Driving report BMW S 1000 RR

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BMW S 1000 RR in the driving report

Heavily revised Bayern Express

The BMW S 1000 RR has withstood Japan’s resistance so far. Yet. Because Yamaha’s new R1 is on the horizon. But BMW is ahead of it with a heavily revised S 1000 RR.

"At BMW S. 1000 RR practically no stone was left unturned", Project manager Rudi Schneider opens the presentation of BMW’s sports flagship. Honest? Well, you can recognize the new exhaust straight away; that the headlights have switched sides and flank a larger air intake, too. And of course the rear is sleeker. In fact, the engine and its peripherals, chassis, suspension elements and electronics have been heavily redesigned. BMW promises less weight, more agility and speed on the racetrack. Even more power, more torque, more top performance. Whereby BMW is exercising genteel restraint and quantifying the increase in performance from 193 to 199 hp.

BMW S 1000 RR in the driving report

Heavily revised Bayern Express

2 Downshifts without clutch

The dynamic package offers an automatic gearshift that also enables downshifting without the clutch, the semi-active DDC chassis and heated grips as well as LED indicators. Logically, that the test machines were equipped with these goodies. In rain mode, you first go on the still wet slope. It now offers the driver 187 hp (previously 163 hp). However, the first few laps are not ticklish. On the one hand, the track still offers great grip even when it is wet, and on the other hand, the new BMW S 1000 RR can easily be swiveled through the corners and thanks to the good feedback it gives the rider so much confidence that you keep turning. The throttle response at the apex of the curve is flawless. Sure, the gentle rain mode is also included.

Compared to the old BMW S 1000 RR, where throttle cables led to a servomotor, a pure electric throttle is now used. That means: no more Bowden cables, a sensor now records the movements of the extremely smooth throttle grip. The wheelie control gently brings the front wheel back to the ground. A gentle throttle response and early but smooth traction control give you the security you need to bend properly under these conditions and hit a brisk pace. A good sign. This increases the impatience for a dry route. From noon it will be time. Slick mode selected so that wheelie control and ABS on the rear wheel are off. Traction control set to minus 2, fire free!

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3 The new BMW S 1000 RR appears noticeably more lively

The first curves confirm the impression of the morning. The new BMW S 1000 RR is agile through the narrow chicanes, willingly steers in and looks noticeably more lively than its predecessor. The changes to the chassis are of course numerous. The rear frame part including the swing arm mount has been redesigned. A longer strut including the deflection of the HP4, a fork pushed further through and slightly harder springs raise the vehicle level and thus the center of gravity, making it easy to handle and tilt.

The steering head is half a degree steeper at 66.5 degrees. This shortens the trail by 1.5 to 96.5 mm. Measured from the ground, the pivot point of the arm is now eight millimeters higher and the arm is slightly steeper at 9.2 degrees (previously 8.6 degrees). Little things, maybe, they result from experience in racing. But they are having an effect. It takes little effort to circle the bullet through the tricky curves. The BMW S 1000 RR shoots precisely over a blind knoll and through fast arcs. The semi-active DDC landing gear ensures amazing calm on deck. The BMW only accelerates briskly at the exit of the curve, signaling with a pumping tail that it has become more agile, but not more stable in all situations. Probably one of the reasons why the adjustable steering damper was largely closed.

4 Evil grumbling instead of shrill screams

But it is not an easy undertaking to train a chassis to be maneuverable and at the same time to arm it against the ravages of a 200 HP power plant. Because even in the latest expansion stage, the elemental force with which the four-cylinder goes to work is a force. He takes care of all the tight corners in second gear. From the very bottom he could perhaps grab a little more forcefully, but from 5000 rpm he pushes with merciless vehemence. The exhaust system of the new BMW S 1000 RR accentuates the tearing with an angry grumbling sound, where the predecessor turned up with a shrill outcry. The manifold diameter shrank by a millimeter.

The control flaps on the interference pipes and in front of the now larger muffler with removable dB eater have remained. The front silencer is missing, however. That saves three kilograms and moves the center of gravity further up. In order to strengthen its center and to pack a few horses on top, the four-cylinder got its head firmly adjusted. The inlet camshafts on the new BMW S 1000 RR have a fuller contour, but a little less lift. The technicians saved two grams on the titanium valves and revised the geometry of the inlet and outlet channels. The e-gas makes the use of a more compact throttle valve unit possible, which also moved closer to the cylinder head.

How the four-in-a-row grips from 5000 rpm is a stunner. How he mercilessly pulls out his arms from 9000 rpm and storms towards the limiter, a show. From a purely subjective point of view, it doesn’t seem to have quite the same merciless bite as its predecessor over the last 1000 revolutions, but this impression may also arise from the strengthened center, which means that the power development now appears more even.

5 No lean ABS for the BMW S 1000 RR – for now

In any case, power is in abundance, even if BMW avoids the magic 200 when it comes to performance. What matters much more is that even in sharp slick mode, the throttle response is clean and annoying load changes were not an issue even in tight corners. The traction control can be set to sharper (-) or earlier in seven stages from the handlebars Adjust intervention. Adjusted to –2, it allowed minor slides before intervening gently and delicately. A pleasure – as is the switching work. Because the automatic gearshift not only jagged, well-fitting gear changes when accelerating. The icing on the cake is downshifting when braking without the clutch. And that works first class. However, the throttle has to be complete for this, which is not always possible at the beginning because of the extremely smooth throttle grip. The electronics provide the necessary double-declutching thrusts, so the driver can concentrate fully on braking. Neither clutching the clutch nor double-throttle thrusts from the wrist bring unrest to the front, even with the most violent braking maneuvers – such as the end of the start / finish at around 280 km / h on the clock. The sometimes nervous prancing rear can not prevent it, which is probably due to the higher center of gravity and the more manageable steering geometry. The ABS – now from Conti, the sensor box still contributed by Bosch – regulates late and gently. The BMW S 1000 RR therefore has to do without the sloping ABS of the HP4 equipped with Bosch ABS – for the time being.

6 Improved in terms of racetrack performance

At the end of the day, two turns with slicks and optional forged rims (1400 euros extra, rear with 200 / 55-17, series: 190 / 55-17) hit the track. The light wheels should save 2.4 kilos together. In any case, they noticeably inspire turning and turning quickly from one side to the other, and the BMW S 1000 RR more consistently maintains the tight line when firing out of bends.

In terms of racetrack performance, the BMW S 1000 RR has improved, no question about it. Things like the switching scheme, which can be reversed in a few simple steps, the refined electronic driving aids, the new automatic gearshift and the optional data logger (around 600 euros) with full recording leave nothing to be desired by race fans. Entry into BMW’s new sports equipment is EUR 17,200. After this idea, not only BMW should be looking forward to the first encounter with the competition.

Technical specifications

Engine: Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, rocker arm, wet sump lubrication, injection, 4 x Ø 48 mm, regulated catalytic converter, 350 W alternator, 12 V / 7 Ah battery, mechanically operated multi-disc oil bath clutch (Anti-hopping), six-speed gearbox, chain, secondary ratio 2,647.
Bore x stroke: 80.0 x 49.7 mm
Displacement: 999 cm³
Compression ratio: 13.0: 1
Rated output: 146.0 kW (199 hp) at 13500 rpm
Max. Torque: 113 Nm at 10500 rpm

Landing gear: Bridge frame made of aluminum, upside-down fork, Ø 46 mm, hydraulic steering damper, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston Fixed calipers, rear disc brake, Ø 220 mm, single-piston floating caliper, traction control, partially integral brake system, ABS.
Cast aluminum wheels: 3.50 x 17; 6.00 x 17
Tires: 120/70 ZR 17; 190/55 ZR 17

Dimensions + weights: Wheelbase 1425 mm, steering head angle 66.5 degrees, caster 96 mm, suspension travel from / h. 120/120 mm, seat height 815 mm, full tank weight 204 kg, permissible total weight 407 kg, tank capacity / reserve 17.5 / 4.0 liters.
Warranty: two years
Colors: red / white, black, blue / white / red
Price: from 17,200 euros

What’s new?

The most important changes

  • Camshaft inlet with a fuller contour and a little less stroke
  • Cylinder head revised with new channel geometry
  • Valves two grams lighter, valve springs adapted
  • Throttle valves closer to the cylinder head
  • Airbox slightly larger, the intake opening in the fairing larger, the contour and length of the variable intake funnel changed
  • Exhaust system By eliminating the collector three kilos lighter, manifold diameter 1 mm less
  • E-gas
  • Battery with 7 Ah saves 1 kg of weight
  • LC display in the cockpit with more information (depending on the equipment) such as lean angle, maximum deceleration, gear changes per lap, lap time
  • Automatic switch (optional) enables downshifting without the clutch
  • Pit lane limiter, cruise control (optional)
  • more powerful sensor box
  • "User" driving mode freely combinable (optional)
  • frame in the rear area with strut and swing arm mounts new
  • Strut longer, redirection of the HP4
  • Steering head angle 66.5 degrees (previously 66), caster 96.5 mm (98), wheelbase 8 mm longer, vehicle level and pivot point raised overall
  • less negative suspension travel due to slightly harder springs and changed preload

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