All Tests – S1000RR 2015 Test: BMW is still throttling! – S1000RR 2015: MNC technical update

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S1000RR 2015 test: BMW remains throttle !

All Tests - S1000RR 2015 Test: BMW is still throttling! - S1000RR 2015: MNC technical update

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 remain at the top. Flash test.

S1000RR 2015: MNC technical update

Engine

At the mechanical level, the turbulent 999 cc in-line 4-cylinder wins 6 hp and reaches a whopping 199 hp in Full. An "official" value, since MNC takes from an internal source that this highly compressed engine (13: 1) exceeds the 200 hp mark on the bench…

More importantly, the range of use is widened: the maximum torque would be almost maintained from 9,500 rpm (112 Nm of torque) to 12,000 (113 Nm). To reach this performance threshold, this block with hyper square dimensions (80 x 49.7 mm) equipped with a distribution by pawls receives a new reworked cylinder head and modified ducts.

In addition, the camshaft and intake valves are lighter (2 g less per valve), while the profile of the intake cams is rounded. The variable intake on two stages receives shorter tubes, in favor of better filling at intermediate speeds. In addition, the throttles are brought closer to the cylinder head for better dispersion.

The management of the acceleration becomes 100% electronic (previously, a cable ran from the accelerator to a servomotor controlling the injection butterflies), which makes it possible to obtain more precision. Now the throttle can be compared to a real potentiometer.

Thanks to this transformation, BMW was able to use a new servomotor whose more compact format allows the use of a larger volume airbox, in favor of mechanical efficiency. Finally, the exhaust has been completely redesigned: it does without the ugly plenum chamber located until then under the engine and the diameters of the pipes of its manifolds are reduced. Result: the line loses no less than 3 kg.

On the other hand, the short low silencer adopted since 2009 gives way to a much larger side element. These are all elements that contribute to the impressive performance of this engine capable of taking – as in 2012 – 14,200 rpm before the breaker !

Cycle part

Still made up of four molded aluminum elements incorporating the "carrier" engine, the perimeter frame has been redesigned and equipped with a new rear section "lighter". To improve traction, an essential factor with regard to the increase in power, the pivot of the swingarm has been lowered by 3 mm and the wheelbase extended by 15 mm (1438 mm).

The geometry of the front axle undergoes modifications aimed at improving precision and agility: the caster angle has been reduced by half a degree (23.5 ° therefore) and the offset of the fork tubes reduced. 6mm, so the shank of the new S1000RR is 96.5mm, 2mm less than in 2012.

In addition, the width of each half-handlebar is 5 mm greater. A "mechanical" way of increasing the lever arm and therefore improving general liveliness, especially during changes of angle. The original fully adjustable suspensions (preload, rebound and compression) have been recalibrated and some of their characteristics have changed.

The rear spring length is notably increased by 42 mm, while the negative travel of the inverted fork of 46 mm is reduced by 5 mm compared to 2012. As an option, the 2015 S1000RR can additionally receive dynamic damping control. DDC, so far only reserved for its luxurious sister HP4 in the "sport" category of BMW (more details in the Electronics section below).

Braking is left to solid Brembo 4-piston radially mounted calipers at the front, which pinch 320mm discs. At the rear, a single 220mm disc is actuated by a 1-piston caliper. The whole being connected to the lever and the right pedal (e) via braided hoses, guarantee of consistency under braking.

As standard, the S1000RR 2015 renews its very efficient Race ABS, some parameters of which have been modified, in particular those concerning the tolerance of the management of the separation of the rear wheel on abrupt braking.

In the end, thanks to 3 kg saved on the pot and 1 kg nibbled away thanks to the use of a new battery, the S1000RR weighs 4 kg less than in 2012: its weight, fully loaded, is announced to "204 kg"with ABS, which keeps it in the" low "range of the weight category of 4-cylinder Hyperpsorts, just behind the ZX-10R (201 kg with ABS) and the new Yamaha R1 2015 reference (199 kg) !

Electronics, driving aids

As on the previous vintage, the S1000RR retains three driving modes as standard: Rain (187 hp and 108 Nm of torque, all the same for this "Rain" mode!), Road and Race. In addition to the more or less gentle way in which each of these "mappings" delivers power, they also influence the sensitivity of the ABS, the anti-slip and the operation of the optional semi-active suspensions..

The choice between each mode is made while driving, without having to disengage as in 2012 but still cutting the throttle. Two other modes are offered with the "Pro riding modes" option: "Slick" and "User" modes. The first, as its name suggests, is to be reserved for intensive use on circuit with slick tires, without grooves and therefore not approved for road use..

In "Slick", the S1000RR is eaten "without filter": the ABS and the management of the separation of the rear wheel are deactivated at the rear, just like the anti-nose up at the front! The "User" mode allows its side to configure the bike as you wish, by selecting in particular the reactivity to acceleration (two laws proposed), the sensitivity of the ABS and traction control..

Regarding this anti-skating precisely, the motorcycle is delivered with the ASC version, an efficient system which does not take into account the inclination of the motorcycle. Clearly, this "standard" traction control acts the same whether the bike is stalled in a straight line or full angle in curves, two situations where the needs in terms of responsiveness and sensitivity are very different. !

The top-of-the-range "DTC" version, continuously informed about the degree of angle of the motorcycle, is offered as an option. Big novelty in 2015: it is possible to adjust its sensitivity – when stationary or while driving – from the left stalk, from +7 (strongest action) to -7 (weaker action). Another notable improvement: the S1000RR 2015 recovers the electronic control unit of the HP4, called "Sensor Box".

This allows a more detailed intervention of traction control and wheeling management thanks to data collected by more precise movement sensors, of the latest generation gyroscopes and accelerometers. In addition to the degree of inclination of the motorcycle, the "Sensor box" is notably capable of appreciating its rate of roll.

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This sophisticated system is also used to provide information on the optional DDC controlled suspension. Discovered on the HP4 in 2012, this semi-active damping is a kind of "super-ESA", capable of acting in real time on the hydraulic laws of the fork and of the damper to adapt their calibration to the state of the bitumen and the stresses exerted.

The operation of this dynamic damping control relies on electromechanical valves that slow or accelerate the flow of oil in less than "10 thousandths of a second". These valves, present on the front fork caps, are notably informed by sensors continuously measuring the travel and speed of the shock absorber piston..

In addition, the DDC is literally "connected" to the motorcycle since its adjustment actions take into account the speed of the motorcycle, the position of the throttle valves, the brake pressure, but also – thanks to the Sensor Box – the angle and rate of roll! By default, the basic setting of the "DDC" suspensions is slaved to the driving mode (Rain, Sport, Race or Slick).

Finally, several gadgets ranging from the very useful to the most futile are emerging, such as an assistant at the start (Launch Control), a regulator – practical for journeys on motorways – and a speed limiter. Transferred from the racing world, this one is designed to fit with a boost on the maximum pace imposed on the pit lane of the circuits (generally 60 km / h).

Too bad that all this equipment is offered as an option, just like the heated grips and the HP Pro shifter, a device allowing you to go up but also down gears without disengaging ("Downshift"). At this rate, the motorcycle will soon be sold without the rims (cast as standard, forged as an option)! We exaggerate … hardly ?

The new display – whose liquid crystal window has 640 segments instead of 320 until now – introduces new information (and standard, phew!), Such as the angle taken on each side, the braking force in m / s or the torque reduction expressed as a percentage imposed by the DTC in the event of a slip.

All instantaneously or in maximum value: the whole game therefore consists in slamming the strongest braking and taking as much angle as possible to flatter your ego and impress your friends. Information like "data acquisition" that gives a good taste to the racing bike !

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