tecH brieFiNg
New kit parts for the S1000RR permit more specific adjustments to the traction control
and ABS systems for the BMW factory riders. photo by neil cameron
2,000 per second. “Stock, there are three modes and three
Traction Control settings. With the kit set-up, in race trim, there are 33 settings that we can choose to load, and then Jordan can toggle between three specific choices, or turn everything off. So, for instance, as the race progresses and the fuel load drops and the rear Pirelli wears, Jordan can change the map to better suit the condition of the bike and how he wants to ride. “The old Electronic Control Unit (ECU)
had Launch Control (LC) but now it’s re- fined, with some adjustability. And, of course, Jordan might choose to shut the LC off and do it all himself.” The kit ECU also provides the option of
adjustable electronic braking, allowing the bike to free wheel into turns without engine “back torque”, just like with the old two- stroke race bikes. This can be adjusted by gear, and takes away the dependency on a slipper clutch, and lengthens clutch life. However, Winter cautioned that these
aids do not do all the work for the riders. “These systems, as I see it, are in some ways a back up,” he explained. “You still need the ability and the experience, to know what you want, and to do things like steer with the rear wheel. It still takes some mus- cle to race a Pro Superbike, and these elec- tronics are a safety net.
28 “The BMWs have a year on us with these
new systems. We’re already comfortable with the new technology, and we can help Jordan make the choices, to get what he needs. We still rely on the rider’s feel for the bike, and his feedback.” Over at BMW, team principal Chris Duff is
ready for year two with the potent new Su- perbike, explaining that “our biggest change for 2011 is an over-the counter OE part, the HP Calibration Kit. This is available for all S1000RR owners, and is serial num- ber specific for each bike. It’s installed at a dealer with their diagnostic equipment, so we had to go to a dealer with Brett and Mike’s bikes, too!” The new kit permits specific adjustments
to the TC and ABS elements of the S1000RR, and allows for greater sensitivity of behaviour. This system works with the stock set-up on the street machine and makes the systems less sensitive. Based on rider input and team adjustment, the en- gagement points for the various electronic systems are re-set. “Rider input will tell us about that rider’s
comfort level,” started Duff. “For instance, how much you want to or like to slide, how much you’re comfortable riding with the rear wheel stepping out. So we can tailor the engagement of the TC, allow for some spin up. It’s definitely an improvement; the
stock system works well, but it’s conserva- tive, meant for the street. We typically make both the TC and the ABS less obtrusive.” With two riders on its factory team, you
might think that adjustments vary from rider to rider, but Duff said that the set-ups are similar for the returning Ferreira and new re- cruit McCormick. “They both rely on the TC to keep moving forward, while not get flipped over the bars,” joked former Pro racer Duff. “It’s an essential tool for running up front.
We saw last year that if you shut the system off, it would have a negative effect over the course of a race.” Although the BMW is barely entering its
second season of use, Duff explained that there are already some important changes to the OE machine on the dealer floor. Most significant is a modified crank, now heavier, that aids traction when exiting turns. Even without an OE kit, Duff figured that change alone would improve the BMW’s race per- formance. This season, BMW is also utilizing AIM
on-board data gathering, the system ap- proved by the series rules and also mounted to the works Kawasaki race bikes. The off-season goal was to get the S1000RR weight down to around 400 pounds post race, and tuner/builder Patrice Goyette succeed with this diet.
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