- The wild 13
- Does the flat iron go into the corners at all??
- Feedback from the rear is an absolute highlight
- And what’s going on in 2016?
- HP Race Support
In its first full season in the superbike class of the EWC endurance world championship, the number 13 BMW S 1000 RR caused quite a stir. Volkmar Jacob rode it and tells us what’s behind the bike and the team.
Toni Borner // highsidePR
Here it goes: Situation briefing by EWC team boss Rico Penzkofer and “Reiti”.
Series swing arm articulated a little lower. A slide guard sits between the footrest and the swing arm.
The toggle switch sits in the frame triangle and activates the emergency lighting. It is connected directly to the battery and replaces the standard lighting for a short time if the on-board electrical system fails.
The FGR 300 fork (also Ohlins) replaces the standard part. Huge water cooler for the thermal well-being of the drive.
A commercially available, revised TTX 36 from Ohlins is used as the shock absorber.
The buttons on the left regulate the sensitivity of the traction control. Separate control of the two headlights using a toggle switch.
Toggle switch for the ignition. Buttons for the cockpit menu, heated grips and on / off the TC.
Generous stand mount for urgent wheel changes. The funnel-shaped attachment on the axle makes it easier to remove it.
Air inlet and cockpit correspond to the series.
The long-distance BMW S 1000 RR is powered by a four-cylinder in-line engine with four valves / cylinder and an output of up to 225 hp at the rear wheel from a displacement of 999 cc. It weighs 173 kg (excluding gasoline) and would cost around 65,000 euros.
Superbike * IDM champion Markus Reiterberger roared away from the competition this year. In 2016 he competes in the Superbike World Championship.
World Championship long-distance BMW S 1000 RR in the HP driving report
The wild 13
In its first full season in the Superbike class of the EWC endurance world championship, the number 13 BMW S 1000 RR from “BMW Motorrad France Team Penz13.com” caused a lot of dust. What’s behind the bike and the team?
S.Track record at the Bol d’Or in Le Castellet, fastest race lap in the eight hours of Oschersleben, several times rushed past the podium, fourth place in the overall standings at the end of the season: the results of the “BMW Motorrad France Team Penz13.com” under the direction of the German Ex-racers Rico “Penz” Penzkofer can be proud of. “Of course there is always better,” the Saxon knows. “But in our first full year in the Superbike class we showed that we can annoy the established top teams.
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World Championship long-distance BMW S 1000 RR in the HP driving report
The wild 13
How does it feel to normal mortals?
Another example: Bol d’Or. “If we had started with a French rider, we would definitely not have had to wait a full 20 minutes for our bike after a defect in the drive unit.” If it were, would have – sounds like excuses and conspiracy theory. The fact is, however, that the World Endurance Championship in France is particularly important. And it can happen that French pilots and / or teams are given preferential treatment on French soil.
However, each team is responsible for the effectiveness of their emergency equipment. It has proven several times that the endurance BMW S 1000 RR is fast. But how does such a machine drive? How does it feel to mere mortals? And what are the differences in direct comparison to “Reiti’s” victorious IDM bike? We checked that on a few practice rounds in Valencia, Spain.
Does the flat iron go into the corners at all??
Oops, the long-distance BMW S 1000 RR welcomes its driver with an extremely generous amount of space. Even giants could easily move all the way back on the bench. This makes the bike seem long and flat forever. It also looks a bit rocked after a long season. Does the flat iron even go into the corners? Oh yes, and how! The BMW follows the imaginary line almost by itself, angles neutrally and willingly and allows the switch to narrower lines even in deep inclines. Only on the start / finish straight does she seem a bit nervous and start to stir. So relieve the rear, stand slightly in the pegs and enjoy the crazy propulsion of the 173 kilo machine. “In the eight-hour races we drive with engines from the Superbike World Championship. They have between 220 and 225 hp on the rear wheel, ”reveals Penz. “For the 24-hour classics at Le Mans and Le Castellet, on the other hand, we use the less heavily tuned engines from the IDM. In general, the engines are very reliable, we haven’t had any major damage so far. ”
Regardless of the engine variant in the EWC bike, Reiterberger’s IDM device feels toothless, especially in the upper speed regions. Doubts arise. Does this BMW S 1000 RR deliver the full punch? When asked about this, the man with the laptop grins somewhat embarrassed. Caught! Apparently the IDM machine runs with a special “journalist” mapping. Really sneaky! The chassis provides more reliability. Guaranteed nothing was shot here. And if it does: under no circumstances should you change it! It’s simply phenomenal how precise, neutral and stable the bike hammers around the slopes.
Feedback from the rear is an absolute highlight
The absolute highlight is the feedback from the rear. This game reports incredibly precisely and transparently about the driving condition. This allows the pilot to fire brutally out of the corners, and trust is huge. “This is the best bike I’ve ever ridden,” Reiterberger confirms and adds: “We have largely adopted the setup and the geometry for the long-distance bike. But the endurance BMW S 1000 RR is heavier and more front-heavy than the IDM machine. That’s why it feels a little different. “
Other differences concern the equipment. Self-developed quick-change devices for the front and rear wheels, a huge 24-liter fuel drum, extensive lighting and numerous buttons and switches on the fork bridge and the left handlebar fittings characterize the cross-country skier. “With the switches we set the traction control and can deactivate it if necessary. This is important when you are stuck in the gravel, ”explains Penz. “We can also operate the two headlights individually and zap through the menu on the original display. Another switch controls the heated grips. “Heated grips? “Sure,” laughs the team boss. “As far as I know, we’re the only ones in the entire World Cup. But with the sometimes very cool outside temperatures at night and early in the morning, our drivers are very happy about it. “
And what’s going on in 2016?
What is the team around Rico Penzkofer missing for victories besides the little bit of luck mentioned? “Our motorcycle is strong, but it uses too much fuel. This means we have to pit three to four laps earlier than the competition. With a race distance of eight or even 24 hours, this means additional stops. There is no way you can regain that time on the track. The aim is to find the ideal compromise between sufficient performance and low consumption. To do this, we have to make the engines leaner. ”And what does Penz say about the FIM (Federation Internationale de Motocyclisme) plan to hold more than the usual four races for the World Endurance Championship in 2016? “Basically I think that’s good. But those responsible have to consider that private teams cannot financially cope with more than one or a maximum of two additional races. Without these teams, the Endurance World Championship would not be the same. From my point of view, five events are therefore ideal. ”
Keyword 2016: What’s next for the team? After all, with the lightning-fast Reiterberger, who changes to the Superbike World Championship, one of the main pillars is missing. “We will of course continue and are looking for a French pilot for the reasons mentioned,” explains Penzkofer. “Ninety percent of the time is the team. I am therefore very confident that we will put together a very powerful package for next year. ”That remains to be hoped, because then the Wilde 13 is guaranteed to stir up a lot of dust again in 2016. Possibly better luck with that little bit than this year.
HP Race Support
Berti Hauser and Udo Mark.
BMW is no longer sending its own works team to the starting line worldwide; instead, teams and pilots from the Bavarian brand receive technical support. “HP Race Support offers hobby racers as well as professionals tips and information on mapping and other settings for their individual needs,” explains Berti Hauser, Technical Director of BMW Motorrad Motorsport. The prerequisite is the use of BMW’s own tuning parts such as a complete exhaust, engine control and a special adjustment tool for the electronics (Race Calibration Kit, RCK). The idea of support is exemplary, but there is a catch: BMW is paying extra for the support. It starts at 400 euros. More information at www.bmw-motorrad-motorsport.com
Participation in the “BMW Motorrad Race Trophy” is free. Behind this is a sophisticated point system that evaluates BMW drivers worldwide in a wide variety of race classes. The Bavarians are distributing an impressive 100,000 euros to the best 15 pilots. “Over 100 drivers from 21 countries and six continents have registered for the Race Trophy this year,” says BMW Marketing Director and Trophy Manager Udo Mark proudly. “This year we competed in 33 championships, 19 series and 62 tracks around the world.” More information on the above homepage.
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