Evoluzione Cyclesports-BMW S 1000 RR

Evoluzione Cyclesports BMW S 1000 RR in the test

S 1000 RR as a naked bike

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The BMW S 1000 RR as a naked bike has long haunted the scene. Years after the superbike was launched, it’s time for the naked power beating – says Ken Zeller. On the way from Berlin to L.A. the S lost her pretty dress.

D.he winding Highway 79 in the hills south of L.A. High handlebars, sporty, relaxed seating position, power in abundance. Only one question occupies me all afternoon on the highly entertaining motorcycle. No, I don’t care if there’s a cop lurking with a laser gun – it’s that much fun. The question that now arises again has been simmering for a long time: When can you finally buy this agile, powerful iron officially?

Evoluzione Cyclesports BMW S 1000 RR put to the test

S 1000 RR as a naked bike

S 1000 RR still not managed to add an undisguised variant. A mistake? Shouldn’t it have been developed in parallel with the superbike? After all, the iron should be forged while it is hot. Such a part would definitely have more charm and sportiness than the K 1300 R, which is powerful but heavy in comparison.


The front of the naked bike.

In Ken Zeller I found a soul mate in this matter. The boss of the Californian development and chassis specialist Evoluzione Cyclesports has already converted several Bimotas, Aprilias and Ducatis and designed parts for them. BMWs were also there. But when the S 1000 RR came, Zeller immediately bought one and removed the fairing. He constructed a front unit made of aluminum, into which he integrated the asymmetrical headlights of the original and trimmed the original disc to flyscreen size – like a miniature nose. Zeller discreetly removed the cladding brackets and polished and powder-coated what was visible without plastic. There are only two fairing brackets left and right on the front frame, which Zeller cleverly used as a mount for the mini turn signals.

On the other hand, he did not change anything on the 999 cubic four-cylinder – apart from the new carbon clutch discs. However, under the fairing, a terribly ugly collector came to light below the swing arm mount. Unacceptable for the esthete Zeller. He solved the problem with a complete Akrapovic system on which he only planted the original rear silencer of the Beemer. "I actually wanted to coordinate the whole thing with the Power Commander, but the motorcycle ran so smoothly that we simply left it," reports Ken of the test runs, which attested the BMW just over 193 hp on the clutch.


The handlebars protrude 20 centimeters above the original stubs.

On the CNC milling machine, a new upper triple clamp and two risers were created from a solid aluminum block, which means that the handlebars from a BMW G 650 Cross Challenge protrude a full 20 centimeters above the original stubs. The fittings were also supplied by the small BMW single. At the end of the handlebars there were two small folding mirrors from CRG (Constructor Racing Group). The footrests are original, but Ken set them three centimeters lower with his own extensions, which means that the shift rod is guided past the outside of the frame instead of the inside as on the S 1000 RR.

The new seating position puts more weight on the rear wheel from the rider alone. So the shock absorber got a 20 percent harder Hyperpro spring, and Ken revised the damper cylinder. The fork, on the other hand, now receives less rider weight, which is why it also felt the tuner hand and, in addition to the damper revision, got softer springs. Light, forged OZ wheels do their part for handling.

With the brakes, Zeller left the good BMW standard with the Brembo calipers except for the wave discs. The radially developed steering damper is interesting. It’s actually an Ohlins design that Scott builds under license in the USA.


The BMW S 1000 RR as a naked bike from Evoluzione Cyclesports.

This RR comes to life with a rather minimally muffled, juicy growl and then pulls away from the standing position in such a way that it is immediately clear to you: This ride will be remembered. Even in the streets of the small town of Murrieta, the BMW exudes a tremendous breath of danger. The spontaneous response of the engine and the low weight ensure a good feeling, while the S with the wide handlebars can be easily guided through the city, around snoring-nosed drivers and sloppily parked pick-ups. It’s even fun in slow-moving traffic, because the 16-valve engine pushes forward well even at low engine speeds. So I can quickly shift through the gears to keep the noise down.

The seating position is awesome and the wide handlebars, which are even a bit wider than you know from standard nakeds in this category, give you a feeling of inviolability. From snaking to moderate country road speeds, the Evoluzione RR is worlds more comfortable than its superbike sister. When the city limit finally spits me out onto the open road, the oven-cylinder kicks in with all the addicting power of this 190-hp rocket, which also weighs a whopping 15 kilos less.

Well, now the aerodynamics and handling of the superbike would of course be an advantage for the absolute performance on the wonderfully winding highway. But – who cares? Truly sensual enough, one experiences the power in a somewhat less favorable aerodynamic bed. When you turn the throttle, you can enjoy the acceleration in a slightly different way when the raging storm tries to tear you off the handlebars. The nose in the wind, how awesome that is?


The somewhat limited lean angle on the naked S 1000 RR is hardly a problem.

The somewhat restricted freedom of inclination hardly disturbs, the occasional noticeable scratching of the deeper and somewhat wider notches serves a “who-wants-to-take-on-me-feeling” at its best. The handling is also an experience. Pushing, pulling, struggling, choking – with a little more physical effort behind the wide handlebars, the BMW can be directed like a good tango partner and after every straight, before the next bend, you want to shout to her over the roar of the now clearly loud exhaust solution: "Let’s dance again, baby." Fine-tune the gas, catch it on the ABS brakes, an impulse from the pelvis with bold pressure on the outer end of the handlebar and, yeah, tightly embraced it goes to the next dance.

“I would do a few things differently, create a more distinctive look around the engine,” says Ken Zeller. "But I only had two weeks and then I drove the 400 miles to MotoGP in Laguna Seca." In his opinion, BMW doesn’t have to change that much on the S 1000 RR and, whoosh, they’d have a bike that the Japanese never build would. “The naked version would atomize the Aprilia Tuono right away,” Zeller is certain. Wouldn’t that be tempting enough for Bayern?

PS data

Four-cylinder in-line engine, 4 valves / cylinder, 142 kW (193 hp) at 13000 / min *, 112 Nm at 9750 / min *, 999 cm3, bore / stroke: 80.0 / 49.7 mm, compression 13.0: 1, ignition / injection system, 48mm throttle, mechanically operated multi-disc oil bath slipper clutch, six-speed gearbox, chain.

Landing gear:
Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 99 mm, wheelbase: 1423 mm, inner fork tube Ø: 46 mm, spring travel v./h .: 120/130 mm

Wheels and brakes:
Forged light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/70 ZR 17, 320 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear, SECTION.

Weight (full tank):
195 kg

Tank capacity:
17.5 liters

Base price:
not for sale one-off

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BMW’s plans

BMW specialist Wunderlich was one of the first to turn the vision of the naked S 1000 RR 2010 into reality.

It will come in 2013, we dare to prophesy that. These signals also come from Munich, albeit in a very confused way. The fact is: test vehicles have been viewed several times and have already been photographed. But let’s ask Ken Zeller: Why does BMW take so long for the bare S 1000 RR version, which has often been in orbit under the type designation S 1000 RS? Talks with Munich revealed that a lot of models were new in 2013 and the development department can hardly save itself from work. The various boxer models around the new, water-cooled twin have absolute priority.

You can be sure that BMW will homologate a different exhaust system than that of the S 1000 RR. Potential customers will not be able to make friends with the collector, as revealed by the Wunderlich-Naked Bike "Piranha". However, a solution like that of Ken Zeller is impossible to homologate due to noise and emissions regulations. That makes it complicated. BMW will also take action in terms of power output, cut the top and push more torque towards lower and medium speeds.

We hope, of course, that common sense does not cloud the senses for a real character bike, after all, the KTM Super Duke 1290 presented at Eicma made a clear statement in this direction. Finally, the general design question leads to bare S 1000 RR arises again. Half-shell, little bonnet or completely naked? We’ll see it in mid-2013.

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