All Tests – S1000RR 2015 Test: BMW is still throttling! – In dynamics: straight to the point!

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S1000RR 2015 test: BMW remains throttle !

All Tests - S1000RR 2015 Test: BMW is still throttling! - In dynamics: straight to the point!

When it was launched in 2009, the BMW S1000RR sent Japanese references to waltz thanks to its nasty 4-cylinder engine and advanced electronics. Deeply modified in 2015, the Teutonic bomb intends to stay at the top. Flash test.

In dynamics: straight to the point !

Above our helmets, the sun is playing hide-and-seek behind threatening black clouds … Ahead, the road is still glistening with showers. Between our thighs, a powder barrel filled with almost 200 units of highly explosive material … Atmosphere "The wages of fear"for this first contact with the S1000RR 2015 !

But quickly, the German puts in confidence, his excellent balance and his electronic aids evacuating this worrying parallel with the novel of Georges Arnaud, become a cult film thanks to Henri-Georges Clouzot in 1953. Yes: Yves Montand had neither "rain" mode, no ABS and even less electronically adjustable suspensions on its flatbed truck loaded with cans of nitroglycerin !

In "Rain" mode – ironically constrained to "only" 187 hp! -, the soft go-around and the precision of the ride-by-wire allow a smooth and smooth ride. Admittedly, the bike retains a solid response and only asks to take off with a roar, but its frightening "mechanical iron hand" is as if channeled into the hollow of a reassuring "electronic velvet paw".

The clutch and the selection may turn out to be quite firm, especially when the gearbox is cold, the "monster" evolves with flexibility and vigor from the lowest revs. Already far from hollow previously for a 4-cylinder in line, the engine of the S1000RR 2015 benefits from improved filling, especially sensitive between 3000 and 6000 rpm (90 km / h at 3750 rpm in 6th).

The revivals seem all the more consistent as the sudden surge of power between 7000 and 8000 rpm specific to the S1000RR since 2009 has been partially smoothed thanks to the modifications detailed on page 3. In this way, the (over) power does not flow any more. in stages, thus making the engine – a little – less explosive, therefore – a little – easier to control than before. But only a little !

Because even softened, the potato of the 4-legged Teuton remains impressive: the front wheel rises under the pressure of a frank acceleration in 3rd when passing a bump … in "Rain" mode! Thank you for the anti-wheeling which intervenes quickly – and very gently – in this configuration! And to think that all the cavalry is not yet released…

The 2015 S1000RR on the road

In addition to their actions on the injection, the modes act on the sensitivity of the ABS, the traction control but also on the setting of the suspensions if the optional DDC dynamic damping control is installed. A stroke of luck for MNC: our model is "Full options", therefore equipped with this system capable of adjusting in real time the hydraulic laws of the fork and of the mono-shock absorber !

In these special test conditions, the DDC dynamic damping takes on its full value: in "Rain" mode, the suspension setting is adjusted by default to the most flexible, giving the bike an unsuspected comfort – all things considered. ! – for a sportswoman. Of course, the precision suffers, but the comfort gains a lot !

The small shocks are absorbed with a rare progressiveness, while the fork and the shock absorber wrestle on practically all their race on big constraints. Of course, this comfort is relative and will undoubtedly make the owners smile! But we are far – very far, even – from the rigor mortis and the extreme discomfort of certain competitors, especially Italian ones….

Thanks to this system, riding a sports motorcycle is not a priesthood or a heresy. Or how technology serves the cause of versatility …. The well thought-out ergonomics of the S1000RR 2015 also account for a lot in this observation: welcoming even for adults, the German remains quite "livable" for a Superbike, despite high and set back footrests.

The only ergonomic drawbacks relate to the slippery toe clips and the rather wide gas tank between the knees: two annoying characteristics in sporty driving with swaying the key. But the bitumen is drying up … the time has come to step up the tempo !

A push on the "mode" button to switch to "Road" configuration, then "Race" and the throttle becomes much more responsive, even almost dry in certain phases. The accelerations are getting stronger – again! – because this time, the 199 hp gallop freely !

BMW may claim to have sought to obtain "optimal ease of piloting", the power delivered from 8000 to 14000 rpm is not within the reach of the first comer. Nor even of the second! Madness on the road? A little, it’s true. But no more, finally, that ” a sports car accessible to anyone, including a young driver !

At the same time, the setting of the suspensions hardens noticeably, while the ABS delays its intervention threshold, just like the DTC anti-skidding informed by gyroscopes. Hitherto quite intrusive, these electronic crutches are then gently erased, allowing in particular to appreciate the monstrous power of the braking device with exquisite dosage.

Do these manipulations and settings seem very complicated to you? To be honest, to us too! Especially since navigation in the menus and submenus of the on-board computer is not particularly intuitive…

And yet, BMW has installed – as on its road motorcycles – practical shortcut keys to the driving modes (right commodo), the deactivation of the ABS (left commodo) or even the unprecedented adjustment of the sensitivity of the anti-slip on 15 levels derived from the HP4 (on the left, under the warning button).

The instrumentation being particularly provided, a little time is necessary to become familiar with each functionality. Among other things, the digital window indicates the daily mileage (two trips), the gear engaged, the average consumption, the engine temperature, the lap times achieved by partial on track, the driving mode and even – this is a first – the inclination reached in curves and the force deployed during braking !

Add to all this a clearly visible shift light on the right of the analog tachometer whose key speeds (4000, 8000, 12000 then the 14,200 turns of the breaker) are perfectly identified, and you have one of the onboard consoles. more complete in the category !

The S1000RR 2015 on the track

Convincing on the road, the S1000RR 2015 did not disappoint us on the track: on the contrary, as the changes made to its cycle part benefit, among other things, its handling, which has hitherto been slightly lower. Let it be said: now, the Bavarian missile is as agile as it is stable !

Easier to place on the angle, the bike requires less effort to reach the rope, well helped by its handlebars wider by 10 mm and its caster angle closed by half a degree (23.5 °). Directional precision has also improved, as well as the progressiveness of the fork at the start of the race, giving the S1000RR a particularly successful "bitumen feel".

Only its liveliness in the rapid changes of angles seemed to us to fall short of the references of the genre, but it is an impression to be balanced since our test took place in particular conditions (wet then drying track and only 10/12 ° C in the air), with tires with a less sporty profile than the original fitment.

As riveted to the ground, its front axle seems in any case capable of withstanding the worst stresses, including those exerted when setting on the angle initiated with a lot of front brake. A word precisely about braking, stunning efficiency and consistency, but above all perfectly supported by a really bluffing racing ABS..

Even when grasping the lever at nearly 285 km / h on a cold and partially dry track before tackling a tight right in 2nd, the system has never lost track. Thanks to the combined action of anti-dribbling and electronic rear wheel lift control linked to ABS, the BMW has remained perfectly in line every time..

Less reluctant during course corrections, the S1000RR is also less "energy-intensive" from the point of chord. Despite the enormous and continuous deployment of horses with each re-acceleration, it is less demanding out of curves. Due to its very high power, the bike is of course quite physical, but preventing it from widening no longer requires fighting blood and water as on the previous model..

There are several explanations for this progression: first of all, thanks to the lengthening of the wheelbase and the lowering of the pivot point of the swingarm, the German torpedo better. In addition, the widening of its mechanical operating range makes it less explosive at the cap of 8000 rpm, therefore more easily exploitable..

Finally, the finer interventions of its electronic control unit taken over from the HP4 also count for a lot in this improvement. Thanks to this "Sensor Box" and its angle and roll sensors, the action of the anti-skating, the ABS, the anti-wheeling but also the semi-active suspensions of the S1000RR holds has a larger number of parameters.

The result is a simply breathtaking transparency when activating certain aids, in particular the anti-squat, the action of which is clearly less castrating. When starting up in "Race" mode, the front wheel comes back almost naturally to contact with the asphalt, as if the rear brake – moderately powerful, moreover – had been activated..

Fairly sensitive to the angle on the previous vintage, the intervention of the traction control is also more discreet: the transition between the reduction and the return of power managed by the DTC is less brutal. And yet, under the combined effect of the inexhaustible blast of the 4-cylinder and the weather conditions, the evasions of the rear wheel were at times as frequent as they were pronounced. !

The last very practical tool on the track but also on the road: the HP Pro shifter, which allows up and down gears without disengaging. When accelerating, the optional system works wonderfully, allowing upshifting without resorting to the clutch or shutting off the throttle. The micro-cut causes at this moment a perfectly audible explosion in the exhaust, like a racing motorcycle..

When downshifting, throttle off, all you have to do is press the selector without disengaging to drop a gear. Magical ! However, the operation requires a kick firm enough to lock the speed. This resistance was strangely more marked on some tested motorcycles (especially those with little mileage), occasionally causing an unpleasant false neutral phenomenon..

Verdict: a step ahead … optional !

While sales of sports motorcycles are almost becoming, 2015 marks a vintage of breathtaking richness and variety: in addition to this particularly successful S1000RR, Yamaha unveils one, Ducati launches one of all the superlatives (more than 200 hp for a twin !), while Aprilia deeply overhauls her (essay to be read soon on MNC: stay tuned). Not to mention the phantasmagorical Kawasaki H2 and H2R, out of competition due to their supercharging by compressor but not commercially out of play. !

Anticipating this comeback of its opponents, BMW has taken the bull by the horns and is raising the general level of its Hypersport by a big notch. A reaction revealing the ambitions of the brand to the propeller, probably determined to remain "full throttle" in this segment which is so competitive despite the colossal sums required in R&D (according to our information) !

Always as impressive mechanically speaking, the S1000RR becomes more exploitable at the same time thanks to its technical modifications but also (especially?) By the means of more advanced and finely calibrated assistance. Because let’s face it: without them, the management of its 200 hp would be reserved for an elite made up of experienced pilots. And even…

To another extent, in fact, Rossi, Marquez, Lorenzo and Co would today be struggling to bring their MotoGP of around 260 hp to the limits without assistance! In this, the proliferation of "scholarly chips" on production sports motorcycles is a logical and relevant step, both in terms of performance accessible to the average rider and in terms of his safety..

Regarding the improvements of the S1000RR, MNC also appreciated its redesigned front end, whose liveliness and precision are clearly on the rise. A good omen insofar as this progress appeared to us on a drying track with Metzeler M7RRs, however less "sporty" than the original equipment.

Its only real flaw, apart from a dry selection, lies in its price positioning and the policy of "all-in-options" dear to BMW. Displayed "from € 15,990 when it was released in, then to € 16,500 after its update from and to € 17,250 in 2014, its price now reached € 17,450 in the basic version. An increase justifiable in part by its progress … but only in part.

Because to take advantage of all its potential, going through the "options" box is mandatory: at least, plan a ticket of 500 euros for the "Race" pack which includes the DTC, the Pro riding modes (Slick and User) and the regulator. And to take advantage of the semi-active DDC suspensions and the HP Pro shifter offered in the Dynamic pack (as well as heated grips, always welcome in winter!), It’s 1175 euros extra !

Cherry – acid – on the cake: only the black color is included in the "base price" … The red and white biton is charged 155 euros, while the white and blue at the BMW Motorsport Replica makes the note of 455 euros…

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