BMW S1000RR Sport
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fast_ryan
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Metzeler
The tyres that come supplied on the cast wheels are not Metzeler Racetec RRs but the older Metzeler Racetec Interact. They are a very good tyre and broadly similar, but the new RR version is better in every way. Have a look at my previous two trackday reports as I've commented fairly extensively on the K3 compound. I have a couple of sets of Racetec RR (K1 and K2) tyres on order which should hopefully arrive prior to my next trackday later this month.
The tyres that come supplied on the cast wheels are not Metzeler Racetec RRs but the older Metzeler Racetec Interact. They are a very good tyre and broadly similar, but the new RR version is better in every way. Have a look at my previous two trackday reports as I've commented fairly extensively on the K3 compound. I have a couple of sets of Racetec RR (K1 and K2) tyres on order which should hopefully arrive prior to my next trackday later this month.
miffster
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I've used the k1 front and k2 rear for a few years now , road and track
you'll not believe the grip that you get from these on the track
you'll not believe the grip that you get from these on the track
fast_ryan
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Metzeler
I used to race using the previous Racetec Interact as they were the nominated Superstock control tyre. They were sensational to say the least; particularly front end grip and stability. I can't wait to get the new Racetec RR K1 and K2 tyres fitted.
I used to race using the previous Racetec Interact as they were the nominated Superstock control tyre. They were sensational to say the least; particularly front end grip and stability. I can't wait to get the new Racetec RR K1 and K2 tyres fitted.
miffster
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Never tried the new ones ,
so when you are finished with yours I'll Have your cast offs , lol
so when you are finished with yours I'll Have your cast offs , lol
fast_ryan
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Dyno Power Run
My BMW has been back on the Dyno for another baseline power run today. Last August the bike was tested with an Akrapovič HP slip-on fitted and OEM headers. This time the bike has been tested with the BMW HP Race Power Kit fitted and unlocked Race ECU with HP Racing Data Release and HP Mapping loaded. The results from today's run are below and the lower chart provides a comparison between the two.
The Dyno charts above serve to highlight a few interesting points. Matching BMW's claims for the HP Race Power Kit, power particularly at midrange rpm, has been increased as well as at the top end. This certainly backs up how the bike felt at Rockingham earlier this year. Overall there is a modest 4 bhp increase with peak power raising to 195.23 bhp. What the HP Mapping has done is make power more accessible especially between 5,000-9,000 rpm which is ideal for track use. The Dyno operator did comment on was just how much smoother throttle response was with the HP Mapping loaded compared to other standard 2015 S1000RRs that he had tested.
Ultimately it would be quite easy to extract 200 bhp from the engine with the aid of the HP Race Calibration Kit 3. This would allow the ability to really fine tune the HP Mapping that's installed as part of the HP Race Power Kit. To be honest power and throttle response is incredibly smooth throughout the rev range so there really wouldn't be much to be gained in this respect apart from chasing bhp numbers; which in reality achieves very little. Again, the charts above highlight just how good the standard OEM exhaust system actually is and the misconception that many people have that by simply fitting a full system it unlocks tens of bhp.
Fundamentally the biggest benefit of fitting the HP Race Power Kit and associated Akrapovič full system is the significant 5.9 Kg weight saving. When combined with the additional electronic functionality of the HP Racing Data Release and the instant and smooth throttle response from the HP Mapping it turns a standard S1000RR into quite a formidable tool on track.
My BMW has been back on the Dyno for another baseline power run today. Last August the bike was tested with an Akrapovič HP slip-on fitted and OEM headers. This time the bike has been tested with the BMW HP Race Power Kit fitted and unlocked Race ECU with HP Racing Data Release and HP Mapping loaded. The results from today's run are below and the lower chart provides a comparison between the two.
The Dyno charts above serve to highlight a few interesting points. Matching BMW's claims for the HP Race Power Kit, power particularly at midrange rpm, has been increased as well as at the top end. This certainly backs up how the bike felt at Rockingham earlier this year. Overall there is a modest 4 bhp increase with peak power raising to 195.23 bhp. What the HP Mapping has done is make power more accessible especially between 5,000-9,000 rpm which is ideal for track use. The Dyno operator did comment on was just how much smoother throttle response was with the HP Mapping loaded compared to other standard 2015 S1000RRs that he had tested.
Ultimately it would be quite easy to extract 200 bhp from the engine with the aid of the HP Race Calibration Kit 3. This would allow the ability to really fine tune the HP Mapping that's installed as part of the HP Race Power Kit. To be honest power and throttle response is incredibly smooth throughout the rev range so there really wouldn't be much to be gained in this respect apart from chasing bhp numbers; which in reality achieves very little. Again, the charts above highlight just how good the standard OEM exhaust system actually is and the misconception that many people have that by simply fitting a full system it unlocks tens of bhp.
Fundamentally the biggest benefit of fitting the HP Race Power Kit and associated Akrapovič full system is the significant 5.9 Kg weight saving. When combined with the additional electronic functionality of the HP Racing Data Release and the instant and smooth throttle response from the HP Mapping it turns a standard S1000RR into quite a formidable tool on track.
Ahh you use Seastar, rode past today whilst out for a bimble. I've just been to Track Electronics in Rackheath. Will post about the in my thread in due course.
fast_ryan
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Dyno Power Run
For power runs I generally use Seastar. For actual tuning I will generally go to whoever specialises in the brand of bike and fuel management system that I'm using. If I were to ever go down the HP RCK3 route for the BMW then I would most likely use Prime Factors Racing, or one of the other BMW race teams, who understand the intricacies of the BMW software.
For power runs I generally use Seastar. For actual tuning I will generally go to whoever specialises in the brand of bike and fuel management system that I'm using. If I were to ever go down the HP RCK3 route for the BMW then I would most likely use Prime Factors Racing, or one of the other BMW race teams, who understand the intricacies of the BMW software.
I didn't see a dyno cell at PrimeFactors, I may have just been blind but I think they would work with HM Racing for it.
fast_ryan
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Prime Factors Racing
I believe they share a Dyno; but with whom I'm not sure. Fortunately, I don't have any need for further Dyno work. This can only be a good thing as the HP Race Calibration Kit 3 and ECU unlock code is very expensive.
I believe they share a Dyno; but with whom I'm not sure. Fortunately, I don't have any need for further Dyno work. This can only be a good thing as the HP Race Calibration Kit 3 and ECU unlock code is very expensive.
fast_ryan
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Dyno Power Run
It's one thing flashing an ECU... It's quite another setting up a race bike properly with an RCK3...
It's one thing flashing an ECU... It's quite another setting up a race bike properly with an RCK3...
fast_ryan
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Trackday
Yet more time on track Monday evening at Snetterton and after four, twenty minute sessions I managed to rack up another 40 laps onboard the BMW. Conditions were exceptionally good and it was my first outing on track this year which has been completely dry throughout. The circuit was reasonably congested so putting in fast, consistent lap times proved to be quite difficult. What it did allow me to do was get used to the bike after making a few parts changes last month; most notably fitting replacement front brake pads.
The HP race brake pads are extremely good. They do require bedding in, which is a simple process and just involves applying the brakes gently a few times until the pads make full contact with the brake discs. After that they require repeated short application to build up heat until the brake disc is coated with a thin, uniform dark-blue layer of material. The initial three sighting laps provided ample opportunity for this and once bedded in they are exceptionally good. They offer a very progressive initial bite, which is similar in feel to the OEM brake pads, but then braking power builds much more strongly. Whilst performance from cold is good, once they are up to temperature they perform even better. Under very heavy braking, when thermal loading is at its peak, they respond far better than the standard brake pads and feel at the lever is vastly improved. Ultimately the more heat that you can generate the better their performance, which is exactly what you would expect from a race brake pad.
The Akrapovič HP full race system measured its lowest static noise result of 98.4 dB so the baffle wasn't required. On track the popping and banging of the exhaust on deceleration has been reduced in frequency following the installation of the alpha Racing airbox and valve cover set. For me this is no bad thing as I prefer a quieter exhaust note so I don't have to be concerned with triggering the drive-by sound meter. The only other noticeable difference since fitting new parts is that the bike's operating temperature is now a couple of ?C lower having fitted the Samco silicone hose kit.
Tyre wear remains consistent and the harder compound K3 Racetec RRs are coping well with track use. Small slides under power in SLICK mode are predictable and at no time was an increase to DTC needed. Whilst they have plenty of life left in them they will be removed shortly and replaced with the far more race focused K1 and K2 compounds.
Overall not a bad track evening.
Yet more time on track Monday evening at Snetterton and after four, twenty minute sessions I managed to rack up another 40 laps onboard the BMW. Conditions were exceptionally good and it was my first outing on track this year which has been completely dry throughout. The circuit was reasonably congested so putting in fast, consistent lap times proved to be quite difficult. What it did allow me to do was get used to the bike after making a few parts changes last month; most notably fitting replacement front brake pads.
The HP race brake pads are extremely good. They do require bedding in, which is a simple process and just involves applying the brakes gently a few times until the pads make full contact with the brake discs. After that they require repeated short application to build up heat until the brake disc is coated with a thin, uniform dark-blue layer of material. The initial three sighting laps provided ample opportunity for this and once bedded in they are exceptionally good. They offer a very progressive initial bite, which is similar in feel to the OEM brake pads, but then braking power builds much more strongly. Whilst performance from cold is good, once they are up to temperature they perform even better. Under very heavy braking, when thermal loading is at its peak, they respond far better than the standard brake pads and feel at the lever is vastly improved. Ultimately the more heat that you can generate the better their performance, which is exactly what you would expect from a race brake pad.
The Akrapovič HP full race system measured its lowest static noise result of 98.4 dB so the baffle wasn't required. On track the popping and banging of the exhaust on deceleration has been reduced in frequency following the installation of the alpha Racing airbox and valve cover set. For me this is no bad thing as I prefer a quieter exhaust note so I don't have to be concerned with triggering the drive-by sound meter. The only other noticeable difference since fitting new parts is that the bike's operating temperature is now a couple of ?C lower having fitted the Samco silicone hose kit.
Tyre wear remains consistent and the harder compound K3 Racetec RRs are coping well with track use. Small slides under power in SLICK mode are predictable and at no time was an increase to DTC needed. Whilst they have plenty of life left in them they will be removed shortly and replaced with the far more race focused K1 and K2 compounds.
Overall not a bad track evening.
Iain-s1000rr
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Good write up Ryan, Always enjoy reading your track day experiences 
Nibs
Member
Cracking write up. You've definetley pointed me in the right dierction for the way i want to take mine. First point of call when ive run her in will be down to MCT to get Darren to sort a base setting out on the suspension.
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