124 +   Bike Reviews & News 2009-11-06T16:41:01-06:00 http://www.bmwmoa.org/site/the_2010_bmw_r1200gs/ http://www.bmwmoa.org/site/the_2010_bmw_r1200gs/#When:17:05:01Z With the introduction of the new BMW R 1200 GS, BMW Motorrad is writing yet another chapter in the story of its highly successful GS models which, for almost three decades, have been the epitome of the large-capacity grand touring enduro.THE 2010 BMW R1200GS November 5, 2009 (From BMW Motorrad press materials) With the introduction of the new BMW R 1200 GS, BMW Motorrad is writing yet another chapter in the story of its highly successful GS models which, for almost three decades, have been the epitome of the large-capacity grand touring enduro. Building upon the former generation of the R 1200 GS, which already offered supreme power and performance as well as a broad range of practical riding qualities for long tours combined with supreme pleasure on winding country and mountain roads, BMW Motorrad is now enhancing this standard to an even higher level. A more powerful engine with extra torque, results in even greater driving dynamics both onroad and offroad. The main features of the 2010 BMW R 1200 GS at a glance: New, even more dynamic engine now with two overhead camshafts per cylinder and valves in radial arrangement. Increase in engine output by 5 per cent to 110 hp at 7,750 rpm and maximum torque to 88 lb-ft at 6,000 rpm. Increase in maximum engine speed from 8,000 to 8,500 rpm offers a wider range of useful engine speed. Significantly better acceleration and torque. Electronically controlled exhaust flap for an aggressive muscular sound. Color variants of the R 1200 GS: Alpine White non-metallic, Magma Red non-metallic, Ostra Greymatt metallic, Sapphire Black metallic. Optional extras and accessories tailored to the model with BMW's usual high level of quality. New additional headlight in LED technology for the R 1200 GS (accessory). In its construction principle and fundamental layout, the new flat-twin engine is the same as the Double Overhead Camshaft (DOHC) engine on the BMW HP2 Sport. In its latest generation, the engine has been carefully updated and optimized for the R1200GS, tailored to the specific requirements of a grand touring enduro. With the 1,170-cc Boxer engine on the former model already ensuring supreme power under all conditions and in all situations, the new R1200GS has even more to offer in virtually every respect. Delivering maximum output of 110 hp, increasing top engine speed by 500 to 8,500 rpm, and with an even broader range of engine speed, the new R 1200 GS is even more dynamic, powerful and muscular in terms of both torque and acceleration throughout the entire speed range -- setting the standard once again for the grand touring enduro in terms of riding dynamics. Designed and built at the outset for higher engine speed, the new flat-twin engine in the R1200GS, like the engine featured in the BMW HP2 Sport, comes with two overhead, chain-driven camshafts per cylinder. The valves are operated by very light rocker arms able to withstand high engine speeds due to their low weight alone. Radial arrangement of the four valves is accomplished by the compact combustion chambers.  Like on the former model, the fuel/air mixture is ignited by two spark plugs (HP2 Sport: one spark plug), while the compression ratio remains at 12.0:1. Thanks to efficient knock control, the R 1200 GS is able to run on premium (plus) fuel with an octane rating of 95-98 RON (maximum output is measured at 98 RON). Under certain conditions, there may be a very small loss of torque and a slight increase in fuel consumption as soon as knock control cuts in. On long tours where the rider might be required to use inferior fuel, the engine may also run on 91 RON regular fuel, using specific running data available as special equipment free of charge from the factory. Horizontal arrangement of the camshafts in the direction of travel gives the new flat-twin engine two particular technical features:  Each camshaft controls one intake and exhaust valve and, due to the radial arrangement of the valves, the cams come with a conical profile. To increase both output and torque, fuel volume has been increased throughout the entire speed range by increasing valve plate diameter over the former models from 1.42-1.54 inches on the intake side and 1.22-1.30 inches on the exhaust side. Intake and exhaust timing on the two camshafts has been optimized in particular for supreme power at low and medium engine speeds and for even faster, free-revving engine performance throughout the entire range. To increase the free valve cross-section, valve lift is up by 0.415 inches on the intake and 0.365 inches on the exhaust side to 0.425 inches on both sides. Valve clearance is compensated by light semi-hemispherical shims.   The existing ratio of bore and stroke of 3.98 : 2.87 inches remains unchanged from the former model, as does the engine's cubic capacity of 1,170 cc. Other features likewise carried over from the previous engine are the crankshafts and connecting rods as well as their mounts and bearings, while the two new cast-aluminum pistons have been re-designed to match the change in combustion chamber geometry. Interacting with the upgraded intake system, now featuring black instead of silver throttle butterfly manifolds as on the former model, measuring 1.97 inches instead of formerly 1.85 inches (HP2 Sport: 52 mm/2.05") opening clearance and with newly designed intake air manifolds and an air filter element with higher volume capability, the engine now develops maximum output of 110 hp at 7,750 rpm and peak torque of 88 lb-ft at 6,000 rpm. An oil cooler ensures stable engine temperatures even when riding to the extreme. In all, the modifications to the drivetrain provide a significantly more homogeneous flow of power and torque throughout the entire speed range.  In this process of technical development, the engine now features magnesium-colored cylinder head covers with two instead of the former four fastening bolts and come in new, even more dynamic design. A valve cover guard made of aluminum or plastic as well as a chrome-plated aluminum cylinder head cover are available as accessory items.   The exhaust system features two manifolds with the same design, length and diameter as the previous model, while a modified interference pipe regulates the change in vibration conditions in the exhaust system. Featuring an exhaust flap controlled by an electric motor as well as opening and closing cables, the 2010 BMW R 1200 GS provides a particularly throaty boxer sound naturally in full compliance with legal standards. To reduce ram pressure and improve the sound of the engine even further, the rear silencer remains the same in design as on the former model and comes with a completely new interior structure.   Power is transmitted as before by the proven six-speed gearbox with larger bearing diameters and a modified distance between the individual shafts previously changed for the 2008 model year. In the process, the gear ratios were once again changed and the final drive has been modified from 2.82 to 2.91. In conjunction with the new, even more powerful engine, there is significantly more torque throughout the entire range of engine speed. The new R1200GS also benefits from improved shifting with a power/travel curve for precise gearshift and clear feedback at all times. The maintenance-free drive shaft to the rear wheel also remains unchanged, relieving the rider of annoying and time-consuming maintenance requirements, particularly on long tours.   Like its predecessor, the new 2010 R1200GS offers an almost perfect synthesis of offroad and onroad riding qualities. As in the past, the stiff and torsionally-resistant suspension, front wheel control with the unique BMW Telelever, and the rear wheel incorporating the BMW Paralever provide first-class and improved riding qualities in combination with the new engine offering even more power and torque. In conjunction with optional BMW Motorrad Integral ABS, extremely powerful brakes provide maximum safety even in critical situations. Optimum environmental compatibility is achieved on the new boxer engine through the most advanced exhaust gas management with a fully controlled three-way catalytic converter.   Designed and built for the specific requirements of a grand touring enduro, Enduro ESA Electronic Suspension Adjustment is available on the latest version of the R1200GS as an optional extra straight from the factory. Enduro ESA allows adjustment of the suspension under all kinds of riding conditions and with virtually any load level, simply by pressing a button. An important feature of the Enduro ESA is that it offers both an onroad and offroad mode within which the rider, choosing specific settings for the spring base and damping, is able to adjust the suspension even more precisely to specific needs and requirements. As usual, Enduro ESA meets the particular requirements of a grand touring enduro by additional electrohydraulic adjustment of the spring base on the front spring strut. When riding offroad, this ensures a far smoother ride without the disadvantages otherwise experienced onroad, such as shorter negative spring travel or greater seat height.   The high-quality, sophisticated handlebar, constructed from a heat-treated aluminum tube, mounted with two asymmetrical clamps, facilitates turning by up to 180 degrees (as on the HP2 Enduro Sport) and may be adjusted in two ergonomically different positions. While the rear handlebar position for riding onroad and in less demanding terrain ensures optimum ergonomics particularly for the shorter rider, the front handlebar position offers advantages when standing up on the machine in rough terrain. The hand protectors available as an accessory for the R1200GS are installed as standard equipment straight from the factory on the R1200GS Adventure. In the process of technically upgrading the successful R1200GS models, the instrument cluster has received a newly designed dial. And last but not least, the windshield now comes with larger hand-bolts with even better grip for adjusting its position with greater ease. Options and accessories tailored to both the rider and the machine As a genuine, fully-fledged systems supplier, BMW Motorrad has developed a wide range of options and accessories for further customization of the new R1200GS. One particularly important new feature is the additional headlight in LED technology. Options come directly from the factory and are installed during production at the Berlin Plant. Accessories are installed by Authorized BMW Motorcycle Dealers.   Options: Enduro ESA BMW Motorrad Integral ABS (semi-integral, on-demand) RDC ASC Exhaust system chrome-plated Heated HandGrips. Hand protectors Case brackets Cross-spoke wheels On-board computer with oil level warning Low rider's seat Lowered suspension Anti-theft warning system with remote control LED direction indicators   Accessories Cases: Vario case Case holder Vario Topcase Topcase fastening elements replacing passenger seat Topcase support Inner bags for Vario case/Topcase Back padding for Vario case/Topcase Watertight tank bag Softbag 2, large, 13.5 gallons Softbag 2, small, 5 gallons   Styling and Appearance Cylinder head covers chrome-plated Fender, front, in carbon Splashguard, rear, in carbon HP Carbon cover for engine housing Headlight protector (for offroad use only) Cap for Telelever and fork bridge Additional LED headlight Holder for additional headlight LED direction indicators.   Sound Akrapovic sports muffler Ergonomics and Comfort Windshield, tinted Wide enduro footrests Adjustable footbrake lever Handlebar cross reinforcement Padding for handlebar cross reinforcement Rider's seat, low (32.3") in Black* or Grey Rider's seat, Grey Additional power socket Heated HandGrips   Navigation and Communication BMW Motorrad Navigator IV Mount for BMW Motorrad Navigator Navigator function bag   Safety Hand protectors Spoiler guards, large, for hand protectors Aluminum cylinder head cover protection Plastic cylinder head cover protection Engine protection hoop Enduro aluminum skid plate protection, Frame guard Safety bolts for oil filler manifold Anti-theft warning system with remote control Maintenance and Technical Equipment   * Reduction in power to 98 hp * Paddock stand * On-board toolkit/service kit * LED light for on-board power socket, 16.1" *Also available as an optional extra from the factory.   New surface and color design The new R1200GS demonstrates its enhanced dynamics through new surface design and colors. Ostra Grey matt metallic gives the R1200GS a particularly technical touch. Sapphire Black metallic, on the other hand, gives the new R1200GS a very masculine look, while the two non-metallic paintwork options in sophisticated Alpine White and brilliant Magma Red highlight the sporting offroad ambitions of the new R1200GS.   2010 BMW R 1200 GS Specifications Engine Capacity         1,170 cc Bore/stroke      3.98/2.87 inches Max output                   110 hp at 7,750 rpm Max torque          88 ft-lb @ 6,000 rpm Configuration      Flat-twin No. of cylinders     2 Compression ratio/fuel grade  12/S 95-98 RON, max output with 98 RON, optional 91 RON SA Valve/gas timing     DOHC Valves per cylinder     4 Intake/exhaust valve diameter    1.54/1.30 inches Throttle butterfly diameter   1.97 inches Fuel supply      BMS-K+ Exhaust management     Fully-controlled three-way catalytic converter Electrical System Alternator (W)     720 W Battery (V/Ah)      12/14, maintenance-free Headlight (W)     H7 Starter (kW)      1.1   Transmission/Gearbox Clutch       Single-plate dry clutch, diameter 7 inches Transmission      Dog-type six-speed gearshift Primary ratio      1.737 Gear ratios      I   2.375        II  1.696        III 1.296        IV 1.065        V  0.939        VI 0.848 Rear-wheel drive     Drive shaft Final drive ratio     2.91 Suspension Frame       Tubular steel frame, load-bearing engine Front wheel control    BMW Telelever Rear wheel control     BMW Paralever Overall spring travel, front/rear    7.5/7.9 inches Castor       4.0 inches Wheelbase      59.3 inches Steering head angle      64.3 degrees Brakes      Front      Dual disc brake, diameter 12 inches Rear      Single disc brake, diameter 10 inches Optional     BMW Motorrad Integral ABS        (semi-integral, on-demand)   Wheels       Cast Cross-spoke        Front      2.5 x 19        Rear      4.0 x 17 Tires               Front      110/80 R 19        Rear      150/70 R 17 Dimensions and Weight Length       87 inches Width (overall, with mirrors)    37 inches Handlebar width (without mirrors)  36.6 inches Seat height       33.5/34.3 inches Dry weight       448 lbs DIN (unladen weight in road trim)   505 lbs Max permissible     970 lbs Tank capacity      5.28 gallons Performance Data Acceleration 0-62 mph    3.7 sec Top speed       124 +   Bike Reviews & News 2009-11-05T17:05:01-06:00 http://www.bmwmoa.org/site/the_2010_r1200rt/ http://www.bmwmoa.org/site/the_2010_r1200rt/#When:15:30:00Z In its configuration and basic structure, the new flat-twin engine is the same as the Double Overhead Camshaft (DOHC) engine featured in the BMW HP2 Sport.   The 2010 R1200RT November 5, 2009 (From BMW Motorrad press materials)   The BMW R1200RT has always been acknowledged as the epitome of comfortable and dynamic motorcycle touring in classic style. And now, the latest version of this tourer, with its significant innovations, offers even more superior qualities and dynamic benefits thanks to its new boxer engine. In its configuration and basic structure, the new flat-twin engine is the same as the Double Overhead Camshaft (DOHC) engine featured in the BMW HP2 Sport. It has, however, been further upgraded and optimized for the BMW R1200RT to meet the specific requirements of an outstanding tourer. With the 1,170-cc boxer engine on the former model already offering superior drive power under all conditions and in all situations, the new R1200RT has even more to offer. First, the new engine offers an increase in maximum torque from 85 - 88 lb-ft at an unchanged 6,000 rpm, for even greater acceleration and passing power. Second, the range of useful engine speed has been increased by 500 rpm to a maximum 8,500 rpm. The third improvement is a significant increase in torque where it really counts at low and medium engine speeds, with a smooth and homogeneous torque curve. Maximum engine horsepower is the same as the prior model at 110 hp but occurs now at 7,750 rpm (previously 7,500 rpm). Overview of the main features of the 2010 R 1200 RT: New, even more dynamic engine with two overhead camshafts per cylinder Maximum torque increased to 88 lb-ft at 6,000 rpm, maximum output remaining at 110 hp at 7,750 rpm Increase in maximum engine speed from 8,000 to 8,500 rpm, with an even broader power band Significantly improved torque and acceleration Smoother Torque curve Cylinder head covers now with two, instead of four, fastening bolts and a new dynamic design Electronically controlled exhaust flap for superior and powerful sound ESA II Electronic Suspension Adjustment with damping, spring base and now also spring rate adjustable at the touch of a button BMW Motorrad Integral ABS featured as standard in the partly integrated version New design fairing with improved protection from wind and weather Re-designed cockpit with visor New control units and hydraulic reservoir Electronically controlled windshield with optimized aero-acoustics and improved transparency Designed and built for even higher engine speeds, the R1200RT's new boxer engine, like the engine featured on the BMW HP2 Sport, is equipped with two overhead chain-driven camshafts (DOHC) per cylinder. Valves are operated by very light rocker arms able to cope easily with high engine speeds. Radial arrangement of the four valves allows for a very compact combustion chamber configuration, and like that of the former models, the fuel/air mixture is ignited by two spark plugs (HP2 Sport: one spark plug). The compression ratio of 12.0:1 remains unchanged. Knock control allows the engine to run on 95-98 RON premium (plus) fuel. Under certain conditions the rider may experience a very small drop in torque and a slight increase in fuel consumption whenever knock control cuts in. Horizontal arrangement of the camshafts in the direction of travel calls for two special technical features on the new flat-twin engine: Each camshaft controls one intake and one exhaust valve, and the cams are finished in conical shape due to the radial arrangement of the valves. In the interest of power and performance at low and medium engine speeds, and to provide even better free-revving riding characteristics, the intake and exhaust valve timing on both camshafts has been further improved. Compared with the former models, the valve bases are up in diameter from 1.41 - 1.54 inches on the intake side and 1.22 - 1.30 inches on the exhaust side. Valve clearance is adjusted by light semi-hemispherical shims. To provide a greater free-valve cross-section, valve lift is up from 0.415 inches on the intake and 0.365 inches on the exhaust side to 0.425 inches on both sides.   The existing ratio of bore to stroke remains the same at 3.98:2.87 inches, giving the engine the same 1,170 cc capacity as before. Other features borrowed from the former engine are the crankshaft and the connecting rods, as well as their bearings, while the two pistons made of cast aluminum have been re-designed to match the modified dimensions of the combustion chamber. Interacting with the upgraded intake system, throttle butterfly manifolds now offer 1.97 inches instead of the former 1.85 inches (HP2 Sport: 2.05 inches) opening clearance, newly designed intake air manifolds and an air filter element with increased volume capacity, the engine as in the past develops maximum output of 110 hp, now at 7,750 rpm. The biggest improvement, however, is the increase in maximum torque to 88 lb-ft at 6,000 rpm. An oil cooler ensures a stable temperature even under extreme riding conditions. A further enhancement on the 2010 model is the use of cylinder head covers with two, instead of formerly four, fastening bolts in a new dynamic design. A valve cover guard made either of aluminum or plastic as well as chrome-plated aluminum cylinder covers are available as accessory items. On the exhaust system the two manifolds come in the same design, length and diameter as on the former model, while the interference pipe has been modified to take into account the different vibration conditions on the exhaust manifold. Featuring an exhaust flap controlled via an electric motor and opening/closing cables, the new BMW R1200RT offers a particularly powerful boxer sound in full compliance with all legal standards. To reduce ram pressure and improve the sound of the engine, the rear silencer is unchanged in its exterior design versus the former models, but has a modified interior structure. As in the past, power is transmitted through the six-speed gearbox already upgraded in the 2008 model year, with larger bearing diameters and a modified gap between shafts. The maintenance-free drive shaft to the rear wheel is unchanged. Suspension with Telelever and Paralever follows a proven principle at BMW. The proven, two-piece main/rear frame sections made of weight-saving steel tubes, incorporating the engine as a load-bearing element, offer maximum strength and stiffness under all riding conditions. The front and rear frame are firmly bolted to the engine/gearbox unit, interacting with the engine and gearbox to form a load-bearing structure. The longitudinal arm on the front Telelever suspension is mounted as before on the engine block, while the Paralever swing arm is attached to the rear frame. With its fixed tube measuring 1.38 inches in diameter, the Telelever is the optimum solution for the rider using his machine exclusively on the road and focusing in particular on superior comfort. This is ensured by an optimal balance of sporting and comfort-oriented suspension behavior, the maintenance-free system once again designed to reduce brake dive to almost zero, which helps to provide greater stability when applying the brakes particularly when leaning over at an angle.   As in the past the Paralever swing arm in the rear central spring strut offers travel-dependent damping or TDD for short, with the damping effect increasing progressively as a function of spring travel. This keeps the suspension smooth, sensitive and comfortable in absorbing even the smallest bumps, while at the same time offering generous reserves on bad roads with grooves or bumps and potholes. As in the past, spring travel is 4.72 inches up front and 5.31 inches at the rear. In standard trim, the rear spring strut offers infinitely variable adjustment on the outbound stroke as well as a hand-wheel for infinitely adjusting the spring base by 0.39 inches to adjust the rear end to varying load requirements. Like its predecessor, the 2010 BMW R1200RT rests on light, almost filigree cast aluminum wheels in five-spoke design, combining an attractive look with an easy-to-clean surface and a high standard of stiffness. The front wheel measures 3.5 x 17 inches, the rear wheel 5.5 x 17 inches, running on a 120/70 ZR17 tire up front and a 180/55 ZR17 tire at the rear. The BMW R1200RT is available with ESA II (Electronic Suspension Adjustment II) already well-known from the K series as an option at extra cost. Benefiting from this unique system in the world motorcycle market, the rider is able to adjust not only the damping on the outbound stroke of the front and rear spring strut, but also the spring base (spring pre-tension) on the front spring strut and the spring rate - all at the simple touch of a button. This second-generation Electronic Suspension Adjustment or ESA II for short provides the option to set the suspension for maximum comfort and, with greater precision than ever before, for optimum riding and load conditions. It ensures a new dimension of riding stability combined with premium response. To control the Electronic Suspension Adjustment as easily as possible and to prevent any unwanted settings, the rider initially enters the motorcycle's current load condition (solo, solo with luggage, rider with passenger and luggage). The appropriate spring base and spring rate is then set automatically, with the system coordinating these two parameters to one another. Depending on the style of riding he wishes to enjoy, the rider must also choose among the Comfort, Normal or Sport mode, giving the suspension the desired qualities. Applying the optimum parameters in the Central Vehicle Electronics, the electronic "brain" calculates the appropriate damper rates and sets them accordingly. As a result, the new R1200RT benefits from a total of no less than nine different set-up options.   With additional adjustment of the spring rate, ride height can be set to various load conditions, ensuring an even higher standard of riding stability, handling and comfort. Even when carrying high loads with a passenger and considerable luggage, the R1200RT maintains all of its riding qualities when leaning over at a low angle in turns for a truly sporting style of riding A further advantage is that adjustment of the spring rate dramatically reduces the risk of the suspension suddenly sagging under extreme load. The rider is able to change the damper setting (Normal, Sport, Comfort) simply by pressing a button while riding, although for function and safety reasons the spring base may be changed only at a standstill. The spring rate is adjusted by an electric motor complete with its own transmission, while the damping rate is modified by small step motors on the dampers. Adjustment of the spring rate is controlled by two springs connected in a series, one behind the other. An elastomer unit (Cellasto) in combination with a conventional coil spring takes up forces under spring pressure, while radial expansion of the Cellasto element to the outside is restricted by a steel sleeve. On the inside, the Cellasto element moves an aluminum sleeve by means of electro-hydraulic connection. The position of this inner sleeve influences the expansion behavior of the Cellasto element to the inside and, therefore, its spring rate. In all, ESA II offers the following significant benefits: Much wider range of settings and suspension options with the Sport, Normal and Comfort modes Far better maintenance of the machine's static, normal position and riding geometry with all settings Optimum adjustment of the damping and spring rate / spring base in all settings Significant change of the motorcycle's character through adjustment of the dampers Excellent adjustment to all load conditions through the adjustment of the spring rate / spring base Significant enhancement of safety when braking and in general riding stability, free side angle in turns and firm suspension without sagging The proven brake system with BMW Motorrad Integral ABS in its partly integral version is standard on the R1200RT and offers maximum safety at all times. Maximum and controllable stopping power requires minimum effort on the part of the rider particularly when braking in an emergency. The front brake discs measure 12.6 inches in diameter, the rear brake disc measures 10.4 inches.   The R1200RT remains unmistakable in design, simply begging the rider to take to the road at very first sight. With its highly attractive black-grain surface finish around the air intake at the front of the fairing and around the upper side fairing, the R1200RT looks even lighter and more dynamic than its predecessor. More than ever before, the light look of the fairing, which offers maximum protection from wind and weather, makes the machine a truly unique experience. The intentionally limited use of color around the mirror hand-guards again contributes to the dynamic appearance of the R1200RT, while the integrated direction indicators now with white lenses accentuate the powerful touring character of the machine. Light edges in the fairing as well as the new cylinder head covers showcasing the length of the R 1200 RT give BMW's new motorcycle an even sleeker and more slender look from the side.   The windshield also is electrically adjustable to any position desired on the new R1200RT, with a variation of windshield height as before by up to 5.51 inches -- enough to protect virtually any rider, no matter how tall from wind and weather, while continuing to reduce the level of noise. To improve aero-acoustics to an even higher level, the windshield has been modified on the upper side section, helping again to significantly reduce wind noise. Windshield transparency has been optimized in this process, with less distortion around the edges as well as less reflection. To reduce vibrations, the windshield support has been reinforced with just one bar and the mirror mounting modified. The cockpit placed perfectly in the rider's line of vision, with its two analog dials for road and engine speed, offers improved ergonomics and allows the rider improved monitoring of all the machine's functions. The new R1200RT is now equipped with a matt visor finished in a dark metallic color above the instruments to avoid any undue reflection. The instrument cluster itself features a newly designed face, now looking even more modern and sophisticated. The instruments are supplemented by a central screen presenting data such as the coolant temperature, tank level, time of day or the currently selected gear in the usual proven manner. On models fitted with ESA II as an option, the instrument cluster also provides information on the current suspension setting. Data retrievable on demand include the overall mileage, trip mileage and, as soon as tank capacity has dropped to the reserve level, the remaining range on the fuel available. An on-board computer complete with an oil level warning comes as an option, with the information required (ambient temperature, remaining range, average speed, fuel consumption, tire pressure (optional) also available in the Info Display. Like the K1300 models, the new R1200RT is equipped with a brand-new generation of switches and manual controls. The new switches are far smaller and more compact, but at the same time offer a higher level of functional value. Apart from the standard direction indicator, horn, high beam and starter functions, the R1200RT features controls for the electrically adjustable windshield and the optional handgrip and seat heating, the on-board computer, ESA II, ASC, and cruise control all integrated in the control unit. As part of this modification, new, square-shaped and separately mounted hydraulic fluid reservoirs in a discreet smoky glass monitor the clutch and brake fluid are also fitted in the cockpit area.   New audio system regulated by the Multi-Controller available as an option: An absolute innovation in the motorcycle market is the new Multi-Controller. Installed on the inside of the left handlebar within optimum reach at all times, the Multi-Controller replaces the former function switch installed further to the inside of the handlebar. Like a computer mouse, the Multi-Controller responds to turning and pressing of the wheel, enabling the rider to select a specific radio station and music title or vary the volume of the sound system. The audio system is also new, featuring interfaces for an MP3 player, an iPod or USB stick as well as conventional devices such as a CD player. The CD player installed on the former model has been discontinued. The new system can store nine playback lists on a USB/MP3 and iPod, with the alternative option to play all titles in random choice. The Info Display presents the volume chosen as well as the title currently being played. The external devices used may be kept conveniently in a lockable compartment on the right side of the inner fairing, protected safe from wind and weather. The radio functions themselves are the same as before, but now the new audio system enables the rider to save 24 instead of just six stations. The rider can select stations either manually, through the memory function on stations saved in advance, or through the station search mode looking for the station with state-of-the-art reception (Autostore). The station currently being played is presented on the Info Display and the speed-related volume control may be set to three different levels. Above and beyond the functions provided by the Multi-Controller, the radio control unit is regulated as before through control knobs on the left side of the inner fairing. The R1200RT comes standard with hard-shell cases, offering a capacity on each side of 8.5 gallons. The case brackets are integrated almost fully into the body of the machine, providing a perfect match with the contours of the R 1200 RT. Case covers finished in high-quality body color and an appropriate surface look matching the overall design of the motorcycle ensure a harmonious overall impression from every angle. A premier locking system with four locking points offers an exact fit of the case cover as well as reliable protection from water. The luggage rack offers ample space for additional luggage. As an alternative, the rider may opt for two top-cases (either 12.9 gal or 7.4 gal) from the wide range of accessories. The smaller of these two top-cases is finished in black. The larger comes with a cover finished in White Aluminum metallic matt as a contrast to the black grain lower section or, Sapphire Black. A specially developed rail is designed on top of the tank for fastening the tank bag. And last but not least, numerous lashing points for luggage round off the touring package on the 2010 R1200RT.   R1200RT Options and Accessories; As a systems supplier by tradition, BMW Motorrad has developed a wide range of options and accessories for the new R 1200 RT, allowing the discerning customer to personalize his or her machine to an even higher standard. Options are available directly from the factory and are installed during production at the Berlin Plant. Accessories are installed by Authorized BMW Motorcycle Dealers. ASC RDC ESA II (Electronic Suspension Adjustment II) Audio system including Multi-Controller and interfaces for iPod, USB, MP3, etc. On-board computer, including oil level warning system Rider's seat, lower (30.7 /31.5") Suspension, lower (29.5") including extra-low seat (available only without seat heating) Seat heating (only in conjunction with heated handgrips) Heated handgrips Second power socket Preparation for audio system Cruise control Anti-theft warning system Exhaust system, chrome-plated Comfort seat, single-piece   Accessories: Bags and Cases Topcase, large (12.9 gal), cover in White Aluminium metallic matt or Sapphire Black Topcase, small (7.4 gal) Back padding for topcase, small Inner bag for topcase, large Inner bag for topcase, small Inner bag for system case, left or right System case protector, top (transparent film) Impact guard for cases Tank bag, watertight, with base plate Vario insert for tank bag Softbag 2, small (5 gal) Softbag 2, large (13.47 gal) Baggage roll, watertight (14 gal) Lashing strap with tightening lock Baggage straps Insert for radio socket Ergonomics and Comfort: Extra-low seat (30.1") (single-piece, only without seat heating) Rider's seat, low, (30.7/31.5"), Black or Grey Seat, Grey Comfort seat (30.9") (single-piece, only with seat heating) Design and Sound: Cylinder head covers chrome-plated Carbon cover on engine block Akrapovi sports muffler Splashguard at the rear Safety: Aluminum cylinder head cover protection Plastic cylinder head cover protection Anti-theft warning system First-aid kit, large/small Safety bolt for oil filter manifold Navigation and Communication: BMW Motorrad Navigator IV with accessories Mount for BMW Motorrad Navigator IV iPod adapter cable (USB/chinch) Range of Colors The fairing on the new R1200RT is lighter and more dynamic than the large surfaced fairing of its predecessor. This lighter and more dynamic look is achieved by the sophisticated black-grain surface finish around the side and front sections. The color concept -- with four new color shades -- enhances this effect and gives the 2010 BMWR1200RT a significantly more compact look through the contrast between the color of the body and the matt-painted engine spoiler as well as the seat finished exclusively in black on all models. Polar metallic accentuates the elegant sporty design of the new R 1200 RT. In conjunction with the engine spoiler finished in Dark Slate metallic matt, Polar metallic is a particularly colorful highlight in the R1200RT range. Thunder Grey metallic in combination with the engine spoiler finished in White Aluminum metallic matt, by contrast, offers another bold look. Ostra Grey metallic matt sets a powerful contrast to the engine spoiler finished in White Aluminum metallic matt, offering a very technical look. Twin-tone paintwork based on Thunder Grey metallic, together with sweeping lines in Titanium Silver metallic and Granite Grey metallic, makes the side surfaces appear even more compact and dynamic. The exciting array of colors available for the new R1200RT sets a sporty new tone along with the cases finished for the first time on a motorcycle in several of the machine's colors. 2009 BMW R 1200 RT SPECIFICATIONS Engine Capacity           1,170 cc Bore/stroke mm            101/73 Max output       110 hp at 7,750 rpm Max torque      88 lb-ft at 6,000 rpm Configuration                Flat-twin Number of cylinders     2 Compression ratio/fuel grade                 12/S 95-98 RON   Camshaft arrangement  DOHC Valves per cylinder                   4 Intake/exhaust diameter            mm 39/33 Throttle butterfly diameter         mm 50 Fuel supply management           BMS-K+ Exhaust management                 Fully-controlled three-way catalytic converter   Electrical System Alternator         720 W Battery V/Ah                12/19 maintenance-free Headlight                      W 3 x H7 Starter                          1.2 kW   Transmission/Gearbox Clutch              Single-plate dry clutch, diameter 7.1 inches Transmission     Dog-type six-speed gearbox Primary transmission ratio                     1.737 Gear ratios       I 2.375 II 1.696 III 1.296 IV 1.065 V 0.939 VI 0.848 Rear-wheel drive          Drive shaft Final drive ratio             2.62   Suspension Frame              Tubular steel frame, engine load-bearing Suspension, front          BMW Telelever Suspension, rear           BMW Paralever Spring travel                 front/rear 4.7/5.3 inches Castor                          4.3 inches Wheelbase                   58.4 inches Handlebar head angle               63.4 degrees Brakes inches               front -- Double-disc brake, diameter 12.6 rear -- Single-disc brake, diameter 10.4 inches BMW Motorrad Integral ABS (semi-integral), featured as standard   Wheels Cast wheels front 3.5 x 17 rear 5.0 x 17   Tires front 120/70 ZR 17 rear 180/55 ZR 17   Dimensions and Weight Length, overall 87.8 inches Width, overall, with mirrors       35.6 inches Handlebar width, without mirrors          31.5 inches Seat height (inches)       Standard: 32.3-33.1 / optional: 30.7-31.5 Optional lowered, 29.5 inches Accessory extra-low seat, 30.1 inches Accessory comfort seat, 30.9 inches Dry weight        505 lbs DIN unladen weight in road trim (w/o cases) 571 lbs Max permissible weight             1,091 lbs Tank capacity   6.6 gallons   Performance Data Acceleration     0-62 mph -- sec 3.8 Top speed        124+   Bike Reviews & News 2009-11-05T15:30:00-06:00 http://www.bmwmoa.org/site/benchwrenching_maintenance_on_the_road/ http://www.bmwmoa.org/site/benchwrenching_maintenance_on_the_road/#When:16:16:00Z Voni and I have spent the summer traveling on motorcycles. The bikes, her K75S now at 90,000 miles and my R1150R now at 123,000 miles have accumulated together just over 46,000 bike miles since we left home. While they performed well, they were not flawless. Some maintenance needs were expected.Maintenance On The Road Voni and I have spent the summer, April through September, traveling on motorcycles. The bikes, her K75S now at 90,000 miles and my R1150R now at 123,000 miles have accumulated together just over 46,000 bike miles since we left home. While they performed well, they were not flawless. Some maintenance needs were expected. Some were not. Both bikes had fresh major services shortly before we left home. I also anticipated a summer of travel away from home, so I did a few items of non scheduled maintenance before we left, too, like a new clutch cable on the K75 and a new rear shock on the R1150. The tires were what were on the bikes, but I had a tire change planned.             We rode from Texas to the Blitz to Branson, to Hyder, Alaska and then to Minneapolis for a nephew's wedding. At a stop in Kansas in June, I mounted four new tires and changed oil and filters in both bikes. This hardly counts as on-the-road maintenance though, since I did it at our old house in my old shop. After a quick trip to Bismarck, North Dakota and a weekend at the BMW Bash just south of Harrison, Arkansas, we set out to explore Arkansas and Tennessee on the way to the BMW MOA rally at Johnson City. And here the first unexpected problem arose.             We were riding up the 10 mph switchbacks to Mount Nebo State Park southwest of Russellville. About two-thirds of the way up, Voni pulled off into a turnout. She told me the engine temperature light had come on but the fan was not running. OK, one of the only two or three problems with classic K bikes had just occurred. Especially on K75s, the fans run so seldom that the nose bearing gets stuck with grime over time, and when the fan tries to run it gets hot and melts the brush holders. Incidentally, it blows the horn fuse. We let it cool down a bit and rode to the top where we let it really cool down.             We rode back down and on our way. Absent the stress of climbing the switchbacks at slow speed the engine temperature would not be an issue. I ordered a replacement fan assembly from Euromotoelectrics to be shipped to me at the rally in Johnson City. It arrived on time, but between Camp Gears, presenting four seminars, shopping at the vendors, and other typical rally activities I didn't bother to put it in at the rally. With a week to ride all the way to West Virginia I figured I'd find a quiet evening for some quality time with the K75.             I did find time and a good campsite for maintenance at Hungry Mother State Park just north of Marion, Virginia. As will become obvious as this narrative continues, I do carry a substantial number of tools when I travel by motorcycle. Photo 1 shows the contents of the tool bag I carry when we travel. I also carry a bead breaker, tire irons, tire pressure gauge and Cycle Pump for tires, not shown in the picture.             Removing the old fan and installing the new fan was straightforward if a bit fumbly. It was obvious that the hose clamps had all been installed with the fairing off the bike. Several were aimed the wrong way to loosen with a screw driver or nut driver. A small ratchet and socket, or small box end wrench did work. On my K75T absent a fairing it was easy. On this K75S the fairing made removing the radiator somewhat difficult, and once loose, it needed to be twisted and turned a bit to clear the fairing lowers. Nonetheless, it came out and replacing the fan once the radiator was on the picnic table was not difficult. I had captured the coolant in a two quart plastic box in which I carry miscellaneous supplies, so refilling the bike with coolant was easy. I would have simply purchased new coolant but proper disposal of the old coolant was the issue, so I opted to simply put it back in the bike.             Everything was fine for a day or so. Then the fuel line on my R1150 started seeping near a connection. Not at the connection-through the outer rubber sheath near the connection. The hose felt spongy near the end. I cut about one inch off the end of the hose and re-clamped it at the connection. I made a note that the hose needed to be replaced but didn't want to pull the fuel tank to do it in the grocery store parking lot.             I've forgotten exactly where we were in West Virginia, but after a day of riding up and down and around in the twisties Voni announced that she thought the clutch hub splines in her K75 needed to be lubricated because she was having difficulty downshifting. Classic K bike problem number two! Since we were headed to the BMW RA rally I decided I could do that at the rally site, or better yet, at Million and a Half Mile Dave Swisher's home in Virginia. About the second person I saw at the rally was Dave, so we made arrangements to head to his house after the rally was over.             I checked my records and the clutch hub/transmission splines had been lubricated 17,000 miles previously when I replaced a crankshaft rear main seal. This service is usually is good for 40,000 miles on a K75, so I was perplexed. I concluded the problem might be in the transmission, might be a worn and roughened input shaft, or might just be dry dirty splines. In any case the transmission needed to be removed to find out.             At Dave's, on a lift in his shop, removing the transmission was straightforward. I was pleased to find the splines dry, dirty, and covered with red rusty dust. I wasn't pleased that the prior lubrication had failed to last, but pleased that the condition of the splines explained the problem. The input shaft and clutch hub looked very good except for that dry condition and red dust.             I have since remembered that I used straight Honda Moly 60 when I last lubricated those splines. I have been dissatisfied with it before because it seems too dry and not tacky enough. I have mixed it 50/50 with Wurth 3000 (green goo) grease with good results, but my "blend" was in Kansas and I was in Texas with a tube of Honda Moly 60 when I last worked on this bike.             With help from Dave, we spent a day in his shop doing this work and a few other odds and ends. Dave had noticed some road tar and other grime on the front of the K75's engine case, so dug out a fender extender he didn't have a current use for, and we installed it on the fender. We hit the road again. Two days later my fuel line started seeping through the rubber again. So a quick trip on Voni's bike to an auto parts store resulted in new fuel line and new clamps to finish doing that job the right way.             We rode to the Canadian Maritime Provinces and spent a couple of weeks in Newfoundland and Labrador. In checking the condition of the bikes from time to time, I noticed that I would soon need rear brake shoes on my R1150R. The rear tire on my bike was also going to need to be replaced a bit sooner than I had intended. After touring the Maritimes, we stopped at Frank's Motorcycle Sales and Service near Essex Junction Vermont. I do carry tire equipment but since they could do it right away I opted to have Frank's mount a new rear tire and install new brake pads while the caliper was loose anyway. We received superb, fast service and were quickly back on the road.             We were headed to St. Charles, Illinois for Checkpoint Number One of the 2009 Iron Butt Rally. I was scheduled to work as a scorer at this checkpoint and later in Spokane at the Finish. As we pulled out of the motel parking lot in Sault Ste. Marie, Michigan I discovered I had a serious problem with my motorcycle. When I pulled the clutch lever I felt the clutch release point change suddenly. The lever felt "mushy." I concluded immediately that the hydraulic clutch slave cylinder was failing. Pumping it restored clutch function somewhat but it was only a matter of time before it was going to fail completely and possibly dump DOT 4 hydraulic fluid where it would soon contaminate the clutch disk surface.             With about 5 shifts we rode 100 or so miles down the road to Manistique, Michigan-100 miles closer to a dealership-with time for Voni to go get the parts if they had them in stock. It was Saturday. Nick's near Appleton, Wisconsin did not have the slave cylinder in stock, but would come in Monday (though closed) to order it to have Tuesday. Engles in Kansas City could have one to me Tuesday. I wanted it Monday. I was determined not to add to the lore of BMW mechanical problems associated with the Iron Butt Rally-even just as a scorer. Mischler's in Beaver Dam did have the parts in stock:  the slave cylinder, the sealing washers, and the gasket. Mischler's is open Monday. Brian and Sue Rihn Manke live nearby.             I flushed the (by now) black gunky fluid from the system and installed new fluid. I also removed the wheel and shock and loosened and pulled back the slave cylinder. No fluid gushed out. The clutch seemed to be working so I chose to closely watch the fluid level in the reservoir and head to Beaver Dam to pick the parts up first thing Monday morning. I changed the fluid again on Sunday night and found that the new fluid had begun to darken too-meaning the deteriorating rubber parts were contaminating the fluid.             Mischler's had the parts waiting at the front counter when we arrived as they unlocked the doors first thing Monday morning. We had already called Brian and Sue and made arrangements for garage space and sleeping quarters. Brian had the shop space cleared and was waiting for us. I had the BMW Repair Manual CD copied to my computer, so I had already read what it had to say about changing clutch slave cylinders. I chose to not believe it completely. There is a metal cross tube that is in the way. The manual advises to remove the cross tube by removing the air box and swinging the rear frame up slightly to provide clearance to remove the tube. I thought loosening and dropping one end of the swing arm would be easier. After I removed the rear wheel and the rear strut (shock absorber) I took the new part and fiddly fingered it between the cross tube and swingarm without removing either. I concluded that if I could get the new part in I could get the old one out. That is exactly what I did.             I had to rotate the slave cylinder 90 degrees to reach the hydraulic supply line banjo fitting with a long ball-end Allen wrench from the side instead of the top but was able to do so even with the air box in the way-both removing the old part and installing the new part. I was sure I would drop one of the bolts or sealing washers, but managed not to do so. From start to finish the job took a couple of hours.             Examining the old slave cylinder it was clear that the throwout bearing built into the assembly had failed. It had collapsed and was very rough and hard to turn. The new one protruded and turned smoothly and easily. This collapse is what I felt when the clutch release point changed suddenly. Pressure on the clutch would spin the whole piston in the cylinder, causing the seals to soon fail. Be attentive to how the clutch feels, and certainly the color and level of the fluid in the reservoir.             As we headed west towards Spokane, I decided that Voni's K75 was going to need a new rear tire. It wasn't down to the wear bars but soon would be. Looking at the dealership listings in the 2009 Anonymous Book I decided that Mac's Cycles in Clarkston, Washington would be a good place to stop. We have previously camped at Hell's Gate State Park across the river in Lewiston, Idaho so decided to head there. We needed to be in Spokane Thursday night and it was Wednesday morning when we got to Clarkston. We went to Mac's and they didn't have any tires to fit a K75 rear wheel. I asked if they could get one by Saturday since we could be heading back that way after the IBR Finish. Nope. They couldn't get a tire by Saturday. No way. They showed complete unconcern. They carry five brands of ATVs, and two or three brands of motorcycles including BMW. They had no tires for K75s or other classic K bikes.             I know I could have called ahead earlier but was sure that on a Wednesday they could get a tire by Saturday. I was wrong, even though if I have an address to provide, I can get a tire shipped to me in three days virtually anywhere in the contiguous 48 states. That was becoming plan B, to the hotel in Spokane if need be.             We headed north to Beaudry Motorsports in Post Falls, Idaho, between Coeur D'Alene and Spokane. At first they thought they didn't have a tire to fit-the computer said they didn't-but one of the employees insisted on going back upstairs and looking again, and again. He found an ME88 that fit the bike as when new. It was older than I liked-more than five years old-but still a sound tire. I bought it. Since we were on the road I pulled the wheel and they mounted and balanced the tire immediately. Great service for travelers!             We are now headed to the Bavarian Mountain Weekend Rally in New Mexico, and winding down our travels for the summer. I have no more maintenance in mind until we get home ... unless. Good wrenching!   Tech Articles, General Tech 2009-11-04T16:16:00-06:00 http://www.bmwmoa.org/site/keeping_up_with_the_s1000rr/ http://www.bmwmoa.org/site/keeping_up_with_the_s1000rr/#When:16:50:00Z CamCruiser has an illustrious history in building specially-designed 'tracking' vehicles for both still and video photography. In preparation for the launch of the S1000RR and to fuel the anticipation surrounding one of the firm's most revolutionary motorcycles, BMW Motorrad has recently embarked on several innovative marketing projects. As part of the Planet Power campaign, the German manufacturer headed over to the Portimao circuit in Portugal with a group of photography experts for a breathtaking high-speed shoot with equally breathtaking results. In order to emphasise the strengths of BMW Motorrad's first venture into the Supersport market and to illustrate the S1000RR's awesome credentials, it was decided that a virtual three-dimensional world where normal rules don't apply should be developed. The campaign - Planet Power - would illustrate why the bike is one of the most talked about in the industry, even before its series production release date. To give the images authenticity, real-world shots of the bike needed to be used in the midst of the computer generated backdrop. For this reason, the S1000RR was unleashed in its natural environment - the racetrack. BMW Motorrad and its creative partner Serviceplan enlisted the help of top photographer Mats Cordt, who was responsible for capturing the images of the S1000RR that would then be integrated into Planet Power. In order to shoot the bike at its peak, Mats needed to get as close as possible to the action - a requirement that demanded the skills of CamCruiser, a company specialising in fast-paced photography. CamCruiser has an illustrious history in building specially-designed 'tracking' vehicles for both still and video photography. For the high-speed demands of the Planet Power shoot, the team developed the CamCruiser Pacer - a heavily modified Mini Cooper - which would shadow the S1000RR around the Portimao circuit.   Matthias Gelhausen, the man tasked with coordinating the project explains that the Portimao shoot presented some unique challenges and demanded nerves of steel from photographer Mats. "Normally, the cameras are operated remotely by the photographer or cameraman who sits in the seat next to me in the car," he says "But in the case of the S1000RR shoot, we realised that the remote method simply wouldn't work. There's a delay of around a second between the laptop which is used to view images and the camera itself and, when you're shooting objects at such a high speed, one second makes all the difference. "As a result, we realised that we would have to make several adaptations to the car to facilitate the high speed photography. For this reason, we built structures on the front of the car and at the rear, from where Mats could sit and shoot." Although the Mini Cooper is renowned for its performance and handling, the S1000RR is a different beast. The 193hp, 183kg thoroughbred would easily outrun its four-wheeled counterpart. Consequently, CamCruiser heavily modified the Mini in order for it to keep pace. "The build itself was fairly detailed and involved a lot of testing to make sure that the photographer would be safe," continues Matthias. "We added new suspension systems on each wheel, added a role cage, adapted the bodywork and tuned the engine to increase power. We then used 120kg sandbags to make sure the car could cope under the weight of the photographer and equipment. In the end, the car was almost flawless. Considering we were travelling down the straights at up to 170 km/h and around bends at 100 km/h, there was nothing we needed to worry about." The results of the shoot suggests a perfect harmony between the CamCruiser crew, the photographer and the lucky riders who piloted the S1000RRs at Portimao, however Matthias reveals that the group needed to work hard to obtain the images they had hoped for. "The most difficult aspect of the shoot was perfecting the relationship between myself and the riders," he says. "We were working in such close proximity and at such high speed, it was important that we each understood what was required. The test riders were very technical and looking for the racing lines, whereas I was looking to position the car in the best possible area to ensure Mats got the shots he needed. In the end, we reached a compromise and worked very well with one another - and the shots speak for themselves." Bike Reviews & News 2009-10-26T16:50:00-06:00 http://www.bmwmoa.org/site/bmw_motorcycles_receives_more_honors/ http://www.bmwmoa.org/site/bmw_motorcycles_receives_more_honors/#When:15:41:01Z BMW Motorrad USA has been awarded four more honors from Motorcycle.com, a leading motorcycle enthusiast web site.On the heels of receiving three prestigious awards for the BMW F 800 GS from America's top U.S. motorcycle magazines, BMW Motorrad USA was awarded four more honors from Motorcycle.com, a leading motorcycle enthusiast web site reaching 75,000 subscribers. In its first annual Motorcycle.com "Best Of " awards, BMW Motorrad's R 1200 RT was named Best Touring Bike for 2009. The BMW K 1300 GT was named Best Sport Touring Bike, while the F 800 ST was given an Honorable Mention for Best Sport Touring Bike; and the F 800 GS captured its fourth award of the year, being named Best On-Off Road Bike. Earlier this year, the BMW F 800 GS was named 2009 "Motorcycle of the Year" by Rider Magazine, "Best Dual-Sport Bike" for 2009 from Cycle World, and Motorcyclist's "Best Adventure Bike" for 2009. "We are delighted to receive these prestigious awards for several of our motorcycles in one year," commented Pieter de Waal, Vice President, BMW Motorrad USA. "It is a true credit to BMW's legacy of excellence in the design, technology and production of versatile motorcycles that meet the evolving needs of today's riders." Bike Reviews & News 2009-08-25T15:41:01-06:00