In its second year of existence, the factory BMW S100RR reached the World Superbike podium twice and took a Superpole win, as promises were finally delivered on in full competitive trim.
What looked like potentially the most effective conventional four-cylinder machine in the pack went through a series of evolutions between 2009 and 2010, the machined and glued-together modular rear swingarm proving to be a point of focus in terms of rolling metal.
An extensive World Superbike test program ensured that the many small advances in set-up and electronics got regular evaluations.
The incredibly narrow S1000RR superbike, all angles and stylistically pointed bodywork, came as a result of its skinny engine – despite having the widest bore and shortest stroke in its class, 80 x 49.7mm.
Clever and compact, the BMW S1000RR featured a compression ratio of 14:1, not excessively high. BMW claims 210bhp, but it was probably a little more than that at the end of the year.
"Finger" cam followers allowed the superbike engine to rev higher than most others, and there was a cam design change for Brno. Intake trumpet lengths were altered at Misano, where a new rear suspension unit, and a new link, also arrived.
The 48mm wide Dell’Orto throttle bodies supplied the mixture to the BMW S1000RR engine. The unique E-gas ride-by-wire technology provided the interface between rider input and throttle valves.
A homemade RSM5 BMW Motorrad Motorsport EFI system was used and in 2010 a whole new traction control philosophy came in, from the third round of the season onwards.
BMW used the proven Öhlins TTX suspension on the BMW S1000RR Superbike, as well as the new 2010 advances, which meant either TTX20 or TRVP25 front forks, and at the back RSP40 or TTX36 rear shocks.
The bike used by Troy Corser was two kg heavier than that used by Ruben Xaus, mainly due to Corser’s desire to change weight distribution. He also used Nissin brakes, while Xaus used Brembo units.