BMW S 1000 R and BMW S 1000 RR test comparison

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BMW S 1000 R and BMW S 1000 RR in a comparison test

Supersport crown in danger?

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The BMW S 1000 R plans an overturn and reaches for the supersport crown. A monstrous provocation for the incumbent BMW S 1000 RR, which only allows one reaction: fight!

KKingsicide has always started mostly in one’s own family. The BMW S 1000 R proves that history can repeat itself. It is a first-degree relative of the BMW S 1000 RR superbike. The insidious thing about it: the mastermind knows the victim inside out, knows about his strengths and weaknesses. Can she use this to her advantage?

BMW S 1000 R and BMW S 1000 RR in a comparison test

Supersport crown in danger?

S 1000 R for its family member on two fronts: in the arena and in public areas. This is particularly brave in the first case, because there the battle-hardened BMW S 1000 RR knocked down many a high-ranking opponent. The venue for this duel is the "Circuit d´Alcarrás", a arena near Lleida in northern Spain.

Brutal anchoring and heavy acceleration

Sitting upright and firmly in our grip on the wide handlebars placed far back, we first chase the BMW S 1000 R around the piste. For rolling it is still on original rubbers, Pirelli Diablo Rosso Corsa. After just a few meters you can see that the route is much bumpier at many points than in previous years and places high demands on the chassis.

The BMW S 1000 R demonstrates this abundantly. The harder you pull the cable, the more stubborn it behaves. In extreme cases, this degenerates into a real rodeo ride, with wild wedges in the front and / or back. But this only happens with brutal anchoring or heavy acceleration over rough asphalt faults. The only remedy for the fully equipped test machine with the semi-active DDC chassis is a tamer level of driving modes. In addition to ABS, traction control and throttle response, these also control the damping of the fork and shock absorber. With the “Dynamic” setting (damping: normal) instead of “Dynamic Pro” (hard), the BMW S 1000 R glides a little more gently over the wrinkles, but has long since ceased to deliver the rich driving experience that is so important for spinning.

Apparently the dynamic damping control reaches its limits here. It would be interesting to make a direct comparison with the conventional chassis that the BMW S 1000 R uses as basic equipment. But that is, if anything, a long way off. Here and now, the Pirelli Diablo Supercorsa racing sole with its high level of self-cushioning in the hardest mixture (SC2) brings both under one roof: the sportiest driving mode and acceptable stability.

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BMW S 1000 R with fabulous brakes

Soled in this way, the BMW S 1000 R behaves noticeably more friendly, but there is still a lot of movement in the framework. This is also due to the wide handlebar, the large lever of which the S 1000 R driver directs every impulse – keyword wind pressure or bumps – into the chassis. This is particularly evident when accelerating, because during this exercise the pilot clings to the handlebars against the oncoming wind.

Despite the restlessness, the BMW S 1000 R is very fun when spinning. Because with its light-footed handling, it darts quickly through the terrain and storms easily even through tricky passages. In addition, the nudist shines with fabulous brakes in every respect. In addition, thanks to its engine tuning, the R peppers off the corners. A highlight is the automatic gearshift included in the sports package (790 euros): just let the accelerator stand and recharge! As the fastest lap, the data recording spits out 1.44.48 minutes – a remarkable figure for a naked bike! Her super sporty sister will find the right answer?

Clear the ring for the BMW S 1000 RR

Over 30 HP more top-end power, full fairing, sporty seating position, manually adjustable chassis: theoretically everything speaks for the superbike. In order to maintain equal opportunities, it is also written on the Italian racing rubbers. The more direct contact with the front wheel is noticeable as soon as you sit up. In fact, the BMW S 1000 RR reports exactly what is happening on the front end thanks to the front-facing driver posture. The naked bike can only do this if there is a lot of pressure on the front, for example when braking. In addition, the RR sticks into the corners with more precision and circles stably even over treacherous bumps. The best example: a nasty downhill link with nasty wrinkles and compression, where the racer has to hit the line very fine – the superbike can do it easily. The double R is also slightly ahead in terms of handling. With her, the pilot works more with thigh pressure and weight shift, the naked racer is mainly steered with the handlebars.

The stoppers are unclear. Actually structurally identical, the pressure point of the superbike brake moves after a few violent delays, but then remains stable. The BMW S 1000 R does not have this characteristic. The nude also has advantages in terms of driver assistance. Its ABS and traction control regulate later than that of the BMW S 1000 RR, which even in slick mode does not quite come close to the art of naked regulation. Here the nudist benefits from the experience of previous voting work and the grace of her late birth.

But the BMW S 1000 RR counters with its power engine and leaves the rival merciless in some passages. The recordings attest the superbike a lap time of 1.42.62 minutes. The BMW S 1000 R burns up a whopping 1.86 seconds, which puts the world back on its feet. Where and how the double R gets the time exactly is stated in the evaluation.

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Comparison on the country road

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So will the challenger succeed in the overthrow? Not quite. Therefore: Long live the old and the new king!

The duel on the slopes has been decided, but how does it look on public terrain? The hour for the BMW S 1000 R strikes! Thanks to the perfect engine modifications – more on this also in the technical box on pages 36 and 37 – she runs up and away from her sister in winding roads. Their punch at low and medium speeds is simply terrific, which the pull-through rating shows. In the last gear, the naked bike shoots from 50 to 150 km / h in an unearthly 7.2 seconds – a lonely record! The BMW S 1000 RR cannot keep up with that. Your engine is designed for maximum output, which naturally takes its toll at low revs. By the time it reaches the necessary speeds, the naked woman will be long gone.

In the case of the chassis, however, the rating is not so clear. This is where the BMW S 1000 RR scores, because with a sporty driving style, despite the very tight basic set-up, it lies more firmly on the road. For this, the BMW S 1000 R throws its DDC into the balance, which works very well, at least off the bad bumpy slopes. So will the challenger succeed in the overthrow? Not quite, see conclusion. Therefore: Long live the old and new king BMW S 1000 RR!

From the superbike to the naked bike

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Using the example of the BMW S 1000 R and S 1000 RR, PS describes the exemplary path from superbike to naked bike.

If a superbike is to be turned into a naked bike, it is not enough to simply unscrew the fairing and mount a high handlebar. Because the people riding a motorcycle generally have different demands on a naked woman than they do on a pure athlete. Take the engine as an example: If supersport drivers usually value maximum peak performance, a naked should generate as much bang as possible from the low revs. On the chassis side, things are even a bit more complicated, because due to the upright sitting position and the associated weight shift, the entire chassis geometry has to be adapted. Otherwise, the bike shows bad handling characteristics. Using the example of the BMW S 1000 RR and BMW S 1000 R, we describe the exemplary path from superbike to naked bike.

engine

How do you shift the power from top to bottom? Mainly with two measures: 1) redesign the inlet and outlet ports, 2) change the timing. Long and narrow intake paths generally accelerate the gasoline / air mixture more strongly, which increases the filling in the combustion chambers at low and medium speeds and thus increases the performance. With the S 1000 R, however, BMW apparently only implemented this to a limited extent. "The outlet and inlet ducts were designed to be more aerodynamic using a simulation tool. The inlet channels are not significantly narrower", explains Stefan Zeit, project manager of the BMW S 1000 R. And further: "The diameter of the intake funnel corresponds to the long funnel of the BMW S 1000 RR. The funnel length was optimally adapted for each cylinder. The outer ones were lengthened by five millimeters, the inner ones shortened by the same amount. The transition from the intake funnel to the throttle valve was designed in a streamlined manner for maximum filling." The Bavarians made a similarly high effort with the tax times.

Unfortunately, they do not reveal exact values ​​for the opening and closing of the inlet and outlet valves, but they still provide interesting insights: With almost identical cam lift, steeper cam profiles shorten the opening times of the inlet and outlet valves (higher valve acceleration). This reduces the valve overlap, which means that the inlet and outlet valves are opened for a shorter time at the same time, which results in a higher filling at lower and medium speeds. The BMW S 1000 R sends a whopping 20 Nm and 20 hp more to the transmission at 7000 rpm than the superbike – a top value! Due to the higher mechanical load, the R must not turn as high as the BMW S 1000 RR, which explains its lower peak performance (161 to 193 hp).

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landing gear

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From the superbike to the naked bike.

Since the center of gravity moves backwards and upwards with the rider, a naked superbike with high handlebars and without chassis modifications behaves much more nervously. The stability decreases, the wheelie and stoppie tendency increases. What sounds like fun is really annoying in practice. Because of the changed geometry – high center of gravity, relatively small wheelbase – the limit area in unicycle dance is very narrow. Countermeasures: Lengthen the wheelbase, make the steering head and swing arm angles flatter, increase the caster. The engineers reached point one by installing a longer chain and moving the rear wheel further back. This puts a little more weight on the front. In addition, a long wheelbase increases true to the motto "Length runs" the driving stability. BMW also achieved a flatter steering head angle with a simple trick: the technicians lowered the rear of the BMW S 1000 R by installing a slightly shorter strut. This makes the fork stand flatter.

If the triple clamp offset does not change, the caster automatically increases. Strangely enough, BMW gives it at 98.5 millimeters, but 0.5 mm shorter than the BMW S 1000 RR. Plausible, on the other hand, is the other reversing lever with a higher progression "brings the comfort in solo operation and the reserves in two-person operation in better harmony", explains project manager time. In addition, BMW lowered the swing arm mount of the BMW S 1000 R in the frame by three millimeters. As a result, the swing arm angle is flatter, which also affects the chain pulling force and the suspension. All in all, the spring elements of the RR are harder than those of the bare ones with conventional suspension.

price

The price difference in favor of the BMW S 1000 R of over 4,000 euros can only be partially explained by the lack of full fairing, steel instead of titanium valves or other small savings. Rather, it is a political price that should put the competition under considerable pressure.

Technical data BMW S 1000 R

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With the setting “Dynamic” (damping: normal) instead of “Dynamic Pro” (hard), the S 1000 R glides a little more gently over the wrinkles, but no longer delivers the rich driving experience that is so important for spinning.

drive

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The Bembo brake calipers of the BMW S 1000 R..

Four-cylinder in-line engine, four valves / cylinder, 118 kW (161 PS) at 11,000 rpm *, 112 Nm at 9250 rpm *, 999 cm³, bore / stroke: 80.0 / 49.7 mm, compression ratio: 12.0: 1, ignition / injection system, 48 mm throttle valve, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control.

frame & Brakes

Light alloy bridge frame, steering head angle: 65.4 degrees, caster: 98.5 mm, wheelbase: 1439 mm, upside-down fork, Ø fork inner tube: 46 mm, adjustable in spring base, automatic damping adjustment, central spring strut with deflection, adjustable in spring base, automatic damping adjustment. Spring travel front / rear: 120/120 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Pirelli Diablo Rosso Corsa, 320 mm Double disc brake with four-piston fixed calipers attached radially at the front, 220 mm single disc with single-piston floating caliper at the rear, ABS.

performance

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The scale stops at R at around 14,000 rpm.

Rear wheel power in last gear **: 116 kW (158 PS) at 226 km / h

Acceleration**:
0-100 km / h: 3.3 s
0-150 km / h: 5.2 s
0-200 km / h: 8.1 s   

Draft **
50-100 km / h: 3.6 s
100–150 km / h: 3.6 s

Top speed *: 258 km / h

measurements and weight
Length / width / height: 2080/860/1230 mm
Seat / handlebar height: 820/980 mm
Handlebar width: 740 mm
Weight: 207 kg with a full tank
v./h .: 51.7 / 48.3%

consumption
Fuel type: Super unleaded
Average test consumption: 8.6 liters / 100 km
Tank capacity 17.5 liters
Range: 203 km

Set up

Setup fork ***
stat. neg. spring travel: 34 mm [34 mm], semi-active chassis, setting: "Dynamic "(norm), ["Dynamic Pro" (Hard)], Level: Standard [Standard]

Setup shock absorber ***
stat. neg. spring travel: 16 mm [16 mm], semi-active chassis, setting: "Dynamic "(norm), ["Dynamic Pro" (Hard)], Level: Standard [Standard]

Base price
12,800 euros; Test machine: 14,500 euros (plus additional costs)

all damping settings counted from completely closed;
static negative spring deflection standing vertically without driver;
U = revolutions; K = clicks
* Manufacturer information; ** PS measurement; *** Values ​​for the racetrack in brackets

Technical data BMW S 1000 RR

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Top-end power over 30 hp higher, full fairing, sporty seating position, manually adjustable chassis: theoretically everything speaks for the superbike.

drive

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On the racetrack, the superbike gives its naked sister a whopping 1.86 seconds per lap.

Four-cylinder in-line engine, four valves / cylinder, 142 kW (193 hp) at 13,000 / min *, 112 Nm at 9750 / min *, 999 cm³, bore / stroke: 80.0 / 49.7 mm, compression ratio: 13.0: 1, ignition / injection system, 48 mm throttle valve, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control.

frame & Brakes

Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 99 mm, wheelbase: 1423 mm, upside-down fork, Ø fork inner tube: 46 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 120/130 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Continental Sport Attack 2, 320 mm Double disc brake with four-piston fixed calipers attached radially at the front, 220 mm single disc with single-piston floating caliper at the rear, ABS.

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performance

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One of the few technical differences in hardware concerns the cockpit. On the superbike, the rev counter reaches up to 16,000 rpm.

Rear wheel power in last gear **: 136.5 kW (186 PS) at 272 km / h

Acceleration**
0-100 km / h: 3.2 s
0-150 km / h: 5.1 s
0-200 km / h: 7.2 s

Draft **
50-100 km / h: 4.3 s
100–150 km / h: 4.0 s

Top speed *: 299 km / h

measurements and weight
Length / width / height: 2080/785/1110 mm
Seat / handlebar height: 815/860 mm
Handlebar width: 665 mm
Weight: 209 kg with a full tank
v./h .: 51.8 / 48.2%

consumption
Fuel type: Super unleaded
Average test consumption: 8.2 liters / 100 km
Tank capacity 17.5 liters
Range: 213 km

Set up

Setup fork ***
stat. neg. spring deflection: 24 mm [24 mm], pressure level: position 4 [pos. 4], rebound stage: position 4 [pos. 4], level: standard

Setup shock absorber ***
stat. neg. spring travel: 13 mm [13 mm], pressure level low / high speed: position 1/1 [pos. 8/4], rebound stage: position 4 [pos. 4], level: Standard [Standard]

Base price
16,950 euros, test machine: 18,150 euros (plus additional costs)

all damping settings counted from completely closed;
static negative spring deflection standing vertically without driver;
U = revolutions; K = clicks
* Manufacturer information; ** PS measurement; *** Values ​​for the racetrack in brackets

Data recording

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Speed ​​development depending on the distance.

The round of truth

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The lap times of the comparison test.

On the racetrack, the superbike gives its naked sister a whopping 1.86 seconds per lap. The diagram shows where the BMW S 1000 RR (blue curve) gets the time: always where it can show its sheer power. The points on the route sketch correspond to those in the diagram and show the neuralgic points. The RR not only creates higher top speed, it also darts faster through a nasty, undulating downhill left, one of the key parts of the course (point 3). The small table on the right shows the respective speeds of the machines and the backlog of the BMW S 1000 R in seconds and meters (continuously).

Readings

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The performance measurements of the BMW S 1000 R and S 1000 RR.

When looking at the performance curves, it’s hard to believe that they are from the same base engine. Targeted changes to the timing and the inlet and outlet channels give the naked bike a lot more punch at lower and medium speeds. Up to 10,000 rpm, the BMW S 1000 R doesn’t give the superbike a chance. The BMW S 1000 RR counters from this brand and sends a massive 199 hp to the transmission as a peak value. The different characteristics are a prime example of a successful differentiation between the two machines.

Evaluation and conclusion

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So will the challenger succeed in the overthrow? Not quite. Therefore: Long live the old and the new king!

Max.
Points 		 Bmw
S 1000 R 		 Bmw
S 1000 RR
drive
acceleration 10 9 9
Draft 10 9 8th
Power delivery 10 9 9
Responsiveness 10 8th 8th
Load change reaction  10 8th 8th
Running culture 10 7th 7th
Gear actuation 10 8th 8th
Gear ratio 10 9 9
Clutch function 10 9 9
Traction control 10 9 8th
Subtotal 100 85 83
landing gear
Driving stability 10 6th 9
Handiness 10 8th 8th
Cornering stability 10 6th 9
feedback 10 8th 9
Suspension tuning in front  10 8th 8th
Chassis set-up at the rear  10 8th 7th
Braking effect 10 10 10
Brake metering 10 9 9
Erection moment
when braking		 10 9 8th
ABS function 10 10 9
Subtotal 100 82 86
Everyday life and driving fun
Sitting position 10 8th 8th
Windbreak 10 2 5
Furnishing 10 9 9
consumption 10 3 4th
Driving fun 10 9 9
Subtotal 50 31 35
Total 250 198 204
placement   2. 1.

Conclusion

1st place, BMW S 1000 RR
In mixed operation – racetrack and country road – the superbike puts its sister in the place. Thanks to its higher peak performance and better chassis, the BMW S 1000 RR is particularly impressive on the slopes. But even in the everyday standings it scores a few more points than the naked bike. Because it naturally offers better wind protection and also uses a little less fuel.

2nd place, BMW S 1000 R
In a pure country road shootout, the naked bike would finish in front of its gene donor. This is particularly due to the engine, which is perfectly tuned for everyday sporting use, with an extremely high experience factor. The BMW S 1000 R does very well on the race, but there is a little too much restlessness in the framework for spinning at the highest level.

Price comparison and offers from the BMW S 1000 sisters

Used BMW S 1000 R and BMW S 1000 RR in Germany

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