BMW S1000RR 2020
Circuito Estoril has a large straight section just over 800 meters long. Having left a few turns behind, you can exhale and relax a little before entering the next circle. True, on the BMW S1000RR 2022 I was not so tired that I had to think about rest.
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The test drive of the BMW S1000RR'2015 took place on another Spanish track, the almost 4.5-kilometer Circuito Monteblanco, where the engineers of the Bavarian concern no longer skimped on the technical details of the new product, which has changed in almost everything. The engine was significantly modified (a new cylinder head with a different channel geometry, a new intake camshaft and lightweight intake valves), and the power system was also modernized (the channels became shorter, the air filter box was larger, and the damper drive was exclusively electronic). The motorcycle received a completely new “release”, which, due to the abandonment of the stepped design with several chambers and after “packing” all the required elements into one muffler, became 3 kg lighter.
As a result, the performance of the BMW inline-four has increased, and the engine now produces an impressive 199 hp. With. maximum power and 113 Nm of torque. That is, the new S1000RR is even more powerful than the previous flagship of the German brand’s sports bike line, the exclusive HP4!
German engineers especially noted the increase in traction in the range from 5,000 rpm and its more linear delivery, as well as the fact that maximum torque is available from approximately 9,500 to 12,000 rpm. The new S1000RR has three driving modes as standard ( Rain, Sport and Race), and after installing the optional Race Package, you have access to two additional programs - Slick and User.
Moreover, the last so-called “custom” mode allows the rider to configure numerous parameters of the motorcycle systems to suit his taste, riding style and conditions of a particular track. The Race Package also provides the S1000RR with two extremely useful systems for sport use of the motorcycle: Launch control, which helps the pilot perform racing starts without the risk of capsizing due to careless operation of the clutch and gas, as well as a Pit-lane limiter, the use of which prevents the sports bike from reach a speed above 60 km/h and, accordingly, violate the limit set in the pit lane.
The electronics have also been seriously updated, without which a modern production superbike is unthinkable. The almost standard Race ABS has received optimized settings, the sensitivity of the DTC traction control system can now be manually adjusted from -7 to +7 units, and the motorcycle's electrics have been significantly redesigned, plus the battery has become a little lighter.
As options, the new S1000RR can be equipped with an improved version of the DDC adaptive suspension (virtually the same as the HP4 model), as well as a two-way HP Gear Shift Assist Pro quickshifter. The parade of high technologies of the German industry is completed by an updated dashboard, which provides such a volume of various information that to master it it would not be superfluous to read the instruction manual, and... cruise control, which BMW engineers suddenly installed on the new 199-horsepower S1000RR!
However, in Germany with its autobahns it will not be difficult to find a use for it. The chassis of the model was not left unchanged: for example, the motorcycle frame was modified (in particular, its lower section was significantly modified) and the chassis geometry was changed (the new generation S1000RR has a different fork angle and reach, a different wheelbase). As a result, the new BMW weighs 4 kg lighter than the previous generation unit, and the curb weight of the 2015 S1000RR is 204 kg.
Tuning
The first thing that comes to mind as a modification to a motorcycle of this class is the installation of a direct-flow exhaust. Everything related to appearance tuning is an individual matter. The motorcycle itself has an outstanding appearance, and it is rare to find those who want to significantly change its appearance. But replacing handles, levers, mirrors and similar accessories is common.
BMW S1000 RR tuning option
Among the technical changes, an exclusive piston, connecting rods, exhaust system (Akrapovic leads the way, this is already a tradition), as well as a fuel pump are used to increase power to 300+ horsepower. And this is without taking into account a number of electronic modifications to make it all work really smoothly. The most desperate ones install a turbocharger on a stock engine, although this practice has not yet gained popularity in wide circles.
Interactivity
The motorcycles presented at the international test drive in Spain were equipped with almost all the most “delicious” options, and therefore this material will be devoted not to the base model, but to the S1000RR in “inlay”. However, it is in this modification that BMW has prepared for journalists that it makes sense to buy the new product from the Bavarian concern if you are going to use it for its intended purpose - on the track.
The test S1000RR was equipped with two optional packages Race Package and Dynamic Package and, therefore, was equipped with almost all the bonuses: DTC traction control, two-way quickshifter, adaptive suspension DDC, additional operating modes Slick and User, a pad on the passenger seat, as well as cruise control. control and heated steering wheel grips.
Before the lunch break, the motorcycles were on standard alloy wheels, “shod” in Metzeler Racetec K3 rubber, and after the sacred process of feeding journalists tired of hard work, all vehicles received forged wheels and Pirelli Diablo Superbike racing slicks of maximum rigidity SC2.
First test session, riding with an instructor, getting to know the track and the motorcycle. Before leaving for the track, everyone was advised not to get ahead of things and first try the Rain and Sport modes, leaving Race and Slick for last, and also check the operation of the cruise control. It’s good that they didn’t ask you to turn on heated steering grips and add neon lighting to the S1000RR!..
As on the first-generation S1000RR, in Rain mode, this almost 200-horsepower sportbike becomes cute and fluffy, which is expressed in truly inhibited engine reactions to the movement of the electronic throttle, smoothed torque delivery, and maximum intervention of numerous “nannies” (DTC , Race-ABS, anti-wheelie, anti-stoppie...) in the process of piloting the motorcycle, as well as in the “relaxed” setting of the adaptive suspension.
However, even in Rain mode, the new S1000RR can be faster than some of its Japanese classmates... The “Rain” program is an excellent choice if you need a liter sportbike as a fashion accessory, or... if the weather is really cloudy and the asphalt is slippery.
The Sport program is the best option for the city (if you are still involved in such blasphemy as riding a thoroughbred superbike in the metropolis...). The most noticeable difference from Rain is normal, and not “castrated”, engine operation with maximum torque output and optimal response to opening the gas. At the same time, all electronic assistance systems are still highly effective and constantly vigilant, monitoring your inept attempts to tame one of the most powerful production sportsbikes in the world.
Race mode is a little closer to Slick than Sport: engine braking still works, rear wheel ABS is active, and anti-wheelie and anti-stoppie function. In my opinion, this is the best program for amateur track use of a motorcycle, since it allows you to realize (or at least try to do it...) the huge potential of the device, minimally limiting the pilot.
So, for example, in Race mode, up to a certain point, the electronics will not interfere with the power-wheelie when accelerating or the stoppie when braking, and will not stop small slides when entering a turn. The key expression is “up to a certain point”, and it is this that distinguishes the Race mode from the Slick program, in which you are left alone with a “hungry” 199-strong track projectile, from which the collar and muzzle have been removed...
Even after the test S1000RR was switched to forged wheels with slicks, I preferred the Race mode, having driven in Slick for only one session. Because it is quite obvious that the German engineers who created the new production BMW superbike did not at all profess the Total Control concept, within the framework of which, as the Japanese claim, the latest generation Honda CBR1000RR Fireblade was created...
I'm sure the Slick program will allow you to get better results from the new S1000RR than Race mode, but only if you like to fuel the bike into all corners in a sideslip, ride the straight sections of the track on the rear wheel, and brake exclusively on the front wheel. Well, if you are a professional racer who can squeeze all its capabilities out of a liter sports bike. Personally, all these “troubles” only bothered me, and in Slick mode I showed a worse time than in Race.
First variable cam technology on a superbike
bmw s1000rr specifications –
BMW debuted ShiftCam technology on their yet-to-be-released R1250GS, and launch reports suggest it's the system of choice. In principle, it works similarly to Honda's V-Tec system, in which different cams with different profiles are engaged at certain rpms, offering a better powerband across all rpms, but if 1250 is what you're looking for, then that's a whole different story.
First, the cam shift does not occur at a predetermined rpm point, but rather the electronics work out the best point to shift the cams based on various conditions such as rpm, gear, throttle, speed and conditions. Plus, the shift is completely unnoticeable and the only response is more usable power everywhere.
BMW S1000RR, bmw s1000rr specifications
Attraction
The transmission performance of the new S1000RR deserves special attention. Firstly, with the 2015 model, German engineers have finally made it much easier to change the gearbox algorithm from standard to inverted, which is used by most racers. And if previously, in order to “reverse” the gearbox, it was necessary to disassemble half the motorcycle, then on the new product it is enough to unscrew a couple of bolts and rearrange the linkage in two minutes!
Secondly, the BMW sportbike has an excellent slipper clutch as standard, which is efficient and durable. And thirdly, the optional two-way quickshifter turns the process of shifting gears into a computer game; to change the transmission stage you just need to press a button (in the case of the S1000R, on the gearbox foot)! The only condition is that when resetting the gear down during braking, the “gas” must be closed, and spectacular throttle changes are no longer required, since the system itself increases engine speed at the right moment. The future is already here...
In terms of handling, the new S1000RR has become almost indistinguishable from the HP4, at least when equipped with the adaptive DDC suspension. Unfortunately, the base model with a conventional fork and monoshock was not tested in Spain, and therefore I cannot judge how much the chassis of the latest generation has stepped forward (or not...) compared to the chassis of the previous S1000RR.
But it’s a fact that the DDC system, coupled with a few chassis changes, improved the motorcycle’s handling! As much as the HP4's composure and handling precision differed from the previous S1000RR, BMW's new product surpasses its predecessor. Of course, the braking system here matches everything else and reflects the very essence of the model: first-class hardware, supported by impeccable electronics. Moreover, it is not clear what ultimately prevails.
I was very impressed by the work of the anti-stoppie system in Race mode, with which hard braking “on the ears” after the long straight line of the Monteblanco Circuit, where the speedometer showed just over 280 km/h, turned into an exciting “wait for the anti-stoppie” attraction. It was clearly felt that the S1000RR covered tens of meters on the front wheel, without exceeding the critical angle of inclination included in the Race program - and therefore I was not particularly worried about my safety and the integrity of the motorcycle.
But still, he played it safe and slightly released the brake lever, which returned the rear wheel of the German sportbike to the sinful Spanish soil... that is, asphalt.
Price
At the moment, only the third generation of the BMW S1000RR is being produced, the price of which is $20,900. For the second generation model you will have to pay about 10-13 thousand dollars on the secondary market. The first generation BMW S1000RR is valued at 7,500-10,000 thousand dollars, depending on condition and tuning.
Screenshot No. 1. Review of prices for used BMW S1000 RR motorcycles on Avito
And the steering of the new BMW S1000rr has also become lighter
With less weight, the suspension geometry should make steering even easier. The developers' latest trick is to reduce the steering angle, make the steering quicker, and then increase the wheelbase to keep the bike stable.
The steering angle is 0.4 steeper at 66.9, and the wheel is reduced by 3.4 mm. Meanwhile, the wheelbase is nine millimeters longer. At the same time, the weight distribution on the front wheel also increased from 52.3% to 53.8%.
BMW S1000RR
