FIM Superbike World Championship. BMW Motorrad Motorsport

Transcription

BMW Motorrad
Motorsport
Superbi ke
World C hampi onship
The Ul timate
Ridi ng Machine
FIM Superbike World Championship.
BMW Motorrad Motorsport Media Guide.
FOREWORD BY
HENDRIK VON KUENHEIM,
GENERAL DIRECTOR
BMW MOTORRAD.
Dear members of the media and motorcycling friends,
We head into our third season in the Superbike World Championship brimming with anticipation and excitement. The progress of Team BMW Motorrad Motorsport went as
planned during the past two seasons. After our debut year, the team was able to take
the next step in 2010. Our ambitious target was to score a first podium. In the event we
managed two in addition to celebrating our first pole position. Now the entire team is
aiming for podiums and victories. That’s what racing is all about.
With our Superbike World Championship campaign we intend to demonstrate the full
potential of the BMW S 1000 RR on the race tracks of the world and to live up to the top
performance of the production bike. Our aim is to ensure the racing bike emulates the
production version by being absolutely top in its class. On its debut BMW’s new supersports bike immediately took its place among the best in the superbike category. BMW
Motorrad’s customers appreciate that the bike is designed for racing, yet offers all
modern comforts and safety features combined with an excellent price:performance ratio.
During the past winter we have further honed the performance of the racing version of
the BMW S 1000 RR. In addition, we have restructured the team as we prepare for the
future, convincing me that Team BMW Motorrad Motorsport will continue to make significant progress.
I trust our Media Guide will greatly assist you in your trackside duties, and wish you a
thrilling 2011 season with BMW Motorrad Motorsport.
Sincerely
Hendrik von Kuenheim
General Director BMW Motorrad
3
CONTENTS.
1.
Targeting maiden victory.
6
2.
An ambitious team.
12
3.
Joining forces for success.
16
4.
Young blood for 2011.
30
5.
The BMW S 1000 RR. The innovative supersports bike.
42
6.
Production-based bikes deliver thrilling racing.
54
7.
Challenges around the globe.
60
8.
The BMW S 1000 RR as guarantee for success.
88
9.
BMW Motorrad Motorsport: the success story.
98
10.
Strong partners.
110
11.
Service.
116
Editorial deadline: 20th January 2011
5
A young team has matured: In 2011
Team BMW Motorrad Motorsport starts
its third season in the Superbike World
Championship. Its 2009 debut year saw
17 top ten finishes; 2010 brought with it
a maiden pole position and the first
podium finish. Therefore the goal for
2011 is clear: The team led by BMW
Motorrad Motorsport Director Bernhard
Gobmeier aims to celebrate its first
victory.
“Our project has outgrown its infancy and
continuously improved over the past two
years,” says Hendrik von Kuenheim,
General Director BMW Motorrad. “Where
the first season was clearly a learning year
during which we achieved decent results,
2010 enabled us to surpass even our
stated aims. We intended closing the gap
to the front and celebrating our first
podium, so scoring two podiums and a
pole position made us even happier.”
FIM SUPERBIKE WORLD
CHAMPIONSHIP 2011.
In order to achieve this target Team BMW
Motorrad Motorsport worked intensively
throughout the winter. The experiences
gained over the past two years were painstakingly analysed, then channelled into
further development of both team and
motorcycle. In addition, the team was
restructured under Bernhard Gobmeier,
recently appointed BMW Motorrad
Motorsport Director.
“The anticipation for the new season is
big, but the excitement is even greater,”
says Gobmeier. “Obviously we aim to
exceed the successes of the past season.
We plan to add to our podium count and
to fight for victory on merit.”
During the past two years the BMW S
1000 RR has caused a furore on the racetracks. “And not only in the Superbike
World Championship, but also in many
international and national series,” stresses
von Kuenheim. “During the past season
our customer teams celebrated 13 titles
and well over 100 victories. These successes provide additional motivation for
our Superbike World Championship campaign. During 2011 we intend establishing ourselves as front-runners and scoring our first win.”
7
SEASON 2011
TARGETING MAIDEN VICTORY.
Further key appointments were made
during the winter. Rainer Bäumel, previously Technical Director, moves into the
newly created position of Head of Race
Operations, while Stephan Fischer becomes Head of Development for BMW
Motorrad Motorsport. Josef Hofmann,
manager of alpha Racing, assumes
responsibility for the Stephanskirchen factory, plus logistics, personnel and finance.
The new team structure enables Team
BMW Motorrad Motorsport to focus on
continuous development of the motorcycle while ensuring the race team is able to
concentrate on track operations. In addition, co-operation with colleagues in
Product Development has been streamlined.
There is a change to BMW Motorrad
Motorsport’s rider line-up, too: 27-year-old
Brit Leon Haslam, runner-up in the 2010
Superbike World Championship, has acclimatised well to the team during the offseason, and is thoroughly excited by the
potential of the BMW S 1000 RR: “The
production bike is fantastic. That forms the
basis for a very, very good racing bike,”
explains Haslam. “BMW Motorrad’s clear
ambition – and also my own – is to win.
This motorcycle definitely has the right
stuff. We will do whatever it takes to
achieve that.”
BMW Motorrad’s engineers have further
improved the performance of the racing
version for the 2011 season. “A significant
change is our new engine specification,”
explains Bäumel, “and is easily recognisable by the revised, shorter exhaust system,
which facilitates increased power at higher
revs without jeopardising mid-range torque.” Maximum power is now 220 bhp.
Simultaneously weight distribution and
riding position were shifted backwards,
with the tank and frame receiving further
modifications. As part of the continuous
development process, the team is preparing a further engine revision, due for midseason introduction.
9
SEASON 2011
NEW FACES, AMBITIOUS GOALS.
Australian Troy Corser is now in his third
season with BMW Motorrad Motorsport.
The experience and skills set of the double
Superbike World Champions make him a
vital component of the project. “We intend
to fight at the front every weekend,” is how
he summarises his expectations for 2011.
“That provides the basis for the next step.
If we then win on merit, that would be fantastic.”
“I am extremely pleased that in Leon
Haslam we were able to sign a young rider
who is impressive with his skill, hunger and
fighting spirit,” explains Hendrik von
Kuenheim. “He became runner-up in the
championship not by giving merely 100
percent, but 110 percent at all times. I am
convinced Leon perfectly complements
Troy – they provide a superb combination
of youth and experience. Together Leon
and Troy can and will drive the project forward.”
The team is led by Andrea Buzzoni,
Director of BMW Motorrad Italia and manager of the project, Sporting Director
Serafino Foti, and Technical Director
Gerardo Acocella. Double Superbike World
Champion James Toseland (GB) will partner Badovini. The team will receive technical support from the BMW Motorrad
Motorsport works team, which provides
not only technological input and manpower, but also engines and electronic
systems for its pair of BMW S 1000 RRs.
In addition to the BMW Motorrad Motorsport works team’s entries, another team
will campaign two examples of the Munich
supersports bike in the Superbike World
Championship, namely BMW Motorrad
Italia SBK. Last season the team dominated the Superstock 1000 FIM Cup with a
BMW S 1000 RR ridden by Ayrton
Badovini (IT), who won nine of the season’s
ten rounds.
11
SEASON 2011
FORMER CHAMPIONS
ON THE BMW S 1000 RR.
TEAM
AN AMBITIOUS
TEAM.
A DIVERSE MOTORSPORT
PROGRAMME.
The individual threads of BMW Motorrad
Motorsport’s various on-and off-road projects all converge at the central headquarters situated in Munich North. Whether
endurance racing, enduro events, stunt
riding or works participation in the Superbike World Championship: All activities are
co-ordinated by the team headed by BMW
Motorrad Motorsport Director Bernhard
Gobmeier. Technical management of
entries has been delegated to experienced
partner teams.
The off-road racing year started with a
bang: in January, the “BMW Motorrad by
speedbrain” team entered four riders on
the works-supported BMW G 450 RR in
the legendary Rally Dakar. Paulo Goncalves (PO) and Frans Verhoeven (NL) secured two stage wins at the first Dakar outing
for the young team, which also picked up
podium finishes on three stages. A rider
from the “BMW Motorrad by speedbrain”
team led on five day stages. Verhoeven
arrived at the finish in Buenos Aires in 15th
place overall, with Pedro Bianchi Prata (PO)
finishing 30th. Goncalves and Zé Helio (BR)
both retired hurt after serious crashes.
Husqvarna will be responsible for the offroad programme, lining up in the World
Enduro Championship, the MX2 Motocross World Championship, the Supermoto World Championship and the
American Cross Country Championship.
When it comes to stunt riding, Chris Pfeiffer
(DE) on his BMW F 800 R is one of the
world's outstanding riders and is supported
at his spectacular appearances around the
world by BMW Motorrad.
The superbike project has spearheaded the
motorsport activities of BMW Motorrad
since 2008. The bikes in the Superbike
World Championship are run in cooperation
with the official partner alpha Racing from
Stephanskirchen, Germany. The close proximity of the sites in Munich and Stephanskirchen is hugely beneficial and both partners share the same mental approach to
their work.
alpha Racing was established in co-operation with BMW Motorrad Motorsport in
order to draw on the extensive motorcycle
racing experience of alpha Technik, itself
founded as a homologation and tuning
company by Josef Meier and Josef
Hofmann in 1992. Four years later they
entered their own Superbike team in the
International German Motorcycle Championship (IDM) – subsequently winning
numerous national and international titles.
13
BUILT FOR SUCCESS.
TEAM
The motorsport management and the PR
and marketing department are located in
Munich, along with the software developers
and production developers. Products emerging from this site include the innovative
functions for the engine control unit on the
BMW S 1000 RR. In addition, Team BMW
Motorrad Motorsport uses the wind tunnel
and test facilities belonging to the BMW
Group in Munich. These include the constant load test facilities for chassis parts
such as frames and swing arms, as well as
radiator and brake test rigs.
When it comes to the engine, the team uses
the very precise test facilities that once
belonged to the former Formula One department in Munich to measure highlydynamic processes when accelerating, control processes and gear changes. The team
is supported by the advanced simulation
know-how possessed by BMW Motorrad in
the field of thermodynamics and vehicle
dynamics.
Who is Who – BMW Motorrad Motorsport.
Team Name:
Team Partner:
BMW Motorrad Motorsport Director:
Head of Race Operations:
Head of Development:
Managing Director Stephanskirchen:
Riders:
Crew Chief Troy Corser:
Crew Chief Leon Haslam:
The racing team itself is located in
Stephanskirchen near Rosenheim. The
Competence Center on Kronstaudener
Weg, which was inaugurated in 2008, houses the design, trial, test, manufacturing,
procurement and motorcycle assembly divisions. “And anything else the racing team
requires,” adds Head of Race Operations
Rainer Bäumel.
The working environment for about 50
team members based in Stephanskirchen
are ideal. Three operations halls are all fully
equipped for the development, manufacture and assembly of the bikes. Also housed
within the facility’s total 17,000 sqm area are
powertrain and chassis development departments, plus a modern motorcycle workshop. A conventional dynamometer and a
dynamic dyno are available to the team, as
well as a rolling road dynamometer.
BMW Motorrad Motorsport
alpha Racing
Bernhard Gobmeier
Rainer Bäumel
Stephan Fischer
Josef Hofmann
Troy Corser, Leon Haslam
Tom Larsen
Giacomo Guidotti
15
BERNHARD GOBMEIER –
BMW MOTORRAD
MOTORSPORT DIRECTOR.
Between 1996 and 2008 the Bavarian held
various positions within BMW M GmbH
before switching to BMW Motorrad as leader of its driveline and suspension department.
His passion for two wheels started during
his teenage years. “At 13 I repaired and
restored scrap motorcycles and mopeds,
which I then rode on private fields,” he
recalls. “At 17 I got my first motorcycle. As
I did not have a licence I rode on private
roads, mainly at night …”
JOINING FORCES
FOR SUCCESS.
After many years in the world of automobiles, working on the M models, Gobmeier
eventually made the professional switch to
motorcycling in 2008. “Motorcycles had
always been my hobby; therefore it was a
logical professional, albeit emotional,
career move to BMW Motorrad,” he
explains. His fascination with motorcycles
extends to his sparse spare time. “When I
am motorcycling I like to split the time
equally between on- and off-road activities,” he says of his leisure activities.
Gobmeier does not, though, relax solely
through motorcycling, and has a host of
other hobbies: mountain biking, skiing, ski
tours, mountain climbing, sailing, diving,
travelling ... and that is only a small selection.
However, his entry into motorsport was not
preordained, and came about through pure
coincidence. During his mechanical engineering studies in Munich he befriended
Jost Capito, then an ace German enduro
rider. “I learned about motorcycle sport
from him,” explains Gobmeier. “Later, at
BMW, I worked on the first M3, both the
production and racing versions. Through
working on the most successful touring car
ever I entered the world of professional
motorsport.”
17
MANA GEMEN T
New man at the tiller: Graduate engineer
Bernhard Gobmeier was appointed BMW
Motorrad Motorsport Director in October
2010, having spent over 20 years with
BMW in various capacities. In 1994/1995
he was responsible for the establishment
of BMW’s M Division in North America and
the motorsport activities of the BMW M3
in the American Le Mans Series (ALMS).
FACTSHEET.
1979 – 1985
1985 – 1988
1989 – 1990
1990
1990 – 1993
1994 – 1995
1996 – 2008
2008 – 2010
since 2010
MANA GEMEN T
Date of birth:
Place of residence:
Nationality:
Marital status:
Hobbies:
22nd May 1959 in Eggenfelden (DE)
Wasserburg am Inn (DE)
German
Married
Motorcycling, racing, cycling, hiking, water sports
Studied Mechanical Engineering,
Technical University of Munich
Engine engineer for the M3/M5 at BMW Motorsport
Development of the race engine for the M3 at
BMW Motorsport
Trainee programme at Porsche AG
Head of Engine Development, sales and projects in the
“Porsche Engineering Services” office in Detroit, USA
M Brand Manager at BMW of North America,
sales and racing with the M3 GT in IMSA/ALMS
Various managerial positions in BMW M development
(project management/full vehicle)
Head of Chassis Development at BMW Motorrad
BMW Motorrad Motorsport Director
19
INTERVIEW.
bly the strongest engine; we have our own
electronics; we have very good people on
board, and we have ramped up our human
resources. The team is extremely motivated and focussed. Now we need to take
these ingredients and mix them into a
good package.”
How closely will the motorsport and product development divisions co-operate
in future?
Gobmeier: “The co-operation will be even
more intensive than it was in the past.
There will be a far-reaching exchange of
knowledge in both directions.”
How do you define your major tasks?
Gobmeier: “I consider it important the
entire division operates smoothly. That our
structure functions not only on paper, but
that structure is alive and functions. That
we can have stability within the various
roles, and we stay on top of technical
developments.”
You have been in the chair since midOctober. What are your initial impressions?
Gobmeier: “My first impression is that over
the past two to three years an enormous
amount of energy has been invested by all
concerned in building a very strong motorcycle. They have managed to pack an
incredible number of innovations into it.
Possibly too many, but what we have is the
basis for a successful motorcycle. Technologically it is very good. We have proba-
21
MANA GEMEN T
Mr Gobmeier, what are your expectations
ahead of your first season as BMW
Motorrad Motorsport Director?
Bernhard Gobmeier: “Naturally the anticipation for the new season is big, but the
excitement is even greater. We have many
new facets coming together: We have a
new rider, we have carried out an intensive
development of the motorcycle. We also
know that in the meantime the opposition
has not stood still. The competition will be
much harder. However, we are also much
better prepared than previously. We have
ramped up considerably on both technical matters and on the manpower side.
Therefore we are cautiously optimistic
about the new season.”
MANA GEMEN T
Are Troy Corser and Leon Haslam BMW
Motorrad Motorsport’s ‘Dream Team’?
Gobmeier: “Yes, most certainly, and not
only because both have real fighting spirit
– not only the youngster, but also the
experienced one. Troy’s tenacity has been
prickled by competition with Leon. Then,
both have a lot of experience. It is not as
though Leon is a rookie. Totally the opposite: He has also been very successful. He
has a steep learning curve behind him,
works very analytically and is coached by
his father, who has a lot of racing experience. The combination of experience
amassed with our motorcycle by Troy and
the youthful skills which Leon brings to the
team is a superb blend. And we saw the
fair competition between each other
makes both riders even faster.”
What are your goals for the 2011 season?
Gobmeier: “Naturally we aim to surpass the
results of our previous seasons. We intend
fighting for victories on merit. For us it is a
given goal to score wins in 2011.”
What are your long term goals for BMW
Motorrad Motorsport?
Gobmeier: “In the long run we naturally
intend winning the World Championship.”
23
RAINER BÄUMEL –
FACTSHEET.
1986 – 1991
1991
1994 – 1997
1997 – 2000
2000 – 2007
2008 – 2010
since 2011
27th July 1966 in Landshut (DE)
Stephanskirchen (DE)
German
Single, one child
Family, mountain biking, cross-country skiing, enduro racing
Engineering degree at University of Applied Sciences,
Landshut
Diploma at BMW Motorrad, Munich
Test- and Technology Editor for specialist
magazine MOTORRAD
BMW Motorrad Engineer Pre-Development Chassis
BMW Motorrad Project Leader Boxer series
BMW HP2 Sport
BMW Motorrad Motorsport Project Leader and
Technical Director for the World Superbike Team
BMW Motorrad Motorsport Head of Race Operations
25
MANA GEMEN T
Date of birth:
Place of residence:
Nationality:
Marital status:
Hobbies:
RAINER BÄUMEL –
INTERVIEW.
Have these new routines assisted you in
your preparations for the 2011 season?
Bäumel: “Yes, most definitely. We have
made another step forward in terms of our
preparations, and completed those tasks
earlier. For 2010 we built the motorcycles
in January; this year we completed the task
in December – a month earlier. However,
when preparing for the 2012 season we
will work towards defining the bike even
earlier, although here we have already
made considerable progress. That must
continue.”
For this season you hold the position of
Head of Race Operations? What are your
most important tasks?
Bäumel: “I think the most important aspect
is to get the absolute maximum out of the
overall package at trackside: motorcycle,
riders and team during races. It is not only
a matter of extracting the maximum from
the motorcycle, but also fully motivating
the entire team, plus, of course, the riders.
All three factors need to be at 100 per cent
in order for us to be regular frontrunners.”
How is the relationship between Troy
Corser and Leon Haslam developing?
Bäumel: “They work fantastically well
together. Troy and Leon understand each
other superbly. They are working in the
same direction, and have the same agendas. They discuss things and work together for each other. They have also swapped bikes during testing: Leon has ridden
Troy’s motorcycle and vice versa. I believe
you see this level of cooperation only very
rarely in a team. That is extremely positive.”
27
MANA GEMEN T
Mr Bäumel, the first pole position and
podiums have now been achieved. What
are your conclusions after the first two
seasons?
Bäumel: “The first year was extremely
strenuous, because we left no stone unturned in developing the motorcycle. From
the beginning we invested an enormous
amount of development in the motorcycle,
and constantly reinvented it. Therefore
throughout the first season all members of
the team put in an enormous number of
shifts. From that perspective the second
season was a bit more relaxed. We were
better prepared; we knew what was required, which meant the 2010 season was
tidier and more orderly. However, we still
learned a lot last year, particularly about
what is required to be more successful. We
are carrying this forward into the new season.”
What are your expectations after all these
developments?
Bäumel: “I would not restrict that question
only to the motorcycle. The team also
needs to develop, and that includes the
riders. And I hope the entire package –
motorcycle, riders and team – can win
races this year.”
What would you describe as the most
exciting moment during a race weekend?
Bäumel: “I think it is at some stage during
a race, for example when a rider has achieved a very good placing, and is trying to
retain the position or even to improve it.
That is the most exciting moment. At the
end, after the flag has dropped, it is the
result that counts. Whatever may have
happened during practice or qualifying is
no longer relevant. Fridays and Saturdays,
when the motorcycles are set up and we
evaluate tyres and engine mapping, are the
most demanding periods for the technicians. By Sunday the package must be
ready; if not, then something has gone
awry. Therefore Sunday is bit more relaxed
for the technicians – before the really exciting part starts, namely the race and finish.“
29
MANA GEMEN T
On what aspects of the BMW S 1000 RR
did you concentrate the most during the
winter?
Bäumel: “We completed most of our development during the summer and autumn.
That is when we developed the hardware
of the motorcycle. We revised weight distribution and worked on a new engine specification. Since the last race in MagnyCours our focus has been on honing the
total package, namely suspension, setup
and engine mapping.”
TROY CORSER –
BIKE NUMBER 11.
On two occasions – 1996 and 2005 – he
ended the season as World Champion. His
qualifying statistics are also more than
impressive: Corser has claimed 43 pole positions over the course of his successful
career, earning him the nickname “Mister
Superpole”. For comparison: three-time
champion Troy Bayliss (AU) is second in the
list of all time best qualifiers with “just” 26
pole positions.
YOUNG BLOOD
FOR 2011.
At 39 years of age, Corser is in his third season with the BMW Motorrad Motorsport
team. However, he is far from past his best.
“I still feel exactly the same way as I did at
30,” he stresses. “Obviously training to keep
fit now plays a more important role. I train a
lot, accordingly. However, my desire to race
– and to win races – is just as strong as it was
ten years ago.”
As a teenager, Corser competed in motocross and dirt-track races in his home country of Australia, before switching to the racetrack at the age of 18. Back then he could
only dream of one day winning the Superbike World Championship. Corser trained as
a cooling technician – and his boss at the
time ultimately set the course for his apprentice's career in motorsport. “During my
apprenticeship I obviously kept on racing,”
he remembers, “and shortly before my
apprenticeship was due to end my boss
issued the ultimatum. So I said goodbye to
my job. Who knows what would have
become of me had I not been forced into
choosing. After winning my first title I went to
thank him, and today we are friends.”
Corser’s first triumphs as a full-time rider
came in Australia, where he was eventually
discovered by motorcycling legend Barry
Sheene (GB). With Sheene's support, he
made his way to the USA and Europe, where
he very quickly made an impression: in 1994
he won the title in the American Superbike
Championship AMA, followed by a move to
the Superbike World Championship in 1995.
Just one year later he was crowned World
Champion for the first time. Since then
Corser has become a permanent draw in the
Superbike World Championship.
31
RIDERS
Troy Corser has been an important factor in
the success of the BMW Motorrad Motorsport ever since it was launched. He adds
exactly what a young team needs in the
Superbike World Championship: experience
and the necessary speed. No active rider in
the World Championship boasts as much
experience as the man from Wollongong in
New South Wales, Australia. Since 1992,
Corser has competed in 355 Superbike
races – winning 33 and claiming no fewer
than 130 podium finishes.
TROY CORSER –
FACTSHEET.
Favourite circuits:
First bike:
First race:
Career highlights:
World Superbike record:
Website:
27th November 1971 in Wollongong (AU)
Monte Carlo (MO)
Australian
Married to Sam, two children: Kalani and Kelisa
1.70 m
68 kg
Golf, wakeboarding, karting, jet ski, motocross
Racing
RIDERS
Date of birth:
Place of residence:
Nationality:
Marital status:
Height:
Weight:
Hobbies:
Passion:
Phillip Island, Valencia, Portimão
Yamaha TY 80 (Street), Honda CR 80 (Race)
1989 Australian Production Series 250cc
1996 Superbike World Champion
2005 Superbike World Champion
355 race starts, 130 podiums
33 wins, 47 second and 50 third places
43 pole positions
45 fastest laps
www.troycorser.com
33
TROY CORSER –
INTERVIEW.
What progress have you been able to
observe since 2009?
Corser: “When you compare the bike we
have today with the one we had at the
beginning a lot of progress is visible in
many areas. The development continues,
based on all the data we have collected.
Now we can concentrate on racing. We
aim to post the results that are possible
with this bike by using all our potential.”
What are your impressions of the 2011
BMW S 1000 RR?
Corser: “I think the suspension is one of
the strengths of the bike, yet even here we
have been able to make improvements.
We have also worked on the engine, which
is very aggressive and powerful. However,
we needed to tame it a bit in order to make
it easier to ride.”
You are now 39. Are there areas where
you can profit from a sort of ‘wisdom
through age’?
Corser: “Yes, naturally. The more experience one has, obviously the better. I am
one of the most experienced, if not the
most experienced, rider of four-cylinder
superbikes. Before joining this project I
raced for five different manufacturers.
Every one of these manufacturers won
races and also championships. I brought
this wealth of experience to BMW, a manufacturer with the same will to win as I have.
And I firmly believe together we are able to
develop the basis for success. Now we
need to harness the entire package correctly in order to achieve our mission.”
What further steps do you expect during
2011?
Corser: “I think if we are able to score podiums regularly it will be a lot easier for the
entire team. And if we are then able to win
races it will be simply fantastic. We are not
going into our third season in the belief we
will win every race, but our aim is to mix it
at the front on every occasion. We have the
basis for the next step.“
35
RIDERS
Troy, you are going into your third season
with BMW Motorrad Motorsport. How
would you summarise your first two years
together?
Troy Corser: “Over these two years we
worked very hard. During race weekends
we naturally tried to post good results, but
above all we were able to amass some
important data for future developments.
This can now be used during the new season in the knowledge we have a bike which
functions well and with which we can
attack.”
LEON HASLAM –
BIKE NUMBER 91.
Haslam’s own career started at the age of
eight in motocross in 1991, culminating
with his becoming British Junior Champion
in 1995/6. His chosen number is a constant reminder of those early days: “I made
my start proper in motorsport in 1991, with
the number 19. One day I was unable to
use number 19, and chose 91. I immediately won a big race, so have kept the number to this day,” Haslam recalls.
In 1998 and 1999 he contested the British
125cc Championship before progressing
to the world stage in the same category in
2000. A year later he was promoted to the
500cc World Championship – becoming
the youngest-ever rider to race in the
series. 2002 saw him switch to the 250cc
World Championship, although without
notable success due to a lack of competitive equipment. Therefore in 2003 he
moved to the British Supersport Championship, while at the same time starting
in three Superbike World Championship
rounds.
In 2004 Haslam rode in his first full
Superbike World Championship season,
claiming his first podium. After three seasons in the British Superbike Championship he returned to the World Championship in 2009, scoring three podiums. In
2010 his career really took off with pole
position and victory in the season opener
in Australia, with a two further wins and 11
podiums following in quick succession.
Before the end of the season it was a given
Haslam would be switching to BMW, and
two days after the season finale he made
his first acquaintance with the BMW S
1000 RR.
By comparison with his childhood little has
changed save he is now the competitor.
Father Ron is still his closest adviser, and
occasionally ventures out on Leon’s
motorcycle during testing. Wife Olivia,
whom Leon married in Sweden at the end
of 2010, is also regularly at his side. “It is
important for me to have the right people
around me. Therefore it is fantastic my
entire family is able to travel to races. Their
support is extremely important to me,”
explains Haslam.
37
RIDERS
Leon Haslam has petrol in his blood – in
every sense of the word: He is the son of
multiple motorcycle world champion Ron
‘Rocket’ Haslam. “Since the age of six
weeks I travelled the world from race track
to race track. Therefore I was truly born
into motorsport,” Leon confirms. As is to
be expected, he first sat on a motorcycle at
an early age. His most successful year to
date was the 2010 season, when he finished second in the Superbike World
Championship rankings.
LEON HASLAM –
FACTSHEET.
Favourite circuits:
First bike:
First race:
Career highlights:
World Superbike record:
Webseite:
31st May 1983 in Smalley (GB)
Smalley (GB)
Married to Olivia
1.73 m
67 kg
Golf, wakeboarding, mountain biking
His family, racing
RIDERS
Date of birth:
Place of residence:
Marital status:
Height:
Weight:
Hobbies:
Passion:
Phillip Island, Assen, Silverstone
Honda QR 50
1987, Argentina, 50cc class
2007/2008: 2nd place
British Superbike Championship
2010: 2nd place Superbike World Championship
86 race starts, 20 podiums
3 wins, 10 second and 7 third places
1 pole position
3 fastest laps
www.leonhaslam.com
39
LEON HASLAM –
INTERVIEW.
What do you think of your new ‘working
tool’, the BMW S 1000 RR?
Haslam: “The production motorcycle is
fantastic, and that provides the basis for a
very, very good racing motorcycle. BMW is
such a massive organisation that the
opportunities are unlimited, particularly on
the technical side. I have never experienced anything like this anywhere.”
How well do you get on with your teammate Troy Corser?
Haslam: “Troy and I have known each
other for a long time. In my early days he
helped me a great deal, so to have him as
a team-mate is fantastic. He has raced for
BMW Motorrad for two years now, and has
years of experience in the Superbike World
Championship. We will work very hard
together in order to win races.”
Was there ever a stage in your career
when you wanted to do something different, and not follow in your father’s footsteps as a motorcycle racer?
Haslam: “This is the only thing I ever wanted to do. I am a somewhat ambitious person and love competition. I played football,
I raced in motocross, I have contested rallies. Regardless of what I do – I set out to
win. And, to me, motorcycle racing is the
ultimate sport.”
What are your strengths – as a racer and
as a person?
Haslam: “I believe I have very good people
around me, and that I am able to exploit
that at the track. I am able to extract the
best out of any given equipment, and I am
not the type of rider who constantly goes
over the limit, only to crash. That is important when you set out to be successful. As
a person I am really laidback and relaxed,
and don’t get wound up quickly.”
What are your aims for 2011?
Haslam: “We aim to be able to fight for
wins. That is the clear goal set by BMW
Motorrad, and I want to claim victory for
this team. This motorcycle definitely has
the right stuff. I am looking forward to the
new season; it will be a long and hard year,
but I am convinced we will achieve our
objectives.“
41
RIDERS
Leon, have you been able to adapt easily
to BMW Motorrad Motorsport?
Leon Haslam: “Yes, definitely. It’s really an
exciting time for me. The potential of the
team is massive. Our first test sessions
went off well, and together we aim to
achieve a lot. That is why our preparations
are going ahead at full speed.”
THE BMW S 1000 RR.
BORN TO RACE.
THE INNOVATIVE SUPERSPORTS BIKE.
After a long gestation period BMW’s first
supersports bike, the BMW S 1000 RR,
made its debut in 2009 to critical acclaim:
the production version of the motorcycle
was immediately catapulted to the top of
its class.
Therefore, in parallel with development of
the road version, BMW Motorrad Motorsport commenced development of a competition version of the BMW S 1000 RR in
2007, with entry into the Superbike World
Championship following two years later.
After that first learning season Team BMW
Motorrad Motorsport scored its first pole
position and maiden podiums in production-based motorcycle racing’s top category in 2010. The target for 2011 is its
maiden victory.
The production version of the BMW S
1000 RR proudly displays its motorsport
genes. It was developed by BMW Motorrad’s product development engineers to
parameters which apply equally to motorsport: superb handling and performance,
excellent tractability and throttle response,
utterly stable suspension providing excellent handling and traction, low overall vehicle mass, and compact, dynamic design
characteristics.
With an engine output of 142 kW (193
bhp) and a vehicle mass of just 204 kilograms including fuel (183 kilograms dry,
206.5 kilograms with Race ABS) the road
going BMW S 1000 RR offers a superb
power to weight ratio, which is in turn
reflected in its performance. By pushing
the ergonomics towards the front, riders
are assisted in controlling the motorcycle’s
immense power by having maximum
weight over the front wheel. This also
resulted in as slender a knee area as possible, with the dimension of typical 600cc
supersports machines being used as standard. This philosophy created enormous
design and packaging challenges, with
every millimetre saved playing a crucial role
in the final design.
43
BMW S 1000 RR
In entering the supersports category BMW
Motorrad respected the parameters of this
market segment, namely top-class performance combined with superb functionality
and continual improvement programmes –
with successful participation in motorsport
being a given.
By accepting responsibility for the project,
model line leader Markus Poschner achieved his dream, namely the development of
BMW Motorrad’s first supersports production motorcycle. As a former racer, the role
was tailor-made for him. He selected a
team of young colleagues all of whom had
themselves been active in motorsport and
could therefore contribute sporting expertise. In addition, the motorsport division
involved itself in the project at an early
stage.
INNOVATIONS IN ABUNDANCE.
For their engine concept the BMW Motorrad engineers settled upon a four-cylinder
inline engine. This layout provides the best
solution for a light, rigid power unit while
simultaneously offering compact inlet and
exhaust architecture. A base design with
a bore/stroke ratio of 0.621 offers the perfect combination of high power output
across a broad rev range.
To ensure precise breathing at high engine
revs, the powerplant of the BMW S 1000
RR uses small and extremely light cam followers to actuate the valves. In order to
save further reciprocating weight, titanium
has been specified as valve material, with
an extremely light aluminium/fibre matrix
material specified for the valve springs. The
camshafts are manufactured from heattreated steel, and are driven by chain and
sprocket in order to facilitate precise valve
operation.
Close attention was paid to the airflow
through and around the motorcycle with a
view to optimising the inlet system. A full
airbox ensures a perfect charge, so every
possible millimetre was used to ensure
maximum capacity, while the engineers
ensured optimum torque levels by specifying two-stage intake trumpets whose
length is varied according to engine revs by
an adjuster motor system. Optimum cylinder charge is provided by fuel being fed
into the engine at all times via four injection
jets on the throttle butterfly rail and above
the intake manifold. Depending on engine
speed and power required, the injectors
are controlled either separately or together.
The throttle butterflies are actuated via an
E-gas system (Ride-by-Wire), which accurately interprets rider commands so as to
provide superb throttle control. Power is
transmitted to the rear wheel via a multidisc anti-hopping oil bath clutch driving a
chain through an extremely compact sixspeed sequential transmission.
45
BMW S 1000 RR
The engineers strived to cluster the heaviest components around the motorcycle’s
centre of gravity, resulting in a slim and athletic machine in which every component
has both form and function. The dynamic
proportions (short, steep front; high compact rear) resulted in cooling, streamlining
and rider protection issues, all of which
were overcome through close cooperation
with the aero department of BMW’s automotive division. Optimal solutions were
eventually found, but only after innumerable calculations and painstaking experiments were carried out in the wind tunnel.
PERFECTLY TUNED FOR THE TRACK.
The swing arms on the production motorcycle are carried by eccentric bearings,
enabling the suspension on the race version to be adjusted for height. The swing
arms are manufactured from a combination of welded, drawn aluminium and cast
aluminium sections, thus combining low
weight with the required rigidity. The central spring strut is connected to the frame
and swing arm via compact and light kinematic levers.
Unique in this segment is the machine’s
generously proportioned inverted fork with
its diameter of 46 millimetres as opposed
to the normal equivalent of 43 millimetres.
The larger dimension lends the BMW S
1000 RR significantly higher stability under
braking, and provides improved feedback.
At 66.1° the steering head angle is relatively steep, while at 95.9 millimetres the
castor is appropriately short. Conversely,
the chosen wheelbase of the production
bike, at 1,432 millimetres, is relatively long.
In order to achieve the targeted dry weight
of 183 kilograms or 204 kilograms wet with
the production machine, BMW Motorrad
worked together with the BMW plant in
Eisenach to develop an aluminium fuel
tank, which is unique to this sector. Like
other BMW Motorrad vehicles the BMW S
1000 RR uses the CAN (Controller Area
Net) Bus System to control the motorcycle’s various functions. The control unit is
compact and light and has been incorporated into the instrument cluster.
A clear increase in safety under braking on
production versions of the BMW S 1000
RR when ridden under sporting conditions
is provided by the specially-developed
optional Race ABS system, which is available from the plant as an extra. In addition,
incremental riding safety under acceleration is provided by the optional electronic
traction control system DTC (Dynamic
Traction Control).
47
BMW S 1000 RR
For the best possible performance in the
supersport segment the suspension of the
bike must be up to the task of its high performance engine. The bridge frame of the
BMW S 1000 RR is manufactured from
aluminium, and uses the engine as a loadbearing element. The production and race
frames are identical, and are welded together by BMW Motorrad in Berlin from four
separate cast components. This construction method facilitates a narrow structure
with maximum airbox capacity while simultaneously providing the machine with the
desired frame stiffness.
IMPRESSED RIDERS.
With the production version of the BMW S
1000 RR constantly impressing Team
BMW Motorrad Motorsport’s professional
racers, Troy Corser is convinced BMW
Motorrad’s customers appreciate this
motorcycle as much as he does his racing
version, saying: “It’s a neat and innovative
bike. The electronics and many safety features such as Race ABS and DTC are very
impressive. It’s easy to ride and the seating
position is comfortable. The engine provides an abundance of power for normal
riders using the bike on a daily basis. I must
add before I first rode the BMW S 1000 RR
I had not spent much time on a production
machine – yet found it to be extremely
enjoyable.”
49
BMW S 1000 RR
Various set-up options, which alter the engine’s characteristics to suit specific riding
conditions such as a wet surface (Rain),
street (Sport), track use with stock tyres
(Race), or track use with slicks (Slick), are
available at the twist of a button. Where fitted, Race ABS and traction control are fully
integrated into the system in order to provide the highest levels of performance and
safety. Under straight line acceleration the
BMW S 1000 RR has another feature unique in its sector: The HP Gearshift Assistant, well-known through its availability on
other BMW motorcycles, enables decisive
metres to be scored under acceleration, but
also allows the rider to shift up through the
gears cleanly and quickly in the lean position, resulting in a smoother and cleaner line
out of the corners.
DEVELOPMENT CONTINUES.
Since its debut in the Superbike World
Championship, the racing version of the
BMW S 1000 RR has been continually
developed within the regulations. “If you
compare the current bike with the version
with which we made our debut in 2009, virtually everything has been changed,” says
Rainer Bäumel, Head of Race Operations.
“Normally we plan for two engine upgrades
per year. We start the 2011 season with
specification number nine, then at mid-season we will introduce specification ten,”
explains Bäumel. “Our target is more power
at the top end without jeopardising midrange torque.” This was achieved by optimising engine and exhaust tuning, and engine
mapping. An important component is the
shorter exhaust system. The new specification engine delivers 220 bhp – five horsepower more than its predecessor.
However, maximum power is not the only
criterion in the Superbike World Championship, with throttle response being equally
crucial. Thus the BMW S 1000 RR’s throttles are controlled via a ride-by-wire system.
The weight distribution of the bike has also
been optimised by Team BMW Motorrad
Motorsport. “With the new bike we have
moved the weight more to the rear,” reports
Bäumel. “In addition we shifted the seating
position of the rider slightly backwards in
order to increase weight over the rear
wheel.”
The tank is new, as is the rear frame. In addition, BMW Motorrad Motorsport has specified new Öhlins front forks, dubbed TRSP 25. The racing version of the BMW S
1000 RR now incorporates cast rear swing
arms rather than fabricated items. “The characteristics of the swing arms remain the
same. However,” explains Bäumel, “the cast
version represents significant cost savings.”
The bikes of BMW works riders Troy Corser
and Leon Haslam will race with new liveries
in 2011 – modelled on the new ‘look’ of the
production bike. Even here BMW Motorrad’s production departments and racing
division are co-operating closely.
51
BMW S 1000 RR
The FIM’s regulations permit certain motorsport-orientated modifications to the
engine. The inline four cylinder of the production motorcycle proved to be an outstanding basis for development of a racing
engine. Since its entry in 2009 Team BMW
Motorrad Motorsport has regular upgraded
this unit. The 2011 racing package again
includes major engine upgrades.
This too has been continuously developed
in line with experience gleaned on the race
track. Fuel injection and ignition are controlled by the RSM5 management system,
developed in-house by BMW Motorrad
Motorsport.
TECHNICAL SPECIFICATIONS:
BMW S 1000 RR.
Fuel system:
Tank capacity:
Lubrication:
Dry weight:
Wheelbase:
Length:
Width:
Front suspension:
Rear suspension:
Front brakes:
Rear brakes:
Wheels:
Tyres:
999cc, four-stroke, four cylinder, liquid-cooled
6-speed
220 bhp at over 14,000 rpm
80 x 49.7 mm
14.5:1
BMW S 1000 RR
Capacity:
Transmission:
Output:
Bore x stroke:
Compression ratio:
Dell’Orto injection 48 mm
23.5 litres
Wet sump
165 kg
1.428 mm
2.056 mm
532 mm
Öhlins upside down telescopic fork
Öhlins
Corser: Double disc 320 mm,
Nissin, 6-piston caliper
Haslam: Double disc 320 mm,
Brembo, 4-piston caliper
Corser: Single disc, 220 mm,
Nissin, 2-piston caliper
Haslam: Single disc, 220 mm,
Brembo, 2-piston caliper
Front 16.5" x 3,5"; Rear 16" x 6.25"
Pirelli
53
SPORTING AND TECHNICAL
REGULATIONS.
PRODUCTION-BASED BIKES
DELIVER THRILLING RACING.
Starting grid.
The grid for both races is decided by a
thrilling ‘Superpole’ contest, for which
riders qualify during official qualifying sessions. The regulations governing Superpole have been amended for 2011, with
the top 16 riders (previously 20) from both
qualifying sessions now contesting the first
phase of Superpole, with the fastest dozen
progressing to the second of which a further four fall by the wayside. Therefore the
third and final phase sees a shoot-out of
the top eight to determine the order of the
first two starting rows. In the event of a
Superpole dead-heat, results of qualifying
will determine the starting order.
The fastest four riders in Superpole 3
occupy the front row of the grid, with Row
2 featuring riders placed fifth to eighth.
Those who are placed ninth to 12th occupy
Row 3, with the remaining riders from
Superpole 1 taking up places 13 to 16 in
Row 4. Places further back are based on
the results of the qualifying sessions. From
this season tyre warmers are permitted on
the grid, as are the necessary generators
to power the warmers and cooling fans.
Points structure.
The Superbike World Championship provides for two champions at the end of the
season: top rider and top manufacturer. In
the latter championship the best-placed
bike of a given manufacturer scores points.
A rider is recorded in the race results if he
has completed at least 75 percent of the
race distance and crosses the finishing line
on the race track (not in the pit lane) no
later than five minutes after the winner.
The rider must be in contact with his
motorcycle.
World championship points are awarded according to the following table:
Points structure.
Position 1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th
Points 25 20 16 13 11 10 9
8 7
6
11th 12th 13th 14th 15th
5
4
3
2
1
55
REGULATION S
The Superbike World Championship sees
some of the most talented motorcycle riders
mounted on production-based bikes fighting
for points, victories and championships.
Since its debut season in 1988, the series
has attracted a massive worldwide fan-base.
The enthusiasm of the fans is no coincidence: The sporting regulations have been
devised so as to provide action-packed race
weekends. The technical regulations laid
down by world motorcycling’s governing
body, the FIM, require that the relationship
between production bikes and their racing
counterparts remains close, while ensuring
equalised performance for the category’s
various eligible models and concepts. For
fans the result is maximum excitement and
pure, non-stop action.
EQUAL CHANCES FOR ALL.
Eligible motorcycles.
The Superbike World Championship
caters for production-based motorcycles
powered by four stroke engines of four,
triple or twin cylinder configurations. For
triple and four cylinder machines the maximum capacity is 1,000cc, with 1,200cc
being the maximum capacity for twins. All
motorcycles must a weight a minimum of
165 kilograms (previously 162 kg for triple
and four cylinder motorcycles; 168 kg for
twins). In addition, at the start of the season twin cylinder engines are subject to air
restrictors of 50 millimetres diameter.
Race weekend timetable.
Friday
Saturday
Sunday
11:30 – 12:30 hrs
15:30 – 16:30 hrs
10:45 – 11:30 hrs
13:45 – 14:30 hrs
15:00 – 15:14 hrs
15:21 – 15:33 hrs
15:40 – 15:50 hrs
09:20 – 09:35 hrs
12:00 hrs
15:30 hrs
Tyres.
Since 2003 Pirelli has been the sole designated tyre supplier for the Superbike
World Championship. For the practice sessions, a maximum of 13 rear and nine front
tyres may be used per rider, per event.
This total includes dry, intermediate and
wet weather tyres.
REGULATION S
A complex ‘Balance of Performance’ index
has been formulated to equalise performance between the various engine concepts during the course of the season.
Therefore a handicap system is in place for
twin cylinder motorcycles, with the sport’s
regulators being empowered to amend
minimum weights and air restrictor dimen-
sions in order to prevent unfair advantages
to be gained by one or other concept. The
regulations allow for complex changes to
be made after three races, with the results
of the previous events being aggregated.
Free practice
Qualifying
Qualifying
Free practice
Superpole 1
Superpole 2
Superpole 3
Warm-up
Race 1
Race 2
Race distance varies between 90 and 110 kilometres, according to the circuit.
57
CLOSE TO THE PRODUCTION BIKES.
Homologation.
Strict homologation procedures laid down
by the FIM ensure a close relationship between racing bikes and their production
counterparts. To qualify for homologation
at least 250 examples of a particular model
need to be produced prior to initial inspection, with a total of 3,000 identical models
manufactured by the end of the year.
Homologation is issued for a five-year
period, with a possible two-year extension.
Testing.
After the start of the season, test sessions
on circuits listed on the race calendar are
forbidden. There are, though, some exceptions: Private tests are permitted at listed
circuits until six days before the start of the
event, provided all riders are permitted to
attend. Testing is permitted at listed circuits after their scheduled race meetings.
In addition, teams may nominate a home
circuit at which unlimited testing is permitted except for the six days before a scheduled race meeting.
Chassis.
The racing bike must use the same frame
as the production version, with fairings,
windscreens, seats and fuel tank remaining
stock. Fuel tank capacity is capped at 24
litres, with forks and dampers being free.
Use of titanium in the frame, front forks,
steering mechanism, swing arms and axles
is expressly forbidden. Nuts and screws,
though, may contain titanium alloys.
59
REGULATION S
Engine.
The engine housing of the racing bike
needs to be identical to the production version, with no modifications permitted to the
shape of the oil sump. In addition the 2011
technical regulations demand that production fuel pumps be fitted, while transmissions must be identical to those fitted to
production versions. The engineers,
though, enjoy greater latitude with the
cylinders: Cylinder heads may be modified,
while compression ratios, pis tons and connecting rods are unrestricted.
Electronically controlled springs are banned, unless they have already been installed in the production motorcycle. The use
of carbon-fibre brake discs is not allowed.
2011 RACE CALENDAR.
CHALLENGES AROUND
THE GLOBE.
Date
Circuit
Venue
27th Feb 2011
Phillip Island Circuit
Phillip Island (AU)
17th Apr 2011
TT Circuit Assen
Assen (NL)
Miller Motorsports Park
Salt Lake City (US)
27th Mar 2011
08th May 2011
30th May 2011
12th Jun 2011
19th Jun 2011
10th Jul 2011
31st Jul 2011
Donington Park Circuit
Autodromo Nazionale di Monza
Misano World Circuit
Donington (GB)
Monza (IT)
Misano (IT)
Motorland Aragón
Alcañiz (ES)
Silverstone Circuit
Silverstone (GB)
Automotodrom Brno
Brno (CZ)
04th Sep 2011
Nürburgring
Nürburg (DE)
02nd Oct 2011
Circuit de Nevers
Magny-Cours (FR)
16th Oct 2011
Autodromo Enzo e Dino Ferrari
Autódromo Internacional do Algarve
Imola (IT)
C IRC UIT S
25th Sep 2011
Portimão (PT)
61
27TH FEB 2011,
PHILLIP ISLAND CIRCUIT,
AUSTRALIA.
116.5 km/h
Gear 3
10
9
133.4 km/h
Gear 3
8
64.0 km/h
Gear 1
7
189.2 km/h
Gear 4
56.8 km/h
Gear 1
309.5 km/h
Gear 6
4
6
5
92.4 km/h
Gear 2
1
217.4 km/h
Gear 5
173.3 km/h
Gear 4
3
2
113.5 km/h
Gear 3
Apart from in 1993, the Superbike World
Championship has been a regular visitor to
Australia’s Phillip Island Circuit since 1990.
The circuit is named after the island with
the same name, which is connected to the
State of Victoria via a 600-metre bridge,
and was built in 1956 alongside a coastal
stretch. It has since been modified on
numerous occasions. Big changes in elevation and windy conditions are its main
characteristics. Beside the Superbike
World Championship, Phillip Island also
hosts MotoGP World Championship and
V8 Supercar rounds. In 1996 Troy Corser
claimed his first world title here in front of
his home crowd, and tops the victors’ list
with seven wins. Leon Haslam claimed his
first Superbike World Championship
career pole position and maiden victory at
the Australian circuit in 2010.
the ideal line for Doohan Corner in order to
set themselves up perfectly for the challenging Southern Loop which follows.
Thereafter they head downhill along the
Bass Strait towards “Honda”, the first and
most important hairpin bend on the circuit.
Rider’s view.
Troy Corser: “To me Phillip Island is definitely one of the best circuits on the calendar. It is just something extremely special
– and not only due to its layout. I always
enjoy racing here. It is my home race, and
the support of the fans gives me an additional boost. The circuit offers something
of everything. It’s a great race track.”
Circuit information.
Length:
Turns:
Start/Finish straight:
Superbike debut:
Most successful riders:
C IRC UIT S
Circuit characteristics.
The last corner of the Phillip Island Circuit,
taken in fourth gear, is particularly crucial to
fast lap times for it determines the speed
the rider carries down Gardner Strait. The
pulling of wheelies or wheel spin is to be
avoided. In addition, riders need to adopt
4.445 km
12
835 metres
1990
Troy Corser (7 wins)
Troy Bayliss (6)
Anthony Gobert (5)
63
27TH MAR 2011,
DONINGTON PARK CIRCUIT,
EUROPE.
116.2 km/h
Gear 2
207.5 km/h 189.6 km/h
Gear 3
Gear 3
3
186.3 km/h
Gear 4
2
106.3 km/h
Gear 2
1
5
4
93.8 km/h
Gear 2
206.1 km/h
Gear 2
252.3 km/h
Gear 4
204.2 km/h
Gear 2
10
58.8 km/h
Gear 1
7
48.6 km/h
Gear 1
9
8
222.0 km/h
Gear 3
75.9 km/h
Gear 1
6
261.2 km/h
Gear 4
110.9 km/h
Gear 3
Donington (GB), which opened in the heart
of England in 1931 and has been regularly
upgraded since, is one of the old bedrocks
of the Superbike World Championship
calendar, having been visited by the series
since 1988. This year Rounds 37 and 38
are scheduled for the classic Donington
Park Circuit, which lies extremely close to
Troy Corser’s heart: not only did he celebrate two victories at the circuit in 1996,
but met his wife Sam here. However, no
other rider knows the venue as well as
Leon Haslam: It is truly his home race, for
father Ron Haslam operates his race
school at the circuit.
gear – and the Goddards left-hander. The
weather, too, plays its part: cool temperatures and the ever-present possibility of
rain add to the challenges of Donington.
Rider’s view.
Leon Haslam: “I have put in countless laps
at Donington – on racing and production
bikes. After all, I live just 20 minutes from
the circuit. We brake very hard at
Donington, which is actually unique where
braking is concerned. I am looking forward
to the meeting here because it is truly my
home race. After last year’s break it’s great
to return to this circuit again.”
Length:
Turns:
Superbike debut:
C IRC UIT S
Donington is effectively a flowing circuit,
although it does include some ‘stop-go’
sections. These demand heavy braking,
and need to be factored into the set up
equation. The Craner Curves, a set of lefthanders, are crucial as they require an
extremely stable motorcycle. The circuit
offers a technically challenging mix of fast
corners and slow sections such as the tight
Melbourne Hairpin chicane – taken in first
4.023 km
15
550 metres
1988
Carl Fogarty (6 wins)
Scott Russell (5)
Noriyuki Haga (3)
65
17TH APR 2011,
TT CIRCUIT ASSEN,
THE NETHERLANDS.
268.1 km/h
Gear 4
2
1
94.9 km/h
Gear 2
10
53.5 km/h
Gear 1
98.7 km/h
Gear 1
9
211.8 km/h
Gear 4
171.2 km/h
Gear 4
287.8 km/h
Gear 5
8
268.3 km/h
Gear 5
3
209.8 km/h
Gear 4
226.2 km/h
Gear 4
193.1 km/h
Gear 3
7
105.3 km/h
Gear 2
5
6
97.2 km/h
Gear 2
236.8 km/h
Gear 3
152.5 km/h
Gear 3
4
120.7 km/h
Gear 3
The “TT Circuit Assen” was specifically
tailored to suit motorcycle racing, with
some of its 11 left and six right-hand corners being banked. The legendary Dutch
circuit has a total capacity of 100,000
spectators. Motorcycle racing has a long
tradition in Assen: since 1949 a race at this
circuit has regularly featured in the world
championship. In 1955 a permanent
7.705-kilometre circuit replaced the previous street circuit running through the
communities of Borger, Schoonloo and
Grollo. In 2006 the circuit’s length was
reduced to 4.555 kilometres. Assen, the
capital of the Dutch province Drenthe, has
a population of some 66,000 inhabitants.
Rider’s view.
Leon Haslam: “Assen is absolutely one of
my favourite circuits. The circuit has a long
history and a unique layout. In Assen the
most important thing is finding a good
rhythm. You can’t just put the power down
blindly – then you will simply be slower.
You need to ride with your head. It is a circuit where the fight usually goes down to
the final lap. Thrilling races are guaranteed.
I am looking forward to it very much.”
4.555 km
17
560 metres
1992
Carl Fogarty (12 wins)
Troy Bayliss (6)
Colin Edwards (3)
Chris Vermeulen (3)
67
C IRC UIT S
Length:
Turns:
Superbike debut:
The layout of the “TT Circuit Assen”
encourages a flowing style. In the hairpin,
the turn-in characteristics and acceleration
of the bike are of utmost importance. The
rest of the circuit flows easily, requiring
bikes to be set up for good corner entry.
The penultimate turn demands a stable
bike, with heavy braking being the order of
the day for the final chicane which follows.
08TH MAY 2011,
AUTODROMO NAZIONALE DI MONZA,
ITALY.
232.0 km/h 214.2 km/h
Gear 5
Gear 5
321.1 km/h
Gear 6
1
2
3
92.7 km/h
Gear 1
11
109.8 km/h
Gear 3
76.0 km/h
Gear 1
10
9
307.1 km/h
Gear 6
271.5 km/h
Gear 5
8
305.4 km/h
Gear 6
111.4 km/h
Gear 3
4
5
81.3 km/h
Gear 2
213.3 km/h
Gear 2
6
7
204.0 km/h
110.2 km/h Gear 2
Gear 2
114.2 km/h
Gear 2
Two features particularly characterise
Monza: the enormous top speeds reached
on the circuit, and its tradition. Since its
opening in 1922 the circuit – situated in the
Royal Park and surrounded by high walls
– has regularly hosted two- and four-wheel
events. In fact, no other circuit has staged
more Formula One Grands Prix than the
“Autodromo Nazionale di Monza” has. The
track has been altered on numerous occasions, with the remains of banked corners
standing in silent testimony to its brooding
past, while the oval, which formed part of
the original layout, fell into disuse in 1967.
The town of Monza has 120,000 inhabitants, and is situated in Italy’s northern
Lombardy region. Monza saw BMW
Motorrad Motorsport celebrate its first
major milestone: in 2010 Troy Corser’s
third place delivered a maiden podium for
the still-young team.
Good stability through the long arcing corners eases the workload for the riders.
Exiting the extremely slow first chicane
requires good acceleration through the
gears, while the correct braking point for
the legendary Lesmo corners is equally
crucial. Through Parabolica the tyres ride
their sidewalls, making ‘edge grip’ vital in
order to ensure maximum momentum
down the long straight.
Rider’s view.
Leon Haslam: “Monza is another unique
circuit. It is completely different to any of
the others at which we race. The circuit is
extremely fast, and the bike needs to be
set up completely differently to other circuits. It has to be set up for long straights
and the ultra-fast corners.”
C IRC UIT S
Top speed is paramount at the “Autodromo Nazionale di Monza”. However, the
brakes of the BMW S 1000 RR are also
tested to the limit, while at low speeds too
the bike must react well to steering input.
Length:
Turns:
Superbike debut:
5.793 km
13
1,195 metres
1990
Troy Bayliss (6 wins)
Fabrizio Pirovano (4)
Carl Fogarty (4)
Pierfrancesco Chili (4)
69
13
1
302.0 km/h
Gear 6
111.4 km/h
Gear 2
144.9 km/h
Gear 1
186.6 km/h
Gear 2
2
87.2 km/h
Gear 1
88.5 km/h
Gear 1
12
105.1 km/h
Gear 2
153.7 km/h
Gear 2
134.3 km/h
Gear 2
11
225.7 km/h
Gear 3
144.7 km/h
Gear 3
187.2 km/h
Gear 2
5
131.5 km/h
Gear 2
228.8 km/h
Gear 3
6
77.3 km/h
Gear 1
197.1 km/h
Gear 2
7
4
3
239.2 km/h
Gear 3
71.9 km/h
Gear 1
99.7 km/h
Gear 2
104.5 km/h
206.2 km/hGear 2
10
Gear 2
8
9
30TH MAY 2011,
MILLER MOTORSPORTS PARK,
USA.
Length:
Turns:
Superbike debut:
In Salt Lake City grip is in short supply –
accordingly the bike needs to be set-up to
deliver as much mechanical grip as possible. Due to the circuit’s high altitude,
engine power is an important factor. The
BMW Motorrad Motorsport engineers
have a specific mapping for this circuit. The
bike needs to react perfectly to the many
changes in direction demanded by the
infield.
Rider’s view.
Leon Haslam: “A remarkable aspect of
Miller Motorsports Park is its altitude,
which affects the power output of all bikes.
The circuit layout offers a little bit of everything. It is a circuit at which you have to
fight, and is also extremely technical.”
C IRC UIT S
Miller Motorsports Park is situated a 30minute drive from Utah’s capital, Salt Lake
City, and is one of North America’s most
modern motorsport facilities. Beside
American motorcycle series, the circuit
has, since opening in 2006, hosted various
four-wheel categories, including the
American Le Mans Series (ALMS). Since
2008 the 4.907-kilometre circuit has staged rounds of the Superbike World
Championship. Miller Motorsports Park
has 24 turns, and offers fans everything
their hearts desire. At the Performance
Training Center enthusiasts are able to
hone their driving skills, while the Larry H.
Miller Museum contains some of the
world’s most spectacular motorsport exhibits. Salt Lake City has approximately
180,000 inhabitants, and is situated on the
east coast of the Great Salt Lake. The
state of Utah and the city are home to the
headquarters of Mormonism.
4.907 km
24
1,050 metres
2008
Carlos Checa (2 wins)
Ben Spies (2)
Max Biaggi (2)
71
226.8 km/h
Gear 5
271.0 km/h
Gear 5
8
12TH JUN 2011,
MISANO WORLD CIRCUIT,
SAN MARINO.
257.6 km/h
Gear 5
11
77.7 km/h
Gear 2
6
101.9 km/h
197.4 km/h
Gear 2
Gear 2
10
123.1 km/h
Gear 2
70.7 km/h
Gear 1
7
230.7 km/h
Gear 3
56.6 km/h
Gear 1
270.5 km/h
Gear 5
2
113.2 km/h
Gear 2
67.7 km/h
Gear 1
4
9
152.6 km/h
Gear 2
262.3 km/h
Gear 4
1
112.5 km/h
Gear 2
79.7 km/h
Gear 2
5
3
Together with Monza, Misano World
Circuit is a very special circuit for Team
BMW Motorrad Motorsport: In 2010 Troy
Corser scored the team’s first pole position
and its second podium here. The Australian first stood on the top step of Misano’s
podium back in 2000 – even doing it twice
on the day. The circuit, formerly known as
‘Autodromo di Santamonica’, was opened
in Misano on Italy’s Adriatic coast in 1972.
The circuit’s then-length was 3.488 kilometres; in 1993 it was comprehensively
upgraded and extended to 4.060 kilometres. A change in direction of travel in 2006
facilitated additional run-off areas. The
Superbike World Championship has visited
Misano since 1991. Although the Misano
is situated in Italy, the Superbike event is
staged under the national flag of San
Marino.
Good turn-in through the various chicanes
at the Misano World Circuit is vital to good
lap times. The venue has some interesting
braking points, some of them found well into
the corners. High top speeds are achieved
on the straight leading to Tramonto, so courage is required to negotiate Curvone perfectly. Overall Misano is a flowing circuit
which rewards good acceleration.
Rider’s view.
Troy Corser: “Of all circuits Misano is probably the one upon which I have scored the
most success, and have managed to be on
the podium with every make of bike I have
ever ridden there. In addition, I was able to
claim numerous pole positions. Misano is a
circuit at which I have always had a lot of fun
and always performed well on, even before
they changed its direction of travel in 2006.”
C IRC UIT S
Length:
Turns:
Superbike debut:
4.226 km
16
510 metres
1991
Giancarlo Falappa (3)
John Kocinski (3)
Regis Laconi (3)
Ruben Xaus (3)
73
19TH JUN 2011,
MOTORLAND ARAGÓN,
SPAIN.
7
62.1 km/h
Gear 1
6
94.5 km/h
Gear 1
81.4 km/h
Gear 1
4
208.0 km/h
Gear 3
82.0 km/h
Gear 1
252.6 km/h
Gear 4
203.1 km/h
Gear 3
161.5 km/h
Gear 2
5
9
180.7 km/h
Gear 1
87.2 km/h
Gear 2
140.7 km/h
Gear 3
1
3
8
2
84.6 km/h
Gear 1
82.6 km/h 10
Gear 1
207.4 km/h
Gear 3
276.3 km/h
Gear 4
73.1 km/h 11
Gear 1
14
167.2 km/h
Gear 3
176.5 km/h
Gear 3
13
311.1 km/h
Gear 6
12
39.9 km/h
Gear 1
The Motorland Aragón circuit, known in
Spanish as ‘Ciudad del Motor de Aragón’,
makes its debut on the Superbike World
Championship calendar in 2011. The circuit,
situated near Alcañiz in the Spanish province
of Aragón, was designed by German circuit
architect Hermann Tilke in conjunction with
Britain’s Foster and Partners architectural
practice, and was opened in 2009. Beside
the circuit, this development includes a kart
track, and technology and leisure centres.
The layout has two different lengths: the FIA
version, intended for four-wheeler categories, has a length of 5.344 kilometres, with
motorcycles using the 5.078-kilometre FIMapproved layout. 2010 saw the venue host
its first motorcycle grand prix, to be followed
this year by Aragón’s first Superbike World
Championship event. Troy Corser and Leon
Haslam tested the BMW S 1000 RR here
in the autumn of 2010.
The layout is characterised by a mix of high
speed corners and slow sections, with the
Turn 7/8 complex reminding particularly of
the famous Corkscrew in Laguna Seca (US).
The last corner, too, is interesting: Riders
need to exit at full throttle in order to carry
momentum down the start/finish straight
and into the following 90-degree left-hander
which offers numerous overtaking possibilities.
Rider’s view.
Troy Corser: “With blind corners which drop
away and constant gradient changes Aragón
reminds me a bit of Portimão. The test here
helped us in learning the circuit. Technically
it is a very challenging layout, and finding the
right set up is not easy. That is a challenge I
am looking forward to. If we are able to set
up the bike correctly, we should be able to
post a good result.”
C IRC UIT S
The sheer number of blind corners constitutes Motorland Aragón’s primary challenge,
with numerous flowing sections making it
absolutely vital to exit a corner correctly in
order to be on the right line for its successor.
Length:
Turns:
Superbike debut:
5.078 km
17
630 metres
2011
--75
10TH JUL 2011,
AUTOMOTODROM BRNO,
CZECH REPUBLIC.
95.5km/h
Gear 2
257.4 km/h
Gear 4
3
4
102.7 km/h
Gear 2
86.6 km/h
Gear 2 5
2
92.2 km/h
Gear 2
132.5 km/h
Gear 2
7
100.1 km/h
Gear 2
1
6
119.9 km/h
Gear 3
197.2 km/h
Gear 2
91.6 km/h
Gear 2
274.8 km/h
Gear 5
286.9 km/h
Gear 5
95.6 km/h
Gear 2
11
120.5 km/h
Gear 3
12
267.7 km/h
Gear 4
258.8 km/h
Gear 4
93.8 km/h 216.0 km/h
Gear 2
Gear 2
103.8 km/h
Gear 2
10
9
88.2 km/h
Gear 2
8
The “Automotodrom Brno” – situated in
the Czech Republic, and previously known
as the Masaryk-Ring – draws on a long
motorsport history, with the first event
taking place in 1930 on a 29-kilometre
street circuit. In the 1950s motorcycle
racing dominated activities, with the world
championship making its first appearance
in 1965. In 1986/7 the circuit was totally
renovated, with the Superbike World
Championship making its debut in Brno in
1993. The second running, staged three
years later, saw Troy Corser win both
rounds. In 2005 he celebrated the latest
comeback of the circuit with a third win.
Length:
Turns:
Superbike debut:
Most successful rider:
Rider’s view.
Troy Corser: “Brno is technically a very
challenging circuit due its undulating
nature and wide corners. In the past I have
been very successful here. I have celebrated double victories and many other
successes at Brno. Last year I unfortunately injured myself during a fall, and was
forced to sit out the race. However, this circuit suits our BMW S 1000 RR as its rollercoaster layout demands a lot of engine
power. Therefore I am quietly confident
about our race chances.”
C IRC UIT S
Brno presents some interesting challenges
for engineers. It is a flowing circuit, and has
comparatively few heavy braking points.
Due to the changes in elevation, riders
need to brake for both uphill and downhill
corners, necessitating detailed set-up work
in order to instil maximum confidence in
the riders. Most of them like Brno as they
need to be extremely sensitive through its
corners. The bike needs a well-balanced
set-up for this.
5.403 km
14
636 metres
1993
Troy Corser (3 wins)
Max Biaggi (3)
Yukio Kagayama (2)
Troy Bayliss (2)
77
31ST JUL 2011,
SILVERSTONE CIRCUIT,
GREAT BRITAIN.
130.4 km/h
Gear 3
1
14
13
274.9 km/h
Gear 5
89.3 km/h
2 Gear 2
80.5 km/h
Gear 2
257.7 km/h
Gear 5
72.0 km/h
176.7 km/h Gear 1
Gear 3
11
142.8 km/h
Gear 3
8
12
3
142.8 km/h
Gear 3
132.0 km/h
Gear 3
10
9
4
195.2 km/h
Gear 3
257.3 km/h
Gear 4
2
61.7 km/h
Gear 1 5
70.6 km/h
Gear 1
7
292.1 km/h
Gear 6
226.1 km/h
Gear 3
6
105.1 km/h
Gear 3
102.3 km/h
Gear 3
Length:
Turns:
Superbike debut:
Most successful rider:
Due to Silverstone’s numerous long
straights the engine power of the BMW S
1000 RR comes into play. In addition, the
layout incorporates numerous sweeping
corners in which the tyres are unilaterally
loaded. Therefore tractability and throttle
response are equally important. The new
layout is further characterised by some
stop-go sections, making it physically very
demanding. In addition the circuit’s bumpy
surface needs to be factored into set up
considerations.
Rider’s view.
Leon Haslam: “I really enjoy Silverstone’s
new layout. It is a fast, flowing circuit. The
circuit is a bit like a mix of Monza and
Assen. In some sectors the set up of the
motorcycle is a major factor. In addition,
thrilling racing is always guaranteed at
Silverstone. Naturally it is a home race for
me which I aim to win.”
5.902 km
18
2002
Cal Crutchlow (2)
Neil Hodgson (2)
79
C IRC UIT S
Silverstone is also known as the Home of
British Motor Racing. The classic circuit
situated in Northamptonshire was established after the World War on a former bomber airfield opened in 1943. The first races
were hosted here five years later, with
Silverstone staging Formula One’s inaugural World Championship race in 1950. The
Superbike World Championship visited
Silverstone between 2002 and 2007,
returning in 2010 after a two-year hiatus.
The layout of the new Silverstone Arena
has been specifically tailored to suit the
demands of motorcycle racing. An almost
800 metre-long section has been inserted
between Abbey and the Brooklands curves, causing the start/finish straight to be
relocated. Famous corners such as
Maggotts, Becketts, Copse and Stowe
have, though, been retained. For Leon
Haslam Silverstone represents his second
home race of the season. Troy Corser, too,
feels at home here, as he spends a lot of
time in England.
>=
>=
>=
>=
>=
0.750
0.800
0.850
0.900
0.950
1.000
>= 1.050
Straight
v_s at [km/h] MAX
dbw_gang_is t [Gang] @v_s at MAX
Corner
v_s at [km/h] MIN
dbw_gang_is t [Gang] @v_s at MIN
251.0 km/h
Gear 6
234.6 km/h
Gear 6
105.7 km/h
Gear 3
11
10
69.9 km/h
271.8 km/h
Gear 2
04TH SEP 2011,
NÜRBURGRING,
GERMANY.
Gear 6
2
155.0 km/h
Gear 3
3
106.7 km/h
Gear 3
172,0 km/h
83.2 km/h
12
Gear 3
9
Gear 2
13
116.10 km/h
Gear 3
245.7 km/h
1
Gear 4
140.4 km/h
Gear 2
14
48.7 km/h
Gear 2
143.9 km/h
Gear 4
235.4 km/h
Gear 3
4
218.5 km/h
Gear 4
8
119.7 km/h
7
Gear 3
6
72.3 km/h
Gear 2
5
250.9 km/h
Gear 4
82.9 km/h
Gear 3
79.6 km/h
292.6 km/h
Gear 5
Gear 2
The Nürburgring was opened at the end of
1927, and is therefore one of Europe’s most
classic circuits. In the 1980s the circuit was
radically changed, receiving further renovations between 1999 and 2002. Upon its
Superbike debut in 1998 the track’s 4.556kilometre layout was used; however, since
2008 racing has been staged on the longer
5.137-kilometre version. The legendary
Nordschleife is, at over 20 kilometres in
length, a popular venue for long-distance
sports car racing. The “Ring” features capricious climatic conditions: Here in the Eifel
Mountains sunny, dry weather can change
within a short time to storms and hail. In
1999 Troy Corser won a race here. Leon
Haslam scored his maiden World Superbike
podium at the Nürburgring in 2004. This
season sees the “Green Hell” hosts its sixth
Superbike World Championship event.
most important bend on the circuit: A good
line is vital to carry maximum speed
through the subsequent high speed section. The NGK Chicane demands heavy
braking prior to heading uphill to the
Start/Finish area.
Rider’s view.
Troy Corser: “The Nürburgring has a lot of
history, and I always enjoy racing here. It
offers a lot of overtaking opportunities, and
is undulating. Thus we generally have thrilling and spectacular races. Last year I was
well on my way to our best result of the
year. Having been fastest in all practice
and qualifying sessions I fell during the
Superpole shoot-out. It was a great pity as
that weekend we could have taken a big
step forward.”
Length:
Turns:
Superbike debut:
Most successful riders
C IRC UIT S
The Nürburgring’s challenge starts with its
first turn, the Yokohama-S. The riders
need to brake late, yet adopt a good line for
the Mercedes Arena which features a
series of reducing radii corners. Good turnin is important in order to allow early acceleration out of corners. Bit Corner is the
5.137 km
17
800 metres
1998
Noriyuki Haga (3 wins)
Jonathan Rea (2)
81
68.7 km/h
Gear 1
8
240.8 km/h
Gear 4
189.3 km/h
Gear 2
110.0 km/h
Gear 3
102.2 km/h
Gear 2
7
9
6
214.8 km/h
Gear 3
88.9 km/h
Gear 1
248.3 km/h
Gear 4
10
76.0 km/h
Gear 1
68.0 km/h
Gear 1
12
11
5
4
232.2 km/h
Gear 3
3
2
250.3 km/h
Gear 4
1
67.2 km/h
Gear 1
83.4 km/h
Gear 2
13
238.7 km/h
Gear 4
131.7 km/h
Gear 2
25TH SEP 2011,
AUTODROMO ENZO E DINO FERRARI,
ITALY.
272.3 km/h
Gear 5
93.5 km/h
Gear 2
The motor racing history of Imola – population 66,000 – stretches back to the
1940s, when events took place on a street
circuit. In 1950 a track was commissioned,
which first saw use two years later. On 7th
September 1963 the motorcycle world
championship celebrated its debut in
Imola, with the Superbike World Championship making its first appearance at the
circuit situated in Italy’s Emilia Romagna
region in 2001. At the end of 2006 the
“Autodromo Enzo e Dino Ferrari” was
totally revamped and its safety standards
improved. In 2009 the World Championship made its return to Imola following a
two-year break.
The many challenges posed by Imola are
due not only to the circuit’s bumpy surface,
but also to its layout. Immediately after the
start the riders face the first of numerous
chicanes. Therefore bikes need to have
excellent braking, turn-in and acceleration
abilities. In addition, the chicanes have high
kerbs which unsettle the bikes, making
stability crucial.
Rider’s view.
Leon Haslam: “Imola is an old, classic circuit. The surface is uneven in various parts,
and some sections are extremely tight. At
the same time overtaking is very difficult.
You have to be very aggressive in order to
improve position. Last year I had a bit of
bad luck, but am looking forward to racing
the BMW S 1000 RR at Imola.”
C IRC UIT S
Length:
Turns:
Start/Finish Straight:
Superbike debut:
4.959 km
16
358 metres
2001
Ruben Xaus (3)
Regis Laconi (3)
Colin Edwards (2)
Carlos Checa (2)
83
125.7 km/h
Gear 3
02ND OCT 2011,
CIRCUIT DE NEVERS,
FRANCE.
2
68.1 km/h
Gear 1
198.9 km/h
Gear 3
5
6
155.3 km/h
Gear 3
1
247.7 km/h
Gear 4
4
137.5 km/h
Gear 3
252.1 km/h
Gear 4
249.4 km/h
Gear 4
11
137.2 km/h
Gear 3
10
69.9 km/h
Gear 1
134.3 km/h
Gear 3
235.6 km/h
Gear 4
290.4 km/h
Gear 6
7
8
3
9
57.9 km/h
Gear 1
46.6 km/h
Gear 1
The “Circuit de Nevers” is situated 250
kilometres south of Paris in the French
region of Nièvre. It was opened in 1961,
and variously upgraded during subsequent
decades. The surface is particularly
smooth, and therefore generally offers low
grip levels. Squally winds and unpredictable weather add to its challenges, while rain
can turn the circuit into a skating rink within minutes. The Superbike World Championship made its debut at the circuit in
1991 before taking a break until 2003,
since when the French venue has been a
fixture on the calendar.
Length:
Turns:
Start/Finish Straight:
Superbike debut:
Rider’s view.
Troy Corser: “At Magny-Cours it is usually
already cold when we race there. Autumn
is not exactly the best time of the year to
contest a race in Magny-Cours. However,
the circuit has a great layout, and is fun to
ride. Its three hairpins mean it is a unique
stop-go circuit. I have generally been successful here, and have taken both wins and
pole positions. In 2005 I won my second
world championship title here. The circuit
has a long motorsport tradition, including
motorcycle racing, having hosted some
thrilling long distance events.”
C IRC UIT S
The first turn, taken in fourth gear, requires a
stable bike, while strong acceleration is vital
when exiting the sweeping Estoril corner in
order to build up maximum speed before
braking for the Adelaide hairpin – the slowest
point on the entire Superbike World
Championship calendar. Equally important is
ensuring front wheels don’t lift under acceleration. The circuit rewards bikes which turn
in well and accelerate smoothly out of its
various chicanes and hairpins.
4.441 km
16
250 metres
1991
Noriyuki Haga (5 wins)
Doug Polen (2)
James Toseland (2)
Troy Bayliss (2)
85
306.2 km/h
Gear 6
11
1
236.6 km/h
Gear 3
149.2 km/h
Gear 4
70.3 km/h
Gear 1
66.0 km/h
9
Gear 1
3
167.5 km/h
Gear 2
203.7 km/h
Gear 3
4
151.9 km/h 8 169.0 km/h
Gear 2
Gear 2
192.5 km/h
Gear 3
210.0 km/h
Gear 3
7
80.3 km/h
Gear 2
2
6
170.0 km/h
Gear 3
10
82.1 km/h
Gear 2
5
74.8 km/h
Gear 2
54.9 km/h
Gear 1
16TH OCT 2011,
AUTÓDROMO INTERNACIONAL
DO ALGARVE PORTIMÃO,
PORTUGAL.
After doing so in 2008 and 2009, the
Superbike World Championship ends in
Portimão (PT) for the third time.
Construction of this elaborate circuit was
completed in October 2008, with the
Superbike World Championship immediately baptising the circuit with its season
finale on 2nd November. Two thousand
and eleven sees the venue’s fourth Superbike race. In a short space of time the circuit established itself as an attractive
venue for various two- and four-wheel
championships. Stable all-year weather
conditions and a challenging layout make
Portimão a popular test venue.
Rider’s view.
Leon Haslam: “Portimão is a circuit which
truly has its own character. It is extremely
undulating, and has a lot of changes of
both direction and gradient. It is crucial to
have the right set up to deal with all these
challenges. Therefore it is not easy to set
up the bike to work optimally at all points
on what is a very special circuit.”
Length
Turns:
Superbike debut:
C IRC UIT S
The final turn of Portimão is crucial in order
to carry maximum speed down the almost
one kilometre-long Start/Finish straight.
The long flowing corners of the
“Autódromo Internacional” demand a reliable chassis set-up in order to enable the
bike to hold the ideal lines as it exits corners. This applies particularly to the circuitous infield.
4.658 km
15
969 metres
2008
Ben Spies, Michel Fabrizio, Cal Crutchlow,
Max Biaggi (1 win each)
87
BMW MOTORRAD ITALIA SUPERBIKE.
Highly-motivated newcomer from Italy: the
works-supported BMW Motorrad Italia
Superbike team will make its debut in the
Superbike World Championship in 2011.
The team from San Donato Milanese competed at international level for the first time
in 2010, gaining attention in the Superstock 1000 FIM Cup with comfortable
Rider and Manufacturer titles. Rider Ayrton
Badovini (IT) dominated proceedings in
this series right from the first race. Badovini
won nine of the ten races on his BMW S
1000 RR, most of them by a clear margin.
BMW Motorrad Italia and its rider were
able to celebrate winning the title in early
August, with three races still remaining.
“BMW Motorrad Italia provided impressive
proof of just how successful the team can
be with the BMW S 1000 RR in last year's
Superstock 1000 FIM Cup,” says Hendrik
von Kuenheim, General Director of BMW
Motorrad. “Although the Superbike World
Championship poses a considerably larger
challenge, I am convinced BMW Motorrad
will benefit from this newcomer in the field.
Competition ultimately stimulates business. We wish the team every success.”
BMW Motorrad Italia will also compete in
the Superstock 1000 FIM Cup with two
BMW S 1000 RR bikes in 2011. Lorenzo
Zanetti and Sylvain Barrier are on board as
the riders, and will be looking to follow on
from Badovini's success in this series.
89
C USTOMER RA CIN G
THE BMW S 1000 RR AS
GUARANTEE FOR SUCCESS.
The team that won the Italian Superstock
series is now moving up to the pinnacle of
production-based motorcycling. Badovini
has been joined by a vastly experienced
team-mate: two-times Superbike World
Champion James Toseland (GB). The
team is run by Andrea Buzzoni, Director of
BMW Motorrad Italia and manager of the
Superbike project. Sports Director Serafino
Foti and Technical Director Gerardo
Acocella also form part of the team
management. The BMW Motorrad
Motorsport works team is providing engines and electronics for the BMW S 1000
RR. In addition, both teams will work closely together, exchanging know-how, solutions and development ideas with the joint
goal of continuously improving performance.
“It is in BMW's genes to strive for maximum performance, innovative ideas,
respect and trust, and to concentrate on its
objectives with a clear, strategic focus.
These are the pillars of our strategy, upon
which was based our decision to compete
on an international stage,” says Christian
Kremer, CEO of BMW Group Italia. “We
will line up in the Superbike World
Championship with the same professionalism and enthusiasm we have shown up to
this point. We are certain this will result in
more, important successes.”
JAMES TOSELAND.
In James “Giacomo” Toseland, the BMW
Motorrad Italia Superbike team has signed
up a rider with an enormous amount of
international experience. The Brit has plied
his trade in both MotoGP and the Superbike World Championship, which he won in
2004 and 2007.
The 30-year-old entered the international
motorcycle racing stage in 1998, when he
lined up in the Supersport World Championship. In 2001, Toseland took the step
up to the Superbike World Championship,
where he rode for Ducati and then Honda.
After seven successful years in the series,
he decided to try his luck in MotoGP and
rode for Tech 3 on a Yamaha in 2008 and
2009. Toseland returned to the Superbike
World Championship in 2010, competing
for the Yamaha works team.
I felt at home there on my very first visit,”
says Toseland. “I have already witnessed
the enormous potential of the BMW S
1000 RR on the track. Contributing to the
further development of the BMW Superbike flagship is a great challenge for me.
Teamwork is the most important factor in
racing, and I believe in the team and engineers that BMW Motorrad Italia has selected for this project.”
Toseland's gifts are not restricted to two
wheels. He also possesses great ability in
another field: music. The old hand is a
talented singer and pianist, and regularly
thrills fans with his rock band “Crash”.
Toseland is also very active in the community and supports numerous charities.
From 2011 he is looking to use his experience to drive the BMW Motorrad Italia project forwards. “I am delighted to be a
member of the BMW Motorrad Italia family.
5th October 1980 in Doncaster (GB)
Isle of Man (GB)
Single
1.77 m
70 kg
Motocross, piano, fitness training
2004 and 2007 Superbike World Champion
www.jamestoseland.com
91
C USTOMER RA CIN G
Profile.
Date of birth:
Place of residence:
Marital status:
Height:
Weight:
Hobbies:
Career highlights:
Website:
AYRTON BADOVINI.
There was simply no way past this Italian in
the 2010 Superstock 1000 FIM Cup. Ayrton
Badovini made his mark on the series right
from the first race. Making their debuts in the
series, he and his BMW Motorrad Italia team
won the curtain-raiser in Portimão, Portugal,
and dominated the cup from that point on.
Race after race Badovini put together his
impressive run of victories, winning the next
eight races – most of them with a clear lead.
His run only came to an end at the finale in
Magny-Cours, when he crossed the finish
line in second place, just behind the leader.
However, that did not alter the fact that
Badovini had gained a lot of attention. The
Italian had already secured the riders’ title in
August, with three races remaining.
Profile.
Date of birth:
Place of residence:
Marital status:
Height:
Weight:
Hobbies:
Career highlights:
Website:
“I had two goals for 2010: to win the
Superstock title and return to Superbikes,”
says Badovini. “The fact we have achieved
this is not a dream, but the result of hard and
meticulous work on race preparation and
concentrating on details. It is also the result
of the unbelievable support I have been
given by everyone in the team. I know the
BMW S 1000 RR very well. However, I also
know I face a challenging and long season,
in which I will be up against strong and
experienced opponents. Having said that, I
am also convinced we are well equipped for
the new season, following all the hard work
the entire team put in over the winter.”
31st May 1986 in Biella (IT)
Castel Bolognese (IT)
Engaged
1.67 m
63 kg
Sport, photography, fishing
2010 title in the Superstock 1000 FIM Cup
www.ayrtonbadovini.it
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C USTOMER RA CIN G
And so it was a logical progression for Badovini and BMW Motorrad Italia to move into
the Superbike World Championship in 2011.
In doing so he achieved the goal he had had
his sights set on for a long time. However,
the road to the Superbike World Championship was initially a rocky one for the 24-yearold. Badovini had already been riding in the
Superstock 1000 FIM Cup since 2003, but
had been battling in vain for years with infe-
rior material. Only in 2006 did he claim his
first pole position and first victory in the
series. In 2008 he lined up in the Superbike
World Championship for the first time with
the Pedercini Kawasaki, but endured a difficult year. He used the 2009 season to take
stock, only competing in individual races in
the World Championship and the Superstock 1000 FIM Cup. BMW Motorrad Italia
signed Badovini up for the 2010 season,
finally giving him his long-awaited breakthrough.
OFF-ROAD RACING.
The topic of off-road racing has always been
synonymous with BMW Motorrad. For that
reason it was an obvious step some years
back when the 450 Sports Enduro marked
BMW's move into a very special motorcycle
segment and competitive racing. In 2006,
speedbrain race management was launched for BMW’s commitment to off-road
sport. Top pros with years of success on the
scene were employed in key positions.
Director Wolfgang Fischer has managed the
team since then, alongside Markus Theobald, who is responsible for the technical
aspects as Project Manager.
In the 2009 season the BMW Motorrad offroad team moved into the Motorsport
Competence Center in Stephanskirchen, in
which the entire racing BMW Motorrad
racing team has been working together ever
since. The same year yielded more success
in the World Enduro Championship, cross
country races and extreme enduros.
The successor is the TE511, which features a 450cc four-stroke engine from BMW
Motorrad and a frame from Husqvarna
Motorcycles. The TE511 is used in 2011 in
the E3 class of the World Endurance
Championship by the “Husqvarna – CH
Racing” team. BMW subsidiary Husqvarna
Motorcycles is also lining up in other WEC
Classes, the Motocross World Championship (MX2), the Supermoto World Championship, and the Gran National Cross
Country series in the USA.
95
C USTOMER RA CIN G
© speedbrain/Hubert Stanka
Following initial individual successes in
2006 and 2007, BMW made its definitive
return to professional enduro racing with the
BMW G 450 X in 2008. Simo Kirssi (FI) claimed both the German and European Cross
Country World Championships in the very
first year. At the WEC World Enduro Championship, Kirssi presented BMW Motorrad
with its first podium finish in its first complete World Championship season.
In the 2010 season, BMW Motorrad
Motorsport lined up in the E2 class in the
World Enduro Championship under the
name “BMW Husqvarna Motorsport”. The
off-road racing know-how of the two brands
BMW Motorrad and Husqvarna Motorcycles were systematically bundled on this
project. Husqvarna Motorcycles has been
part of the BMW Group since September
2007. The team initially used the BMW G
450 X, before moving to the TE449. This
bike was developed by Husqvarna Motorcycles in cooperation with specialists from
BMW Motorrad and speedbrain. It is based
on the Husqvarna chassis concept and
combines the innovative, tried and tested
450cc four-stroke engine developed by
BMW Motorrad.
THE DAKAR CHALLENGE.
BMW Motorrad has already mastered the
first great adventure of 2011: the brand
was once again represented at the legendary Dakar Rally by “BMW Motorrad by
speedbrain”. Riders on bikes coming out
of Munich had celebrated overall victory
there in the 1980s and, most recently, in
1999 and 2000.
The team ran four BMW G 450 RR bikes
at the desert marathon, which covered
10,000 kilometres from Argentina, over the
Andes, to Chile and back. They were ridden by Frans Verhoeven, whose role as a
development rider was crucial in developing a competitive, independent rally bike
from the BMW G 450 X, Brazil's Jose Helio
Gonçalves Rodrigues Filho, also known as
“Ze Helio”, Paulo Goncalves and Pedro
Bianchi Prata.
© speedbrain/Willy Weyen
Frans Verhoeven and Pedro Bianchi Prata
battled on together through the tricky stages on the way to the finish in Buenos
Aires. They also experienced the adversities of the rallying’s toughest test, in which
success frequently alternates with setbacks. Having won the final stage from
Cordoba to Buenos Aires, Verhoeven reached the finish in 15th overall. Bianchi Prata
ended the rally in 30th.
C USTOMER RA CIN G
The comeback at the Dakar Rally started
promisingly. Paulo Goncalves emerged as
the spearhead of the team and picked up
a podium finish on the third stage. The
other three riders also remained within striking distance of the leading group. The
fifth stage was a milestone for the young
“BMW Motorrad by speedbrain” team:
Goncalves rode his way to a superb stage
victory – BMW's first stage win at the
Dakar Rally for ten years.
However, just one day later the notoriously
tough Dakar Rally struck back. Ze Helio
crashed and broke his collarbone, ending
his rally. At the same time, Goncalves lost
a lot of time due to a faulty generator. But
there was worse to follow for him too: leading brilliantly on the eighth stage, he crashed heavily and broke his collarbone.
Goncalves’ Dakar Rally was also over.
97
BMW MOTORRAD MOTORSPORT:
THE SUCCESS STORY.
SUCCESS AFTER SUCCESS –
FOR NEARLY 90 YEARS.
BMW Motorrad has been closely involved
in motorsport since its earliest days. When
Troy Corser and Leon Haslam start in the
2011 Superbike World Championship with
the BMW S 1000 RR they will follow in the
tyre tracks of legends such as Ernst Jakob
Henne (DE) and Schorsch Meier (DE), who
almost 90 years ago laid the foundation for
the most successful period in BMW
Motorrad’s motorsport history.
In 1923 BMW, using its BMW R 32, first
caused a furore on the track, while in
1925/26 the BMW R 37 was the bike to
beat. Various riders powered these machines to a total of over 200 victories and two
German championship titles.
In the 1930s BMW works riders scored
impressive successes in International Six
Day Trials events, thereby publicly proving
the robustness, durability and power of the
machines from Bavaria. Arduous tests in
all-terrain competitions proved the production-readiness of BMW developed hydraulic telescopic forks, while the company’s
unusual rear suspension was painstakingly
tested to the limit in major off-road events.
Ernst Jakob Henne went on to achieve
remarkable fame with BMW Motorrad:
Having set a new world speed benchmark
on 19th September 1929, he went on to
improve his records on numerous occasions. Eventually, on 28th November 1937,
the then-33-year-old rode a fully-enclosed
500cc BMW producing 100 bhp to a new
outright record of 279.503 km/h on a
stretch of motorway near Frankfurt am
Main. This was to stand for 14 years.
In 1939 BMW works rider Meier made his
name in the legendary Tourist Trophy on
the Isle of Man by becoming the first foreigner to win the event’s famous Senior
Race. After the war he became a German
folk hero after riding a BMW Boxer motorcycle to no less than six titles up to 1953.
BMW proved remarkably successful in
sidecar racing, too: the “Königswellen”
Boxer engine powered BMW riders to 19
world titles between 1954 and 1974. With
former German champion Walter Zeller’s
(DE) second place behind John Surtees
(GB) in the 1956 500cc Motorcycle
Championship, BMW Motorrad’s first
works motorsport campaign, though,
came to an end.
HISTORY
99
THE SUCCESS STORY CONTINUES.
Even without official works support, privateer
riders continued proving the worth and sportiness of BMW Motorrad products, particularly in the German Cross Country Championship. In 1964/65 Sebastian Nachtmann
(DE) won the title twice on a BMW R69S; the
following year Kurt Tweesmann (DE) managed the same feat.
Herbert Schek (DE), Richard Schalber
(DE) and Werner Schütz (DE) also won
championships on the forerunner of the
GS models, with Rolf Witthöft (DE) in
1980 even taking the European title.
Thereafter the BMW R 80 G/S went into
production – promptly writing the first
chapter of BMW Motorrad’s enduro
history. For over 30 years the abbreviation “GS” has stood for “Gelände and
Sport” (Offroad and Sport). The BMW R
80 G/S is thus the blood ancestor of current successes such as the BMW R 1200
GS and the BMW F 800 GS.
BMW’s first Superbike victory was scored
in 1976 in Daytona (US) when Steve
McLaughlin (US) won the first-ever AMA
Superbike race by a photo-finish from BMW
team-mate Reg Pridmore (GB). They rode
BMW R 90 S models entered by American
BMW importer Butler & Smith. At the season finale, however, it’s Pridmore who takes
the title, entering the history books as maiden American Superbike Champion. Nine
years later plans for a Superbike World
Championship – catering specifically to production-based bikes – took shape. The
series made its debut in 1988, and has since
been consistently characterised by hardfought and spectacular races.
For its works motorsport comeback, BMW
Motorrad elected to concentrate on endurance racing: Since 2007 its new Endurance
Team has competed with the BMW Boxer
HP2 in selected 24 Hour events staged within the framework of the Endurance World
Championship. In addition, BMW Motorrad
Motorsport has, since 2008, contested the
Enduro World Championship with the BMW
G 450 X. 2011 also sees a return to the
Dakar Rally with the “BMW Motorrad by
speedbrain” team. BMW Motorrad Motorsport has officially contested the Superbike
World Championship since 2009. In that
debut season the team’s riders scored 17
top ten placings, with the team’s first pole
position and podiums following in its second
year.
101
HISTORY
In the 1980s Rally versions of the BMW R
80 GS shone on the Paris-Dakar Rally, with
Hubert Auriol (FR) and Gaston Rahier (BE)
each scoring two wins in the classic offroad
event. In 1999 Richard Sainct added another Paris-Dakar victory to BMW Motorrad’s
record by riding a modified single-cylinder
BMW F 650 to overall victory. Twenty-eight
at the time, the Frenchman won with a lead
of four minutes and nine seconds – no more
than a blink of an eye after 9,062 kilometres.
That, though, was only the beginning: In
2000 BMW claimed the first four places in
the final classification, with Sainct once
again taking top honours. Positions two to
four were occupied by BMW riders Oscar
Gallardo (ES), Jimmy Lewis (US) and Jean
Brucy (FR).
IN REVIEW: THE 2009 SEASON.
The stage was set for BMW Motorrad
Motorsport in the Superbike World Championship: in 2009 the team from Munich
and Stephanskirchen faced the challenges
of the elite class for production-based
motorcycles for the first time. The decision
by BMW Motorrad to enter the World
Championship fray undoubtedly came in
one of the toughest and most competitive
phases in the history of the championship,
which spans more than 20 years. The
team went up against six renowned manufacturers.
The debut season was clearly intended as
a learning and development year. Troy
Corser and Ruben Xaus (ES) formed the
riding line-up for Team BMW Motorrad
Motorsport. After 14 weekends, 28 races
and 17 top-ten finishes, the new team
could reflect positively on the season.
At the end of 2009, the road version of the
BMW S 1000 RR made its much-awaited
debut. The feedback was extremely positive from the specialist press and customers alike. The supersports bike from
Munich immediately became one of the
top-sellers in the superbike sector.
The 2009 season at a glance.
Event
Points
8
14
1
12
1
17
18
5
13
7
Ruben Xaus
Qualifying Race
19th
19th / 11th
15th
13th / 10th
th
19
13th / 16th
th
20
14th / 11th
14th
7th / 9th
15th
DNF / DNF
24th
21st / 16th
th
18
14th / 16th
7th
DNF / DNS
DNS
DNS / DNS
19th
12th / 13th
15th
11th / 12th
19th
8th / DNF
Points
5
9
3
7
16
2
7
9
8
103
HISTORY
Phillip Island
Losail
Valencia
Assen
Monza
Kyalami
Salt Lake City
Misano
Brno
Nürburgring
Imola
Magny-Cours
Portimão
Troy Corser
Qualifying Race
17th
8th / 22nd
16th
9th / 9th
th
14
DNF / 15th
th
15
10th / 10th
11th
DNF / DNS
DNS
DNS / DNS
21st
15th / 17th
th
15
DNF / 19th
6th
5th / 10th
6th
8th / 6th
th
9
11th / DNF
th
8
9th / 10th
8th
DNF / 9th
IN REVIEW: THE 2010 SEASON.
After the 2009 debut season had served
as a learning year, the BMW Motorrad
Motorsport team had undertaken to be up
there challenging at the front of the field in
the 2010 Superbike World Championship.
One of the goals for the season – the first
podium finish – was achieved by Troy
Corser, once again alongside team-mate
Ruben Xaus, as early as the fifth race
weekend of the season in Monza. The
team stepped onto the podium on two
occasions and also clinched pole position
in Misano. Corser and Xaus scored 201
points between them, 60 more than the
previous year.
However, the Superbike World Championship was not the only stage, upon which
the BMW S 1000 RR showed its potential.
Other international and national series also
saw BMW riders taste success, none more
so than Ayrton Badovini. The Italian was
the dominant force in the Superstock
1000 FIM Cup and won nine of the season's ten races. Badovini already had his
hands on the title by the end of the
seventh race.
The 2010 season at a glance.
Event
Points
16
13
17
22
24
13
22
22
6
4
6
-
Ruben Xaus
Qualifying Race
15th
DNS / DNS
10th
10th / 12th
th
17
12th / 11th
th
12
DNF / 10th
6th
6th / DNF
15th
14th / 11th
th
9
10th / 11th
th
12
DNF / DNF
4th
5th / DNF
8th
17th / 11th
th
11
7th / 9th
th
8
12th / 9th
11th
DNF / DNS
Points
10
9
6
10
7
11
11
5
16
11
105
HISTORY
Phillip Island
Portimão
Valencia
Assen
Monza
Kyalami
Salt Lake City
Misano
Brno
Silverstone
Nürburgring
Imola
Magny-Cours
Troy Corser
Qualifying Race
13th
9th / 7th
8th
9th / 10th
th
5
4th / 12th
rd
3
5th / 5th
12th
8th / 3rd
13th
12th / 7th
th
15
5th / 5th
st
1
3rd / 10th
DNS
DNS / DNS
7th
10th / DNF
14th
DNF / 12th
th
6
15th / 11th
9th
DNF / DNF
MILESTONES: 1923 TO 2000.
1923:
In September, BMW presents the first
BMW motorcycle, the R 32, at the German
Automobile Show in Berlin.
1939:
Georg Meier becomes the first non-Brit
on a non-English bike to win the Senior
TT on the Isle of Man.
1924:
Franz Bieber claims the first title
in the 500cc class of the German
Championship. BMW picks up nine
German Championships in this class
by 1939.
1947 to 1962:
BMW wins 14 German Championships in
the 500cc class. The most successful
riders are Georg Meier, Ernst Hiller and
Walter Zeller.
1925:
Josef Stelzer wins the 250cc class of the
German Championship.
1926:
Rudolf Schleicher wins a gold medal at
the international six-day race in England.
1929:
Ernst Henne clocks 216.75 km/h to set
his first land speed world record.
1933-1935:
BMW claims three wins in the national
competition of the international six-day
race.
1937:
Ernst Henne sets his final land speed
world record at 279.503 km/h.
1956:
Walter Zeller finishes runner-up in
the 500cc World Championships.
1976:
Reg Pridmore wins the AMA Superbike
Championship on a BMW R 90 S. It is the
first Superbike Championship ever to be
staged.
1981 to 1985:
Hubert Auriol and Gaston Rahier claim
four victories at the Paris-Dakar Rally
(two victories each).
1999 and 2000:
Richard Sainct claims two victories at
the Paris-Dakar Rally.
HISTORY
1938:
Georg Meier wins the European
Championship in the 500cc class.
1954 to 1974:
19 Drivers' and 20 Manufacturers' World
Championships in the sidecar class.
107
MILESTONES: 2000 TO PRESENT DAY.
2006:
speedbrain race management formed for
the BMW commitment to off-road racing.
2007:
Preparation for the Superbike World
Championship. Alpha Racing GmbH & Co
KG is formed as a subsidiary of alpha
Technik, and implements the superbike
project together with BMW Motorrad
Motorsport. Work starts on developing
the BMW S 1000 RR.
2007:
The endurance team starts at selected
24-hour classics and races in the
Endurance World Championship with
the Boxer BMW HP2 Sport.
2008:
Return to professional enduro racing with
the BMW G 450 X. Simo Kirssi wins the
German and European Cross Country
Championships.
2008:
Move to the Competence Center at
Kronstaudener Weg in Stephanskirchen
(foundation stone laid on 26th October
2007). Initial test rides with the racing
version of the BMW S 1000 RR in
autumn.
2009:
On 17th February, the new Superbike
World Championship Team BMW
Motorrad Motorsport is launched in
Munich with riders Troy Corser and
Ruben Xaus. The team competes in its
first race in the series on 1st March in
Phillip Island, Australia. Corser clocks the
fastest race lap at the first attempt with
the BMW S 1000 RR. Corser and Xaus
finish in the top ten on 17 occasions in
the team’s debut year.
2010:
Troy Corser achieves Team BMW
Motorrad Motorsport’s first podium finish
in the Superbike World Championship on
9th May in Monza, Italy. Corser also
claims the first pole position on 26th June
in Misano, Italy.
2011:
BMW Motorrad returns to the Dakar
Rally. BMW Motorrad gives financial
support to the private “BMW Motorrad by
speedbrain” team.
HISTORY
109
PARTNERS.
STRONG PARTNERS.
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financing, pay the final rate to acquire the
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The implementation of the Superbike World
Championship project for and with BMW
Motorrad Motorsport is conducted by alpha
Racing GmbH & Co KG, an alpha Technik
subsidiary specially founded for this purpose. alpha Technik has been involved in
the highest level of motorsport since 1996.
After just four years the team won the 2000
World Championship in the Supersport
class with Jörg Teuchert. More supersport
and superbike titles were to follow in the
IDM.
111
PART NERS
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Altran has been "Official Partner of BMW
Motorrad Motorsport" since 2009.
The renowned fashion label bomboogie,
which has its headquarters in Baldissero
near Turin (IT), takes the American “nose
art” from the 1940s and 1950s and combines this design style with its products’
outstanding technical properties. “Low
Visibility” is the bomboogie motto.
--
When you think of Castrol, you automatically think of the high-performance lubricant. Whether on the racetrack or on the
roads: the name Castrol is synonymous
with the most technologically advanced
lubricant there is. With offices in about 70
countries and over 100 agencies worldwide, Castrol is able to meet the diverse
requirements of its customers around the
world.
Sensors and data loggers from 2d Datarecording combine maximum measuring
sensitivity and outstanding reliability with low
weight, handy dimensions and a minimum
resolution of 12 bit. The product range comprises all current sensors for data recording,
as well as special developments.
Akrapovic motorcycle exhaust systems set
the benchmark on roads and racetracks.
Along with the performance, appearance
and fitting accuracy, the workmanship is
among the best around when it comes to
exhaust systems.
A fascination with carbon fibre and the
desire to implement his own creative ideas
prompted Christian Becker to found
Becker Carbon in 1999. Using this hightech material improves bikes’ aerodynamics, weight and performance.
BMC, with its headquarters in Medicina
near Bologna (IT), was founded in 1973
and began producing air filters in 1995.
BMC air filters can withstand extraordinary
conditions and guarantee top performance
on the racetrack.
The name Brembo is synonymous with
high-performance braking systems.
Formed in 1961, the Italian company has
played a part in the success of top motorsport teams for over 30 years. Brembo
offers a wide range of products developed
exclusively for competitive motorcycling
and motorsport, which are designed to
cope with the extreme demands experienced on the racetrack. Brembo now has
over 36 production sites in 15 countries
and employs around 6,000 workers.
As the largest independent development
partner in the world, the EDAG Group
develops tailored and production-optimised concepts and solutions for the automobile and aviation industry. The range of
services includes the development of
complete modules, vehicles, derivatives
and production facilities, as well as the construction of models, prototypes, specialpurpose vehicles and small batch production. In addition to its development service,
the EDAG Group also provides complete
production facilities for automotive welding
and assembly lines.
Dellorto has been manufacturing intake
systems, carburettors, oil pumps, compressors and accessories for motorcycles and
cars for three generations. The Italian company, with its headquarters close to Milan, is
also active as a sponsor in numerous categories of motorsport. Dellorto has also been
manufacturing in India since 2006.
113
PART NERS
Based on turnover, Pirelli Tyre is the fifthlargest tyre manufacturer in the world –
and with profit levels among the highest on
the entire market. In 2009 Pirelli Tyre
generated a turnover of approx. 3.99 billion
Euros. Pirelli has been the sole tyre provider for the Superbike World Championship
since 2003.
Technical Partners.
ESJOT-Antriebstechnik GmbH is a
medium-sized company that has specialised in sprocket, gear systems, stamped
and milled parts for over 80 years. As a
system supplier, ESJOT supplies flanged
bearings, axles, sprockets and matching
roller chains from its own factory. The products are used in the motorcycle, automobile and foodstuffs industry, warehouses
and transport systems, and plant construction.
MRA-Klement GmbH from TeningenNimburg (DE) has been involved in racing
for years and supplies high-quality windscreens for all established brands of
motorcycle. Racing teams from around the
world and many different racing series rely
on MRA.
Nissin Kogyo was formed in 1953 in Japan
and manufactures various brake components. Nowadays the company operates
14 manufacturing plants in nine countries
throughout Europe, Asia and America.
Nissin specialises in ABS solutions, the use
of aluminium, and is committed to the consistent reduction of the weight of its products.
NGK Spark Plug Co., LTD has its headquarters in Nagoya (JP). With subsidiaries
in Europe, USA, Canada, South-East Asia,
China, Korea, India, Brazil and Australia,
NGK is one of the world’s leading suppliers
of spark plugs, ignition cables, spark-plug
connectors, glow plugs and lambda probes.
Regina Chain was founded in 1919 in
Merate near Milan (IT). It was initially known
for production of bicycle chains. In 1939
the Italian company manufactured the first
motorcycle chain. Over 50 years later it is
difficult to imagine motorsport without it.
More than 250 world championship titles
have been won with Regina Chain.
O·Z Racing is the world’s market leader in
the manufacturing of alloy wheels, not least
thanks to numerous successes achieved in
30 years on racetracks around the world.
O·Z is represented in the Superbike World
Championship, Formula One, and many
other four wheel motorsport series series.
The Italian company is the supplier to
various European manufacturers.
Stahlwille manufactures high-quality
assembly tools and intelligent torque technology for use in industry, car factories and
aviation. The company was certified in
accordance with DIN EN ISO 9001 in
1992. Stahlwille products are manufactured internally, from design through to the
finished product, at locations in Germany.
Detailed precision is the motto of Thiel
Frästechnik. Based in Biburg (DE), the
company equips racing engines with chassis parts such as fork crowns, footrests,
and brake and clutch levers.
Titan Riedmeier is a company from
Karlshuld (DE) specialising in titanium
screws. Titan Riedmeier primarily manufactures special screws for motorcycles,
including the BMW S 1000 RR. The company also uses titanium to make high-class
jewellery rings.
PART NERS
115
SERVICE.
BMW Group
Corporate Affairs
Sports Communications
Benjamin Titz
D-80788 München
Phone:
+49 (0) 89–382 229 98
Fax:
+49 (0) 89–382 285 67
Email:
benjamin.titz@bmw.de
Press information is available in German and English via email in various formats
(text only, pdf, html), or per fax.
Distribution list amendments to be communicated to Benjamin Titz:
benjamin.titz@bmw.de
Previews are usually distributed on the Monday before each
Superbike World Championship race weekend.
Practice, qualifying and race reports are distributed promptly after the respective
session or end of the second race during race weekends.
The latest BMW Motorrad Motorsport media information and media kits are available
online at: www.press.bmwgroup-sport.com
Copyright-free photographs (for editorial use only) are available at:
www.press.bmwgroup-sport.com
117
SERVICE
SERVICE.
Results and latest news are available on the official BMW Motorrad website,
Motorsport section, at: www.bmw-motorrad.com

FIM Superbike World Championship. BMW Motorrad Motorsport

Transcription

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