BMW S1000RR, the "race-ready" motorbike with which you can also go to the office [ROAD TEST]

BMW S1000RR 2015 – The years pass and you cannot stand still, even when your success shows no sign of diminishing. The “RR” was so “ahead” when it was presented in 2008, that it could challenge current road “superbikes” without any awe. However, BMW has nevertheless decided to face the competition, which is very fierce with the new MY2015, giving its weapon a few more shots. The new S1000RR changes face, with some quite evident aesthetic changes, it loses weight, gains 6 horsepower and, above all, evolves in the "electronics package", an increasingly important aspect to exploit the potential of the vehicle safely when taking them out for a ride 199 horses, both between the curbs of a track and between the curves of a road open to traffic. We tried it on the road, because of all of them it is certainly the best bike of the lot to also adapt to daily use, as well as track use. To appreciate the new features we have placed a MY2014 alongside it, so let's see how and where the new BMW S1000RR has improved.

Aesthetics and finishes:

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Inverted headlights, slimmer hull and improved quality

We are not faced with a revolution, but not even with marginal adjustments. The successful aesthetics of the S1000RR are preserved, maintaining some of its best workhorses, such as the shark gills on the right side, or the asymmetrical split headlight in the middle of which is placed the air intake for the airbox. Looking at it you notice that something has changed, but without a direct comparison with the "old" RR it is not easy to understand what. Perhaps the only certainty is that the fairings are more compact and underline that it has lost weightnot only in terms of weight, but also in terms of lateral dimensions. The windshield also changes shape, which has a greater vertical development, guaranteeing increased protection from the air, but which is also more pleasant on an aesthetic level. Moving laterally, another important difference immediately becomes apparent. The disputed raw plastics that characterized the side cover of the tank and the sides a little further down are now finally painted. In our case in white contrasting with the red of the hull and the black of the frame. With the bikes side by side, the difference that immediately catches the eye is thereversal of the two asymmetric headlights, totally revised and which set a redesigned air intake.

Exhaust and instruments are completely new, the first also represents an important technical innovation, as well as in terms of weight. The second is more modern and supports new functions and a large amount of available data which, depending on the options fitted, can reach details such as the inclination angle reached, the braking power used and much more. In addition to details with a racing flavour, such as carbon details or forged rims (-2,4 kg), the S1000RR is the only super sports bike that is truly usable in daily road use, and accessories such as heated grips and cruise control are also available. they are appreciated quite a bit, away from the curbs.

Engine and performance:

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Born exaggerated, it gains a handful of horsepower, but above all updated delivery and electronics

The data tells us that power increases from 193 to 199 horsepower (at 13.500 rpm), not much, if we consider that 7 years have passed since its debut. In reality, we didn't want to push too much on the power front precisely because it wasn't necessary to do so. However, the technicians did not even remain idle, because the exceptional in-line 4 from the Elica company a completely redesigned head, different intake ducts and airbox, a completely new exhaust and camshafts and valves have also been subject to improvements and lightening. The exhaust leaves the pre-silencer and registers a significant -3Kg on the scales. All this work translates into the real result we wanted to achieve: a delivery that improves the rideability of the S1000RR, with a curve of torque that rises to the upper mids significantly. The big increase is concentrated between 9 and 12 thousand rpm, but the new engine improves substantially throughout the entire range of use. The maximum torque value now of 113 nm (+1), at 10.500 rpm. The other big news is the electronics, which in the models equipped with the optional packages allows you to manage an infinite number of parameters with which to tailor the "RR" to your liking. The inertial platform, which has become mandatory at these levels, manages ABS and traction control also depending on the inclination angle of the motorbike. Then they make their appearance decidedly racing details, such as Launch Control and Pit-Lane Limiter, but also the Slick mode, which pushes the calibration of the electronics higher for those who use specific tires for track use. Among the basic modes there is also Rain, which limits horsepower to just 187 (obviously it's a joke), but delivered in a more docile way. For those who want to dedicate themselves to fine calibrations, you can decide the limit in degrees of antiwheeling, a real little game of the definitive ones... All this allows you to find time on the track, but also to use it in complete safety even on the road, like we did. In reality, a great deal of self-control is needed to avoid giving rise to dangerous cravings, with those 199 pounding horsepower, delivered by an engine that truly seems infinite. It inspires less awe than other bikes (just to give an example of one of our recent tests, a 1299 Panigale S, you start to ride it by giving it much more respect), but when you get close to the limit or simply get carried away a little the hand, speeds and performances are achieved that are on the same level if not superior to the meanest and most aggressive of its competitors. There's also some juicy news regarding the gearbox: now the optional PRO electro-assisted gearbox also allows assisted downshifting, another little game that you can no longer give up after trying it.

Ride and handling:

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A weapon that has been on the track for a long time and can handle itself very well even in everyday use

The BMW S1000RR has always been a slightly atypical super sports car. Despite having been the most powerful and fastest for a long time, as even today in terms of lap times it is in line with the best competitors, it is substantially the only one to allow "normal" use on the road, without major sacrifices. It's not a bicycle and it would be absurd (but some actually do it) to think of it with side bags on a trip, but it's not even so hung up in terms of riding position and setting as to rule out daily use. Precisely for this reason in our test we took it to the San Marco Pass, in the company of an example of the previous generation, appreciating its improvements also in this direction. Cruise control, for example, on the motorway it allows you to avoid being pinched while speeding simply for being distracted for a moment, furthermore allowing motorway travel with negligible consumption, at least in light of the potential of the "RR". The windshield protects better from the air and the bike is even more stable on fast speeds thanks to the wheelbase increased by 8 mm. Simply lower your head onto the tank to travel at German autobahn speeds in relative comfort and total safety. The semi-active electronic suspension they are one of those gems that after trying you never want to lose.

The “RR” is sharp and precise when used to the limit, but also comfortable and not excessively stiff when used in a “quiet” way. The DDC (Dynamic Damping Control) which debuted on the HP4 is now evolved and available for the more "civilized" S1000RR, adapting the suspension response in real time to the stresses and riding style at that moment. This is the main novelty of a chassis that has been the subject of careful fine tuning work, with dimensions that have changed little, but which overall make the bike better. As mentioned, the wheelbase increases by 8 mm (1.425 in total) while the trail drops to 96.5 (was 98) and the fork sliders are removed by 6 mm. For specific use on the track you can choose the Race Calibration Kit, capable of configuring the set-up curve by curve, something we don't even see in MotoGP! Normally, however, adjustments are possible with a button on the handlebar (from +7 to -7). We talked about the new exhaust, both in terms of look and weight, now it is in fact 3 kg thinner. In total the bike loses 4, in fact a total of 204 kg in running order.

Price and consumption:

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It starts from 18.100, 2 thousand more to have a bike like this

Let's start from the color front, which are 4. An additional 160 euros are needed for that of our specimen, while at base list price, which is 18.100, you can only have it in an aggressive total black. The essential options are part of the packages, with the Race which offers a 570 euros DCT and ABS Pro (thanks to the inertial platform), additional mapping and speed regulator. In the Dynamic, which costs another 1.200, there are DDC Dynamic Damping Control electronic suspensions, as well as the PRO electro-assisted gearbox, white indicators and heated grips. In this we appreciate that BMW is not afraid to provide "tourist" options even for a practically racing motorbike. Set up in this way, the S1000RR “sails” around 20 thousand euros. Not included in any package we find the forged rims, an important detail for those who want to spend time on the track, offered with an additional 1.250 euros. It makes a sensation, even if consumption when it comes to super sports cars is not the main advantage or disadvantage with the cruise set at the code speed you can travel at around 20 km/l, like any bike with less than half the horsepower of the S1000RR.

PROS AND CONS
We like it:
Improve an already top project, with incredible performance. 10/XNUMX electronics and usability even in everyday use
We do not like it:
It requires excellent physical shape to be taken to the limit, where it remains a product that is not for everyone

BMW S1000RR: the Motorionline Report Card

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Photo of the test by ENFONDO (www.enfondo.com)

Test clothing:

Jacket: Dainese AVRO C2 LEATHER
Trousers: Dainese DELTA PRO C2 LEATHER
Boot: Dainese TR-COURSE OUT AIR
Gloves: Spidi Jab RR
Helmet: X-lite X-802R Ultra Pure Carbon