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Summary:

So ladies and gentleman

The curves of the motorcycle are very well defined. It has its unique feature unlike any other motorcycle. Bavarian Motor Works or BMW are very well known for making asymmetrical bikes. They have been doing this since 1923 when they started making bikes. But to my surprise, instead of making shaft driven bikes, they made an exclusive chain driven bike in 2009. The Bike was made by BMW Motorrad to compete in the 2009 Superbike World Championship. They ostracized the bike from the society by making only 1000 models, not available for everyone. But, once, the homologation requirements were satisfied, a commercial production of the bike started in 2010. The bike is powered by a 998 cc I-4 engine redlined at 14,200 rpm (whooshhhhhh…). The weight of the bike is only 207.7 kg like an ordinary Indian bike and it produces 193 horses at the rear wheel @ 13,000 rpm. The torque available is also more than required. It produces 112 N.m of torque at 10,000 rpm. That is why they call this two-wheeler as a “VEYRON” killing machine. It has an anti-lock braking system with an optional electronic traction control. The model that I was riding has everything (Pro ABS, Electronic Dynamic Traction Control, Heated Grips, and dynamic suspension settings). The BMW DNA doesn’t end here. It comes with a bridge-type aluminum frame, radial brakes and a super sporty tail-up nose-down design. It also has electronic rider assistance. The RR also includes four riding modes that adjust the power delivery from the machine and the throttle response. These four modes are “RAIN”, “SPORT”, “RACE” and “SLICK”. Although, the company says that it is advisable to ride in “SLICK” mode only when you have slick’s on…

Talking about how the 1000 cc is faster than the 1200 cc’s of Ducati or MV Agusta or 1400 cc’s of Hayabusa’s and ZZR-1400 is the BMW Formula 1 Technology. The Piston is made of Ultra-Light Aluminum Magnesium Fiber Material. Also, the engine cylinder crankcase is made of extra-strong aluminum alloys. The connecting rods are forged extra-light heat-treated steel. The valves are made of lightweight Titanium. The engine overall weighs only 60 kg. Phew… How did they make it possible?

Apart from having the lightest engine, the S1000RR also has an exceptional riding precision. The riding dynamics and playful agility of the bike cannot be matched. I had a Ducati 848 before this and this one with a heavier engine is even better to ride (German Engineering at its best). I would be not wrong is saying that the suspension and the running gear of the bike offer the highest standard of excellence and sporting performance. I was getting the information from the BMW Motorrad and the Aluminum bridge deltabox frame weighs only 11.98 kg. That’s even lighter than the frame of Yamaha YZF-R15. It also ensures that the engine is inclined 32^o to the front. The engineers have taken extreme care of every minutia for the riding dynamics of the bike.

Not a surprise, but unlike Ducati or MV Agusta, in which you have to change the suspension settings manually, the HP4 has a suspension feature in which the suspension setting changes every 100^th of a second according to the track and how you are riding. That is outstanding. So on a curve along with you and the bike going down; the suspension also becomes stiffer rather than being soft when you are accelerating straight line. This is German Engineering at its best. I love this feature. Sometimes, while doing 160mph and negotiating a curve, if I miss the curve slightly, the suspension keeps the bike rock solid and inspires so much confidence to ride even faster. I am truly amazed by this feature of the bike. I feel it should be an ultimate standard for all the bike manufacturers.

The bike claims to be the lightest Superbike with the ABS. Overall, it weighs only 206.5 kg. I don’t want to talk about the weights of other motorcycles, but this weight with full tank and race ABS equipped sounds lightest. This alone would not be sufficient to explain the outstanding handling capabilities of the motorcycle.

Pro’s and Con’s

Also, the machine’s ideal center of gravity and the geometry makes the handling impeccable.

The slender structure along with the optimum ergonomics helps riding the bike. This provides you good and safe riding experience as well as smooth and easy handling. It feels so easy to do 224 miles on this motorcycle.

Unlike the Japanese motorcycles, where the engine is mounted on the frame and is never a load bearing structure, the Aluminum Bridge frame along with the engine is considered to be the load-bearing structure for the S1000RR. This configuration has never been done before and was the greatest challenge in this motorcycle.

The welded rear frame section of the S1000RR is made up of square aluminum profiles bolted on the main frame of the motorcycle. Because of being made of Aluminum, this combines for the low weight with superior stability and robust strength. Only the people who take their bikes on the track can feel the importance of this design. For HP4, the carbon fiber parts help to reduce the weight even more. Also the AKRAPOVIC racing parts add a character to the motorcycle. But all these add-ons make the bike dearer by $6000.

The traction of the motorcycle is top-notch. This adds to the performance of the motorcycle. The rear-wheel swing arm is also one of the longest than the Japanese and Italian counterparts. This helps in reducing the lift-up and wheel relief forces on the rear wheel. This also helps in optimum transmission of the drive power, superior performance and smooth and reliable response at the rear particularly while accelerating. One additional benefit from the longer swing-arm that I observed through comparison was that the bike squats less while accelerating. This helps in gaining that extra momentum.

The engineers and the specialists at the BMW Motorrad Berlin plant also gave a central spring strut with an adjustable spring base as well as an adjustable damper and rebound control in the motorcycle. The main advantage of this is that this configuration allows the adjustment of low-speed damping (on long, stretched-out flat surfaces) and high-speed damping (on short bumps) on the pressure stage (inbound), thus offering perfect set-up qualities with maximum precision.

The frail ten-spoke cast aluminum wheels are also for truly dynamic design offering optimum qualities in every respect. Primary reason for the set of wheels was to reduce weight to an absolute minimum while retaining a supreme standard of all-round strength and stability. Precisely this is why the brake discs are also directly fitted with the wheel hubs. The wheels on the S1000RR are the lightest in its segment.

The tyre dimensions of the motorcycle 120/70 R17 at front end, 190/55 R17 at rear are decent enough for supersports bike segment.

RADIAL BRAKES – One pristine system in the bike is its ‘braking’. I had a person ride this bike for the first time after riding cruisers his entire life and the first thing he was spot on was “How good the braking was on this motorcycle”. The Brakes without doubt have been well researched and lives up to the high standard of performance. The braking system inspires so much confidence for naïve riders and for S1000RR it stands out from the competition. The front wheel has 320 mm’s double discs floating arrangement. The Brembo brake pistons are 34mm in diameter. The rear wheel has hydraulic 220 mm single-disc brake.

Let me highlight a little about the four riding modes. The riding modes are directly coupled with the Race ABS and provide as the feedback for the ABS and Traction Control System of the motorcycle. These modes also change the performance of the engine by just pressing a button.

BMW Motorrad Race ABS is a brand-new development, once again significantly lighter than all former partly integrated systems. BMW Motorrad Race ABS offers excellent qualities specifically for a supersports machine.

The superior control, performance and brake management is ensured by the use of four pressure sensors which, in conjunction with the very elaborate rear-wheel lift-off detector, allows even better distinction than before between a bump on the road and the rear wheel locking.

Pulling the handbrake lever, the rider activates the double-disc brake at the front, while brake pressure on the rear-wheel brake remains at a low level. Pressing the footbrake lever, the rider then activates the rear-wheel brake as well. In the Race and Slick Modes, the rear-wheel lift-off detector does not intervene in the rider’s braking action, allowing him to apply the brakes even harder whenever required, for example on slightly undulating surfaces and where the motorcycle has adequate grip.

In the Slick Mode the rider still has ABS on both wheels when pulling the handbrake lever alone. Then, pressing down the foot brake, the particularly experienced rider is able to go into a brake drift without having to forego the benefits of front-wheel ABS. In other words, ABS no longer cuts in on the rear wheel when pressing down the footbrake lever.

But even Race ABS cannot provide maximum stopping power at the physical friction limit when leaning over to the side, and does not relieve the rider of his responsibility to ride safely and carefully.

The S1000RR does not come with the central vehicle electronics; instead it has a hybrid on-board network. By this I mean there is no need for central control unit to control the heated handles or the 12V power socket. Yes, you heard it right. The bike has heated grips to provide warmth to your palms while riding. All the functions have been integrated in the instrument cluster, which we see in almost all the bikes but not the BMW endurance motorcycles and café racers. The ABS features, DTC unit and the engine control units are controlled by a common bus system that is then connected to the ECU. It also has an anti-theft warning system integrated with the ECU. The ECU also has a short circuit connection for activating the “Slick Mode” of the motorcycle. Usually, the manufacturer provides you with the switch externally to activate the “Slick Mode”. Else, it is just a closed circuit and nothing really happens.

Delving deep into the circuitry, the BMS-KP digital motor ECU is also responsible for transferring the data to the diagnostic control unit (usually we see as an outside module kit for Indian Bike Manufacturers). In S1000RR, this is inbuilt and provides all the details on the instrument cluster about any defects or deficiencies in the motorcycle.

The S 1000 RR is available with a fall sensor as special equipment simply plugged in when required. This fall sensor is an electronic acceleration sensor able to detect the side angle of the machine, and does not work mechanically. In practice, this rules out the problems or improper functioning of mechanical sensors encountered so often.

The instrument cluster comes with large, easy-to-read LCD display. The only thing that I don’t like about the ergonomics of the Instrument Cluster is that there is no space dedicated for the fuel gauge. It only has an orange light that turns on when the fuel enters reserve. Apart from this the analogue rev reader is generous and also the screen that displays all the functions. It has optional gear change indicator and it also tells the rider the gear that is engaged while you are riding. The modes Rain, Sport, Race, or Slick are very easy to switch. This can be done easily from the right-hand end of the handlebar also while riding, simply pulling the clutch and turning the gas handle in idle to confirm the change in mode.

The instrument cluster featured on the S 1000 RR comes with a far wider range of functions than is generally the case in this class, making it absolutely unique in the supersports segment in terms of its wide range of options and practical use.

As an example, the rider may switch over the display to the race track mode, receiving information on his current, best and latest lap times. And in conjunction with the lap-trigger likewise available as special equipment, the rider is able to make precise time measurements for the subsequent analysis of data.

To sum up, the instrument cluster in the S 1000 RR is the lightest of its kind.

The best feature in the motorcycle is its Dynamic, Asymmetric Lightweight Headlights. The asymmetric configuration and layout of the main and high-beam headlights comes from endurance racing, applying the principle of maximum effect on minimum weight. Precisely this is why the high-beam headlight is much smaller than the low-beam unit. Also, this serves as cost saving factor for the motorcycle. The high beam light with the smaller glass opening is also brighter and passes all the NHTSA and CAFE standards for the headlights.

A truly unique feature versus the competition and a very practical highlight is the selection and operation of all functions and settings on the instrument cluster from the left handlebar. A toggle switch also on the left handlebar enables the rider to conveniently operate both Race ABS and DTC. The rider just has to use the Mode switch on the right handlebar to choose the appropriate engine mode.

Body and Design

Supreme Performance and Dynamics 
S 1000 RR comes in the unmistakable design language and look of BMW Motorrad. Asymmetries intentionally used in the design of the machine as well as the typical split of the front silhouette into two halves, the so-called Split Face, are design features characteristic of BMW Motorrad now also borne out proudly and distinctly on the new S 1000 RR.

The S 1000 RR stands out clearly from its competitors through the looks of the machine alone, the extremely slender fairing giving the S 1000 RR an extremely sporting appearance. The only feature that lags is the cowl of the motorcycle when compared to Ducati’s 1199, MV Agusta F4 and KTM 1198 RC8. For these motorcycles; the cowl lines seem to be integrated with the fairing and looks very appealing. This is not the case with S1000RR.

But these attributes clearly follow the overall design of the machine with its short and low front end, the high and compact rear, as well as the intentional look of lightness.

The S 1000 RR will immediately catch your eye with its side fairing sections finished in the body color of the machine. The dividing line down the side interacts with the dynamic lines of the motorcycle as a whole, extending upwards all the way to the rear end to ensure extremely light and dynamic design language.

The asymmetric shape of the headlights continues into the side fairings. While the left-hand side is dominated by a large opening for discharging hot air, the right-hand side stands out through its extremely dynamic and unmistakable fin look which helps in creating turbulence for the flowing air to help in cooling the engine even more compared to the competitors. (Well thought off, technically)

The silencer being short, slightly conical in shape and with a slanted rear end is also a challenge for BMW engineers. How well they attenuate the sound of a massive I4 is remarkable. The muffler accentuates the sporting performance and dynamic character of the S 1000 RR most impressively, blending perfectly with the overall design concept characterized by a light and truly dynamic look.

The engineers of S 1000 RR have also focused on the superior aerodynamics and streamlining of the machine. The big advantage is that this means not only a minimum drag coefficient, but also other, like the extraction of heat from the radiator and the exhaust gas system as a particularly challenging task.

The new S 1000 RR offers the rider best protection from wind and weather available in the supersports segment. At the same time specifically applied, patented openings in the windshield prevent any undesired swirl effect, keeping pressure on the rider’s helmet and upper body to a pleasantly low level even at high speeds.

One of the objectives in developing the S 1000 RR was to make the motorcycle particularly slender and compact. And precisely this is reflected not only by the overall dimensions of the machine, but also by specific parameters such as length, width, and height. Indeed, the rider can even feel the compact structure of the S 1000 RR, particular attention being given to keeping the machine as slender as possible around the rider’s knees, following the principle that to ride well you have to sit well.

The benchmark set and achieved for the motorcycle was to ensure compact dimensions otherwise to be found only in the 600-cc supersports segment and also the riding lithe of the 600-cc motorbikes. The active, cool, calm and collected, front wheel-oriented seating position is simply ideal for the rider and a sporting style of riding.

These are some stats that I pulled out from the BMW Motorrad Website USA.

• Technical data relate to the unladen weight (DIN)
• ¹⁾According to guideline 93/93/EWG with all fluids, fuelled with at least 90% of usable tank volume
• ²⁾Unladen weight without fluids