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• All things new. But also better?
• Elimination of the front silencer saves three kilos in weight
• Flood of information in the new S 1000 RR cockpit
• Data and measured values
• Brake measurements

fact / Joachim Schahl

23 photos

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There is no such thing as impossible, one would like to think in view of this performance curve.

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… and a fork pushed further through raised (2015).

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Automatic gearshift 2014: It enables upshifts and downshifts without a clutch …

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… The new shift lever allows the shift pattern to be reversed (2015).

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Cockpit 2014: Even more informative: the display of the current and maximum inclination …

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… and delay is part of the race package (2015).

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2014: Stubby exhaust, cast wheels, conventional spring elements and cheap-looking plastic flanks on the tank as well as smoke-colored flaps on the sides of the fairing.

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… Narrower rear, larger exhaust, the rear wheel in the swing arm pushed far back for a longer wheelbase, the fairing nose pulled further forward. Semi-active chassis and forged wheels optional (2015).

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BMW S 1000 RR old versus new.

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Styling: The headlights changed sides on the 2015 model, the air intake is now significantly larger (left).

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Fork protrusion 2014: The vehicle level is increased by a longer strut at the rear …

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… replaces the previous system with throttle cables and sensors (2015).

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Throttle grip 2014: A real ride-by-wire with no mechanical connection to the throttle valves …

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At the beginning of 2010, the S 1000 RR shook the superbike scene with a tremendous impact and seized the leadership role.

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Diversion 2014: Also photographed from different sides, …

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… you can clearly see the longer strut with a different deflection (2015).

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Front silencer 2014: Without the bread box under the engine …

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… the rear silencer had to be larger for the silencer volume (2015).

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Triple clamp 2014: The dimensions have not changed, …

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… but even here at least optical retouching was carried out (2015).

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Armatures 2014: The switches for cruise control and fine adjustment of the traction control are clearly visible, …

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… included in the race package (2015).

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The S 1000 RR came, saw and won. She has successfully defied all attempts to oust her from the throne.

BMW S 1000 RR old versus new in the test

All things new. But also better?

The BMW S 1000 RR came, saw and won. She successfully defied all attempts to oust her from the throne. But the pursuers are getting ready – high time for model updates. Can the competition hope that the newcomer has weaknesses??

With a brilliant surcharge, the BMW has S. 1000 RR upset the superbike scene at the beginning of 2010 and seized the leadership role. The competition was duped and shocked, the corks popped in Munich. But not for long. While the competitors were still pondering what to do about it, they started developing in Munich at the end of 2011 in order to ignite the next level. It now stands next to its predecessor in the form of the new S 1000 RR. And at first glance, it looks like it wasn’t enough for more than an upscale facelift. How one can be mistaken! A closer look quickly shows that almost every component has been touched. Frame, exhaust, cylinder head, electronics – everything new. But really better? It will show.

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BMW S 1000 RR old versus new in the test
All things new. But also better?

New BMW S 1000 RR turns up even more loosely

Compared to its predecessor, the new BMW S 1000 RR revs up more loosely, hangs fine and directly on the gas. The engine works as if purged. The measured values ​​underpin the subjective feeling. If she has swung the biggest pull-through hammer of the superbikes so far, the new one will nibble off a few tenths again. Above all, however, the BMW has also gained strength where there was hardly any herb against it: at high speeds. The air burns brightly. 206 measured PS leave no questions unanswered. Especially not in view of the strengthened center. Because simply adding a few horsepower to the top at the expense of pulling power is no art. This lies in strengthening the entire speed range. Especially at this level of performance.

Anyone who carefully studies the power curve will discover a jagged point in the curve between 11,000 and 11,500 rpm when interference pipes in the manifolds and variable intake stacks come into action. But only there. In practice, this surface-to-surface missile turns up and over this area with such force that practically nothing is felt. In second gear the clock is already 145 km / h and you have your hands full to switch to the next gear in time. The new gearshift is smoothly lined up gear after gear, never ending thrust – huge! And the fact that downshifting is now possible without the clutch, but with small, automatically set double-declutching thrusts, puts the crown on the spectacle. To be clear: There is no world between the old and the new BMW S 1000 RR, after all, a RR like this is already a force. But the new one simply adds a little more. Your engine runs mechanically a little quieter, although its low vibrations, which trickle through the handlebars and notches from 4000 rpm, are more high-frequency, more sensitive.

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Elimination of the front silencer saves three kilos in weight

It has commendably adopted the excellent throttle response from its predecessor. Only when moving off, just above idling to around 2000 rpm, does the old BMW S 1000 RR come off the starting blocks a little more spontaneously. Otherwise, all you have to do is acknowledge the superiority of the new one without envy, which also swallows almost a tenth less with 5.5 liters per 100 kilometers. Changed valve timing, ducts as well as intake manifolds recalculated in terms of shape and length and repositioned throttle valve bodies have just as little effect failed as the new exhaust. Speaking of the exhaust: It creates a sonorous, grumpy sound, where the old woman turns up with a siren-like howl. Every time you take off the throttle, the RR snaps lustfully from the big muffler. The omission of the front silencer saves three kilos in weight and above all moves the center of gravity upwards. Because the Munich-based company has also tackled the chassis geometry and weight distribution. Long live racing! This is where the knowledge that led to the revision of the chassis was collected. Until now, the S 1000 RR was more about stability than nimble handling, but now it turns as if it hadn’t put five but 15 kilograms off. To save the honor, it must be said that the new one was equipped with the optional forged wheels, which should save 2.4 kilos. And that alone gives wings to handling despite the associated 200 mm rear tire (series: 190 / 55-17). In return, the predecessor started with the very handy Conti SportAttack.

The maneuverability does not come from the light cogs alone, it is the overall package of a new frame with a steeper steering head angle (66.5 instead of 66 degrees) and shorter caster (96 instead of 99 mm). For this purpose, the vehicle level was raised by a total of eleven millimeters. Via a fork that has been pushed through, a longer strut with the deflection of the HP4. And – in the case of the semi-active DDC chassis with which the test machine was equipped and which the predecessor did not have for money and good words – with harder springs. 15 mm more wheelbase also shifts some weight to the front, which is also necessary to keep the front wheel halfway close to the ground when accelerating. And the pivot point, which has been lowered by three millimeters, is intended to improve grip. Small things, of course, but all in all they ensure that the BMW now follows the steering commands as jaggedly and accurately as a Prussian officer and steers to the point, even at low speeds. Quick changes in lean angle are noticeably lighter, and from the apex of the bend the new BMW S 1000 RR casually holds the closer line. Only the steering damper interferes a little too much in the action when driving slowly – such as in town. Even on the softest level, it is very tightly muffled. Obviously, this coordination was necessary in order to ensure stability in view of the maneuverability gained, even in tough driving maneuvers and highway boom.

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Flood of information in the new S 1000 RR cockpit

The lively handling, the lively engine, the smooth-running electric throttle – the new BMW S 1000 RR looks like it has been rejuvenated. And those who give it such wings can rely on the support of the sophisticated electronic helpers.

The revised – optional – semi-active chassis DDC brings tight stability and comfort under one roof better than the conventional suspension elements. The throttle valves are now controlled by ride-by-wire. And whoever orders the optional Race Package receives the Pro riding modes. That doesn’t just mean launch control cruise control and pit lane limiter. But in addition to the driving modes Rain (power reduced to 187 hp), Sport and Race, also Slick and, more recently, a user mode that can be freely configured from throttle response to engine braking torque. Above all, however, an improved sensor box for the newly tuned and more finely tuned traction control, which, like the HP4, can be fine-tuned from –7 to +7 using a handlebar switch. She is now much smoother with a lifting front wheel. Especially in race mode, which allows significant wheelies, the intervention of the electronics was always a bit like rodeo. Now the procedure is gentler and a little earlier. The new cockpit comes up with a flood of information that leaves nothing to be desired: Current and maximum lean angles and deceleration can be read off, and by what percentage the traction control also reduces the torque when intervening. And the well-known lap time displays anyway.

The tuning of the ABS was also fine-tuned, which is now supplied by Conti instead of Bosch, which is why the new BMW S 1000 RR does not benefit from the cornering ABS of the HP4 equipped with the Bosch system. Not yet. BMW should be working on it already. But even so, the braking performance is convincing across the board. The brake pump, calipers and pads are identical, but the new one snaps in a much more spontaneous and robust way the first time the brake is applied. Sports drivers will appreciate it. In race mode, the braking distances are on par with the predecessor. Which is not surprising, after all, the focus here is on the short braking distance. In sport mode, which not only focuses on deceleration but also on braking stability, the new one has a clear advantage. Especially when it is wet. There it comes to a halt from 100 km / h almost five and a half meters earlier than its predecessor. When the piste is dry, it’s still just under one and a half meters. Although the rear lifts more sharply at the end of the braking, the ABS regulates noticeably finer until the end. The handover was therefore consistently successful. BMW is only keeping a low profile when it comes to price. But it shouldn’t be too far removed from its predecessor. (+++ Update 3.2.2015: According to the list, the BMW S 1000 RR costs 17,200 euros plus additional costs. +++) The competition can come.

Data and measured values

23 photos

Pictures: BMW S 1000 RR old versus new in the test

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Performance measurement

Power on the crankshaft. Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

There is no such thing as impossible, one would like to think in view of this performance curve. Even in the area of ​​the dent around 11,000 rpm, where variable intake funnels and flaps in the interference pipes start working, the performance does not fall below the level of the predecessor. And while the power drops steeply from 13,000 rpm, the power curve of the new BMW S 1000 RR only flattens out gently. If the significant gain from 11,500 rpm is particularly important on the racetrack, then country road drivers should be happy about the strengthened middle, which spans from 4500 to 10,000 rpm.

Brake measurements

23 photos

Pictures: BMW S 1000 RR old versus new in the test

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Mode settings

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Pictures: BMW S 1000 RR old versus new in the test

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Conclusion

23 photos

Pictures: BMW S 1000 RR old versus new in the test

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Used BMW S1000RR in price comparison

1000PS marketplace app

Early models are becoming more and more attractive in terms of price.

The BMW S 1000 RR is one of the most popular super sports bikes on the used market, which is why dealers keep the availability of new models high. But there are also many early vintages available and their prices are becoming more and more attractive. Here is a price comparison of used BMW S 1000 RR in Germany: used BMW S1000RR in Germany.

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