All Tests – S1000RR 2015 Test: BMW is still throttling! – A headbutt ? No, a stroke of the ball!

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S1000RR 2015 test: BMW remains full throttle !

All Tests - S1000RR 2015 Test: BMW is still throttling! - A headbutt ? No, a stroke of the ball!

When it was launched in 2009, the BMW S1000RR sent Japanese references waltzing 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.

A headbutt ? No, a ball !

When in the Hypersport category with a new motorcycle with a 4-cylinder engine, many saw it as a whim from the German manufacturer. So think: a "Behem" in the kingdom of YZF-R1, CBR1000RR, ZX-10R and other GSX-R1000, frankly, it’s not serious! And why not a scooter at Kawasaki ?!

Six years later, nobody laughs anymore: Kawasaki,, released the and above all, the "S1000RR" headbutt turned out to be a shattering headbutt for its rivals !

So much so that some – whose name MNC will modestly keep quiet – have still not recovered, stunned by the hallucinating performance of its modern "4-legged" (distribution by pawls from F1, ride-by-wire, variable intake, etc.) and the sophistication of its assistance: driving modes, anti-skating informed by gyroscopes, anti-wheeling and ABS Racing. At the time, not all motorcycles in the WSBK were so well stocked !

Intelligently in order to improve certain aspects – in particular the exploitation of its rather bestial cavalry -, the S1000RR knows its first …

More powerful by 6 horses (199 hp in Full), lighter by 4 kilos (204 kg all full, more torque over a wide rev range, more agile thanks to its optimized chassis and its "closed" front axle, but also more sophisticated through components snatched from the luxurious HP4 (state-of-the-art electronic control unit, hyper-precise angle sensors, semi-active suspensions and optional "Downshit" shifter, etc.): the S1000RR 2015 shifts all the sliders to the "+" (read our detailed technical point on page 3) !

What to continue to panic the competition? MNC wanted to ensure this by taking advantage of the launch of the new tire to go behind its half-handlebars – widened by 5 mm – on the roads and the circuit of Almeria (Spain).

Unfortunately, the brevity of our road travel (around 80 km), bad weather and less sporty tires than the original one (Pirelli Diablo Supercorsa SP, Metzeler Racetec K3 or Bridgestone S20 Evo as standard) ultimately did not allow us to gauge all of his progress in detail … Nevertheless, several elements of response were clearly drawn during this initial contact … some of which were essential !

Static: more stylish and more polished

Visually, the new BMW S1000RR 2015 differs from its predecessor by small changes, the most obvious being the reversal of the position of the front headlights with asymmetric design: now the low beam is on the right and the main beam on the left.

This asymmetry dear to BMW is intentionally less marked, especially in the lower part. Some will appreciate it, others will not fail to see a certain form of "Japaneseization" … Between the optics, the air inlet is enlarged in order to supply an air box which has also become more voluminous at the performance benefit. The engine guard is sharpened, as are the aerodynamic side fins.

The screen has been reviewed in the wind tunnel for better aerodynamics … but only in the "dab" position, given its low height! The rear part, tapered and raised, remains stylistically very close to the previous model. The LED light terminated by two fork-shaped tips is identical to the space available under the passenger seat: minimalist !

Finally, the exhaust evolves in depth: exit the short low exit and place a long silencer in the lateral position. Visually less seductive, this massive exhaust, on the other hand, contributes to the gain in power. Another advantage drawn from its "maousse" format: the unsightly plenum chamber disappears (read our Technical point).

And if these technical considerations are not enough to convince, the sound delivered by this silencer will quickly make you forget its questionable appearance. Rocky at will, the soundtrack of the S1000RR 2015 sticks shivers from idle, a reaction that has become very rare today in the original configuration because of the continuous tightening of standards..

The slightest boost reveals a promising lack of mechanical inertia, punctuated by muffled snores from the airbox. Deep, almost intimidating when the gas resonates on hard surfaces, the sound becomes downright enjoyable when the gas is cut because the drop in speed is accompanied by marked cracklings and "old 4-legged" borborygmes with the altered exhaust !

Intoxicated by this major 4-cylinder symphony, MNC decided to immediately propel German engine manufacturers to the rank of true mechanical conductors! More seriously, this careful acoustics commands respect and underlines BMW’s mastery in this area. Because the air of nothing, an engine which "sings" right, it is sometimes a motive of purchase all by itself !

After hearing, it’s the sight to be charmed by the S1000RR thanks to a quality of construction and finish revised upwards in 2015. The electrical network is better integrated (especially between the motor and the head shock absorber), the plastics fit together perfectly and the welds are more polished.

Only the rear frame in square-section tubes is a bit trivial, while the lack of crutch lug, clutch lever spacing settings, angled valves or even adjustable footrests is a bit ticking. on a motorcycle of this standing.

Because the S1000RR is a "real" BMW, top of the range from its aluminum tank to its fully adjustable suspensions through its triple tree milled in a block of aluminum. Without forgetting its Brembo radial calipers, its braided hoses, its perforated plates or its oscillating arm in polished aluminum "King Size" format. !

Small "Behème touch": a hyper complete and readable instrumentation, as well as heated grips and a cruise control are … optional. Because in terms of options too, the S1000RR is a "real" BMW: its list of optional equipment is as long as the straight line of the Castellet circuit. !

In terms of equipment, the lack of which is regrettable in series, we can mention in particular the shifter and forged rims. All the more annoying that Yamaha for its part installed splendid magnesium wheels on its, equally – or even more – alluring in terms of sophistication and performance (199 kg and 200 hp) and not more expensive for equal equipment.

The Japanese indeed appears at 18,499 euros against 17,450 for the German, lacking in this basic version of the high-end traction control "DTC" with tilt sensors (as standard, it receives the "simple" ASR anti-slip like the S1000R roadster) and all its driving modes (only Rain, Road and Race as standard).

The purchase of an additional encoder card is indeed necessary to access the "Slick" and "User" modes, the first being specifically designed for track use with smooth (slick) tires, the second allowing the electronics to be programmed " by hand "(read our Technical point). A bit unfortunate at this price level…

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