2017 BMW S 1000 XR, S 1000 RR, S 1000 R and K 1600 GT launch review

BMW Motorrad is really clever in the way it goes about updating machinery – even when on the surface it appears there isn't a massive story to tell.

Take a recent update to the F 700 GS and F 800 GSs, achieved via four different seats as well as the option of lowered suspension. On face value that didn't amount to major fanfare, but in the respect of expanding the bike’s target market and responding to the rapid growth in the segment it was a smart move. And there are a plethora of other examples across engine and chassis platforms.

Same smarts, different bikes
I got that same 'always on the move' feeling when Bikesales recently joined BMW Motorrad in Tasmania for the national media launch of four 2017 models: three rapid-fire four-cylinder machines – the S 1000 XR, S 1000 RR and S 1000 R – and the six-cylinder K 1600 GT sportstourer.

There was also a K 1600 GT Sport thrown into the mix, which was the same bike which Bikesales premiered in Australia a couple of months ago.

In terms of major building blocks, BMW Motorrad hasn't dramatically altered any of the models, but the way it has revised its offerings is clever. We'll touch on those throughout the yarn.

After alighting from the Spirit of Tasmania, we punched out about 700km of riding over two days, with ample opportunity to sample all the bikes on a variety of roads and conditions (it was a wet affair for part of day two).

Let's take a look at all four models, starting with the S 1000 XR, followed by the S 1000 RR, S 1000 R and K 1600 GT.

S 1000 XR
As the winner of the 'Adventure Sport' category in the inaugural Bikesales Bike of the Year Award, and then shortlisted as one of our three finalists, we have already sung the praises of the S 1000 XR:

For 2017, the $22,190 machine has not only been adapted meet Euro 4 emission laws – alongside the rest of the launch models – but output has also been increased from 160 to 165hp. We've already said in the past the S 1000 XR is where "performance meets smart ergos", and the 2017 model simply continues the tradition but now with a little extra fizz from the 999cc in-line four.

I was a frequent S 1000 XR visitor on day one, which reaffirmed its sporting instincts, but when the rain came and the riding tempo dropped a notch the bike made even more sense. I selected rain mode, which not only softens the throttle response but trims peak power and torque, and also gained a new-found appreciation for the other standard items such as the heated grips, hand guards and screen. And let's not forget the plush seat.

So not only can you see off just about anything on a twisty bit of tarmac when it's dry, it also looks after you in the wet – that's a real-world machine if there has ever been.

The launch S 1000 XR also came fitted with the optional Touring ($1760) and Dynamic ($1375) packages, which introduces features such as BMW's excellent Dynamic ESA (Electronic Suspension Adjustment), a luggage grid, pannier fastenings, DTC (Dynamic Traction Control), a two-way quickshifter, ABS Pro (cornering ABS thrown into the mix), cruise control and two extra riding modes – Dynamic and Dynamic Pro.

The S 1000 XR felt remarkably composed on the damp roads, especially the rock solid front end – really impressive.

One minor gripe, though: the quickshifter didn't feel quite as silky smooth as the S 1000 R's excellent setup. Not so much under heavy loads, but on a lighter throttle.

However, overall the S 1000 XR's a stunning machine, combining so many good things, including electronics, into such an authoritative short- and long-distance package. Even with the optional packages it's a 26K bike that presents tremendous bang for the buck.

Liveries are Racing Red (no cost), Ocean Blue Metallic Matt ($150) or Light White/Granite Grey Metallic/Racing Red ($765).

Standby for a follow-up review and video on the S 1000 XR in coming weeks.

S 1000 RR
It really is hard to believe that Bikesales first rode the all-new S 1000 RR way back in March 2010 at the Aussie launch – one year after Aussie Troy Corser began racing it in the Superbike World Championship.

Even though BMW introduced the same engine architecture as the Japanese manufacturers, we said at the time it "didn't feel like more of the same" and that's still a narrative we're sticking to today.

Since the 2010 release, there have been minor (2012) and major (2015) updates, with the latter including a 6hp hike, a 4kg weight reduction, a new frame, revised chassis and restyled bodywork.

RELATED READING: 2015 S 1000 RR REVIEW

For 2017 there are three new variants: the standard S 1000 RR ($21,990), S 1000 RR Sport ($23,990) and the single-seat S 1000 RR Race ($25,690). For specs, click here.

The engine, other than now meeting EU4 emissions, is unchanged (199hp/113Nm), while standard equipment across the three models includes a two-way quickshifter, DTC and Race ABS.

The Sport and Race models then add in the programmable and finely tuned 'Slick' and 'User' riding modes (the S 1000 RR has just three riding modes: 'Rain', 'Sport' and 'Race'), as well as cruise control, on-the-fly DTC adjustment, ABS Pro, a pit-lane limiter, launch control, Dynamic Damping Control (DDC) and LED indicators. The flagship Race model then gets lightweight forged wheels and a single seat.

That's a lot to digest, but they are smart revisions, and I'd still happily purchase the S 1000 RR without being too envious of my Sport and Race-riding mates.

Fitting the quickshifter to the base S 1000 RR is a smart move, as it really is superb on the sportsbike tackle – and I knew that before I'd even boarded the Spirit of Tasmania at the Melbourne end!

Another first impression – or simply reinforcing what I already knew – is just how comfortable the S 1000 RR is. In relation to the Ducati Panigale 1299 S which I'd ridden weeks earlier, there was simply no comparison. Hands down, the Beemer wins on every count – and you can actually rest your left arm on the tank for some light relief!

Tasmania is tailor-made for free-flowing sportsbikes, so the S 1000 RR was, understandably, in its element. Performance is outstanding – we could keep up the superlatives for ages -- but I would like to touch on the DDC which is also available on the S 1000 R Sport.

DDC is a semi-active suspension system which reacts automatically to braking, accelerating and cornering on various road surfaces, and then spits out the correct level of damping via electronically actuated proportional damping valves. All these stuff happens in milliseconds, and DDC is also linked to other fast-talking functions like DTC and ABS.

DDC is sensational. The bike is far more settled under heavy braking, it turns better, and just provides a much more solid ride across the board. The system is track-focussed, for sure, but what it provides in a real-world sense is quite extraordinary – BMW'S tireless work on electronic motorcycle suspension is wonderfully evident. And it's all intuitive to use, too.

Colour options for the S 1000 RR are Granit Grey Metallic/Black Storm Metallic (no cost), Racing Red/Light White ($150) or Light White/Lupin Blue/Racing Red ($765).

S 1000 R
The S 1000 R, in terms of the BMW sporting hardware, has received the biggest update for 2017. There are two models in the line-up: the S 1000 R ($19,390) and the up-spec S 1000 R Sport ($21,690). For specs, click here.

Across the whole platform first, peak power has been increased from 160 to 165hp from the original 2014 model, weight has been reduced by 2kg (mostly from the frame), and the fairing is now more streamlined.

In a similar vein to the S 1000 RR, both models get Race ABS, ASC, two riding modes (Rain and Road), a two-way quickshifter, on-board computer and Akrapovic slip-on silencer. The S 1000 R Sport adds cruise control, the Dynamic and Dynamic Pro riding modes, DDC, heated grips, LED indicators, an engine spoiler, pit lane limiter and launch control – for only $2300 extra.

As much as I love the S 1000 XR for its sporting prowess and comfort, the S 1000 R Sport was the bike for me in Tasmania, especially when the rain came on day two.

The combination of the bike's stability – the geometry is rangier than the S 1000 RR's – and the high handlebars is compelling, promoting an extremely tactile machine that didn't flinch on the wet roads. Just bang it in Rain mode and let the bike do the rest, including the DDC in the case of the S 1000 R Sport.

And as Miles Davis, BMW Motorrad's outgoing marketing manager, said at the launch – you learn more about a bike's electronic strengths in inclement weather rather than glorious conditions. And he's spot on, as in the dry the S 1000 R goes about its business like a sports bike – the chassis handles all the stresses that comes with a 165hp machine in a no worries manner – but in the wet it's extremely sure-footed as well, thanks to technology like DDC, ABS and the softer Rain mode.

Because of the extra mid-range torque over the S 1000 RR – around 10Nm more up to 7500rpm – the S 1000 R actually feels more potent on public roads, and the braking on both models displays a level of anti-lock sophistication and calibration that you don't even think about switching the systems off.

The S 1000 R is comfortable, which promotes an instant connection. Start banging through the twisties and that bond will be irreversible, especially as the Akrapovic slip-on delivers a nice roar on acceleration and a crackle on the overrun.

Optional equipment for the S 1000 R is an alarm ($325) and lightweight forged wheels ($1850), and there are a tonne of accessories as well, including bits from the HP range.

To check out the full range of BMW Motorrad accessories, click here.

Colours for the S 1000 R are Catalano Grey (no cost), Racing Red/Black Storm Metallic ($375) or Light White/Lupin Blue/Racing Red ($675).

K 1600 GT
The 2017 K 1600 GT presented a most welcome touring aspect in Tasmania – or that should be sportstouring. Really, we already knew way back in 2011 how good the six-cylinder K 1600 GT was when it was crowned the winner of the 2011 International Bike of the Year (IBOTY), following on from the success of the S 1000 RR in 2010.

The victory was a big deal, as IBOTY has traditionally been dominated by sportsbikes.

In 2017, BMW Motorrad has retained the building blocks that have made the K 1600 GT such a resounding success, such as the hulking 1649cc six-cylinder engine (160hp/175Nm) and the chassis which allows the machine to be more than just resourceful around turns: it steers in a way that blindsides even some of the most experienced riders. Not to mention the braking, acceleration and lean angles!

Instead, styling tweaks have been on the menu in 2017, including revised panels and inserts, updated storage compartments, and there's a newly designed gearbox cover on the left-and side of the bike.

The K 1600 GT now has the same fuel tank as the luxury touring K 1600 GTL, and as an aside it's the only BMW Motorrad model which retains the Duolever front end.

A new feature on the shaft-driven K 1600 GT is a reverse gear, which will set you back $1500 as part of optional equipment.

Standard equipment includes ABS Pro, DTC, three riding modes (Rain, Road and Dynamic), Dynamic ESA, tyre pressure monitor, keyless igniting, two-way quickshifter, hill start control, cruise control, adaptive headlights, daytime running lights, an audio system, central locking across four compartments, alarm and LED auxiliary lights.

BMW says the K 1600 GT is a "Wanderlust on two wheels", and the way that this 334kg machine can be ridden in such an aggressive manner – if then mood takes you, of course – is quite staggering. At the end of day two, I latched onto a freight train of S 1000 R and S 1000 RRs making a swift beeline into Launceston and was able to stay there – in absolute comfort and with the electric screen on the highest setting.

In pure sporting terms the seating position on the K 1600 GT does not lend itself to aggressive riding, but BMW Motorrad has engineered the setup so that the front end feels extremely planted. In Beemer's words that supports "dynamic motorcycling", and we tried our best to live up to that…

The only time I felt a little nervous on the K 1600 GT was tip-toeing down a slippery dirt road leaving our overnight accommodation, but once we hit the tarmac it was quickly forgotten about, with that ultra-smooth engine a boon in the wet conditions.

Sophisticated, dynamic and comfortable – that's the K 1600 GT in a nutshell.

In conclusion
There was a lot to take in over four days, but as an exercise in displaying the ingenuity, resourcefulness and clever packaging of BMW Motorrad, the 'Tasmanian Extravaganza' was an invaluable exercise.

All the models excel in their chosen categories, and it's hard not to be impressed by the vigour, attention to detail and aptitude BMW Motorrad brings to the able. Time after time.

RELATED READING: BMW MOTORRAD IN BIKE SHOWROOM