BMW S1000rr, Factory Pro

	BMW S1000rr 2009 and 2010 - 2012 Awesome bike.

Gearbox / Transmission Shift Improvement - helps prevent missed shifts, including downshifts
Shift Spring only $50 pn: Z95-B10-X080-A90 1. Choose your shipping method 2.	Factory Pro's famous BM10 BMW Shift Spring Help fix BMW gearbox missed upshift and downshift problems. Improves shift speed and helps eliminate missed up shifts and more consistent down shifts, especially under trackday and race conditions. Decreases required Shift Kill duration by 5mm to 10ms. Barely slightly firmer lever feel. Helps prevent shift engagement dog and shift fork damage caused by missed shifts. Fairly easy install - just have to remove clutch basket assembly. No case splitting required. Takes 1-2 hours. reference: stock spring and detent arm assembly 09 23 00 7 716 793 10 23 00 7 716 793 11 23 00 7 716 793 12 23 00 7 716 793
Photo Gallery click here to supply your S1000rr race pictures)
Heidi Denmark posted Feb 2012
Abdulla Khalid posted 2011 Night Ride on Losail International Circuit Google Earth KMZ - RH click, Save link - view in Google Earth
JOS Endurance Team 2010 Jens Schilling Ralf Lemmermann Lars Albrecht
	Thanks A&S BMW, Roseville, CA for the graphics and part numbers www.ascycles.com

The Shift mechanism shift spring made the bike shift quicker. The gearbox shift mechanism was pretty lazy. No more missed shifts (I meant fewer missed shifts, more secure shifting and quicker).

Ahh! :-) Here's Mark Cantin's most excellent article with a lot of BMW supplied info

According to BMW, too, power is the same 193 at peak with Sport, Race and Slick modes.

How it all works together
The four Mode setting allow a rider to select a set of variables according to riding conditions, preferences and skill level.

Slick, Race and Sport Modes all make the same power at full throttle. Any minor variations in power are in the industry standard 1/2% repeatability range.
If I was doing close R&D work, we could get a little tighter on the repeatability,
Mostly, we were trying to verify what some other dyno company said - that was that Race Mode made 4-5 more hp than Sport Mode at full throttle.
It doesn't when power measured under load - maybe it does in a 6 second 4th gear sweep (as if that's "real world").

Slick, Race and Sport make most "full throttle power". About 160 True hp today.
Rain makes almost the same power up till 7000 rpm, then, about 12 hp less at 8000 rpm and around 40 hp less at 12,000 rpm.

Slick, Race and Sport modes have differing levels of traction control - based on how far the bike is jeaned over (based on solid state gyroscopes).
That's the short answer - I think it's a bit more complex than that - as in "can you do a burnout"? If so, in which modes?

Slick, Race and Sport make, probably, most to least, power at smaller throttle openings.
There are other slight differences in fueling in the different modes.

When installing clutch, make sure all notches on the backside of the clutch basket are lined up.
Telltale: if the clutch lever has more free play than before, the notches aren't lined up.

Took airbox off - to look
Primary stack 59mm od and 54mm id.
Secondary stack about 2.25 inches
Throttle return spring too stiff

Still want to see if Rain, Sport, Race and Slick TC settings make more power. The local dealer said that they were told that a dealership level dyno at Leo Vince said that RACE makes 4-5 more djhp than SPORT Mode (it actually makes the same power at full throttle Sport, Race and Slick)..

Team called up and said that, according to a SoCal dealership, weird traction control function might be caused by the PC5 being wired in a way that interferes with the CAN communication stream used by the Bosch systems (which is made in Hungary, btw).

Drove a few hundred miles to our spring manufacturer yesterday afternoon. Saw a WW2 3400 hp (12,800 dynojet hp :-) B-25 at the airport near there. I have 2 hours of logged flight instruction in a B-25. Take a guess at how much fuel costs... a B-25 burns about 160 gallons per hour at $5 a gallon at low power "cruise". $800 an hour for gas.

Got home after 9pm. We hand made about 20 prototype shift springs.
Tried them today to try to dial in better shifting. Finally settled on a spring that I first guessed wouldn't work. Just goes to show that when you "think" you know,... you don't really know,

"traction Control not switching" problem was potentially bypassed - Rider says roll the bike around a bit and the traction control will then change, like it's supposed to. We did, and it "straightened out and flew right", At least today,

Traction control control hexed. Worked 2 nights ago, now it won't change. Yes..... Mode push till desired mode selected. Pull clutch lever in and release. Worked 2 nights ago, but, not today...... Talked to rider.... he says try rolling the bike around sometimes made it switch.

Pulled clutch to get at shift mechanism to address shift issues on the track.
Nice. Easy. Very japanesey looking. 27mm clutch basket nut. 12 point 6mm socket to remove detent pivot bolt.
Looks promising. Drove 200 miles out to Central Valley to make a batch of prototype springs. Shift mech could be better.

Switching to pump premium and will test Slicks, Race, Sport, Rain Traction Control horsepower output, later.

RED = pump premium 164 true hp peak and 5 hp better midrange. (164 True x 1.25 = 205 djhp)
Blue = Sonoco GT260 AMA spec fuel 163.3 true hp peak. (163.3 True x 1.25 = 203.75 djhp)
".7" hp is well within the 1/2% range of repeatability - so, best I'd be able to say is that both fuels made about the same peak hp. Midrange, though - the pump premium 91 octane, was better than the Sunoco AMA spec fuel. (and according to AMA tuners, the Sunoco AMA spec fuel isn't as strong as pump premium)

maybe needs more or less ignition timing, using 5 gas ega and steady state dyno as clue. Has poor co2 numbers when making best power.
Interestingly, when just looking at residual O2, the dynojet "autolink mapping" looked ok, but according to power produced at "other than right AFR". the engine wanted something different and was smoother and made more power under load with different fuel amounts.

w AMA spec fuel, 163.3 true hp retuned with Arrow system and stock air filter, Traction control off (or it dies at about 10.7k)
Was ~160 with dynojet autolink mapping.

no power light PC5 secondary box, disconnected it. Has dynojet injector connectors with no connector locks.
PC5 is used to cut fuel to secondaries for quickshifter to kill all 8 injectors. Rider was having trouble shifting as he was assuming that the qs was killing the engine (but it likely wasn't).
Told mechanic to call dynojet.

at 10.7k, bike burps then shuts off engine until key is switched off then back on.

Mode	Power/ Throttle Response	DTC/ABS Settings	Power Freeze Lean Angle	Wheelie Control
Rain	153 hp, 5% throttle dampening	High DTC intervention Anti rear wheel lift ABS	38º	5 sec before throttle is reduced
Sport	193hp, 5% throttle dampening	Medium DTC Anti rear wheel lift ABS	45º	5 sec before throttle is reduced
Race	193hp, no throttle dampening	Light DTC	48º	None
Slick	193hp, no throttle dampening	Very Light or no DTC	53º	None