Dynamic Esa - BMW S 1000XR Rider's Manual

torque can produce a sharp rise
in rear-wheel slip and impair dir-
ectional stability. Dynamic engine
brake control limits this slip at
the rear wheel to a safe mode-
dependent and bank-angle-de-
pendent regulated slip.
Causes for excessive slip at
the rear wheel:
Riding with engine overrun on
a surface with a low coefficient
of friction (e.g. wet leaves).
Rear-wheel hop when rider
downshifts.
Sharp braking during sporty
riding.
In the same way as DTC traction
control, dynamic engine brake
control compares the wheel cir-
cumferential velocities of the
front and rear wheels. Additional
information on the bank angle
enables dynamic engine brake
control to calculate slip and the
reserve of stability at the rear
wheel.
If slip overshoots the applic-
able limit, the throttle valves are
opened very slightly to increase
engine torque. Slip is reduced
and the vehicle is stabilised.
Effect of dynamic engine
brake control
In the RAIN and ROAD riding
modes: Maximum stability.
In the DYNAMIC and
DYNAMIC PRO riding modes:
High stability.
In the DYNAMIC PRO riding
mode additionally: Maximum
performance. On a poor road
surface or with unsuitable tyres,
stability might be impaired.

Dynamic ESA

with Dynamic ESA Pro
Riding position equaliser
The electronic chassis and
suspension setting Dynamic ESA
is able to adjust your motorcycle
automatically to the load. If the
spring setting is set to Auto, the
rider does not have to change
the load setting.
NOTICE
BMW Motorrad recommends the
Auto chassis and suspension
setting.
When driving off and when rid-
ing, the system monitors the
suspension at the rear wheel
and corrects the spring setting
in order to set the correct riding
position. The damping is also ad-
justed automatically to the load.
By interpreting ride height sensor
signals, Dynamic ESA detects
8
OE
149
z