2019 BMW S 1000 RR M launch review

Before 2009, BMW and sports performance were rarely used in the same sentence, but all that changed when the company released the S 1000 RR. It took the performance bike market by storm and left the competition scrambling to catch up.

In the 10 years since the RR was released the competition has bridged the gap and it was time for BMW to respond.

And I can confirm it has after recently sampling the all-new offering at the Estoril circuit in Portugal!

In 2009 the S 1000 RR offered a comprehensive list of electronic features. This included clutchless upshift, sports-calibrated traction control and ABS, multiple riding modes and electronic suspension. In addition, heated grips and cruise control meant you had a bike with more bells and whistles than the rest.

BMW’s first attempt at an inline four cylinder 1000cc superbike engine was an instant success, and outclassing the competition in the power stakes was another coup for the German brand.

Since 2009 the S 1000 RR has undergone several model updates, but this is the first ground-up redesign.

One criticism that has always dogged the model has been its front-end feel, or lack thereof. Although not noticeable during general road riding, when on track and chasing lap times this would prove to be its Achilles heel. The culprit, its rigid chassis, offered excellent high-speed stability but did not give the rider enough feedback or “feel” through the handlebars during cornering.

An all-new lightweight “flex frame” has been implemented to address this issue, and the engine is now more closely integrated in the frame as a load-bearing element. A world superbike-style underslung rear wheel swingarm is another new chassis component, while Marzocchi semi-active front forks have replaced Sachs.

Leading the features of the new engine is the “Shiftcam” system. This allows a variation of valve timing and valve stroke for increased power and torque. A triple-section intake camshaft has two cams per activated valve mounted on a shift segment, with one working at partial-load and one at full-load. The shift speed is set at 9000rpm. Variation of valve timing and valve stroke is achieved due to the differing configuration of the cam geometry.

BMW focused on improving the ride ability of the power delivery with a more linear torque curve. Now producing 113Nm at 11,000rpm and over 100Nm from 5500-14,500rpm, overall power has increased 6kW (8hp) to 152kW (207hp).

The world’s first hollow-bored titanium intake valves and a 1.7kg-lighter crankshaft provide a 4kg saving in the engine alone. Hayes four-piston front brake calipers replace the Brembos of old and, combined with new lightweight 320mm disks, another 500 grams of unsprung weight has been stripped. Lightweight alloy wheels as standard save another 1.6kg (lighter forged and carbon wheels are also available).

Overall weight reduction is 11kg (14.5kg with the premium 'M Sport' Package), while width has been reduced by 30mm for a more relaxed ride position and ease of movement.

Electronics have been extensively improved, too. There is a new six-axis sensor cluster, traction control, ABS, wheelie control, the “shift assist pro” (bi-directional quickshifter) and engine braking have all been further developed.

New riding modes Rain, Road, Dynamic and Race are standard. There is also a “Pro Modes” option with three additional configurable modes Race Pro 1-3 for optimum individual adaptation to conditions, as well as launch control and a pit-lane speed limiter.

The myriad features can be viewed and adjusted through the new 6.5-inch TFT dash with excellent readability. It also features a Pure Ride screen as well as three core screens so riders can adjust the display to suit.

In Australia, there will be a four-model S 1000 RR range, which will go on sale locally in June/July 2019. Pricing (excluding on-road costs) and spec are as follows:

For full details of the packages, click here.

After landing in the Portugese capital of Lisbon, a 45-minute drive found us at the Estoril circuit where BMW was holding the world launch. Although the circuit hasn't been used for MotoGP competition since 2012, the 4.18km layout is still a world-class facility. Greeted by a row of sparkling new M Sport-spec S 1000 RR machines at a circuit I’ve never ridden made for a “pinch myself” moment.

Visually the bike looks less BMW. Gone are the trademark asymmetric headlights, and bodywork shapes have been softened.

S 1000 RR chief engineer Claudio De Martino gave us an introduction to BMW Motorrad’s new pride and joy. He explained the intention was to build a motorcycle that would be lighter, faster and stronger. How much faster? On track, BMW wanted a minimum of one second a lap compared to the previous model. This may sound conservative until you remind yourself that the existing model was, until now, the class leader.

Having completed thousands of circuit kilometres on the previous S 1000 RR, as well the limited-edition HP4 Race, I had a solid yardstick for comparison.

BMW had ex-GP racer and now company development rider, Jurgen Fuchs, on hand to lead us around for a circuit familiarisation session. It wasn't so much a “learn the circuit” but more a “grit my teeth and try to keep up” as the German rider set a cracking pace from pit exit.

From my first lap there was no mistaking this is a hugely improved motorcycle. Firstly, the resistance on corner entry of old is gone: the new bike steers with the accuracy of a surgeon’s scalpel.

It’s more agile thanks to being smaller in size and lighter in weight. Flatter/wider handlebars were not only more comfortable, but also provide leverage for effortless steering inputs. Turn entry wasn't the only improvement.

Once reaching the corner’s apex, completely off the brakes, it would continue to steer where the old had a tendency to push you wide. This ability to finish the turn finds you in a better track position for corner exit, allowing you to apply the throttle earlier.

Low to mid-range engine response has greatly improved, too. Thanks to the shift cam, this gain in grunt hasn't come at the expense of less top end power. In fact the engine howls through its rev range, pulling hard all the way until its 14,600rpm limiter (up 600rpm).

The Hayes braking package doesn't offer the initial bite of the Brembos, but gives a more progressive lever feel during application.

On circuit, the S21 treaded Bridgestone tyres lacked the grip level required for track work on such a cutting-edge motorcycle. During hard acceleration the rear tyre would often let go, causing the traction control system to intervene.

From previous experience, I know how well the S21 is as a road/rain tyre (and it will be perfectly fine as the OEM tyre in Australia), but on track it was holding the new S 1000 RR back. However, there was a remedy on the way in the afternoon...

And that came in the form of Bridgestone slick tyres. And with the bike and Estoril layout now familiar it was time to push on and learn some more about the BMW’s capabilities.

There was a massive improvement in grip level from the slick tyres, not only during acceleration, but in all applications (however, you can expect similar performance from a high-performance treaded tyre, so slicks won’t be essential to get the best from this bike).

There were no more sudden slips from getting greedy on the throttle, so I turned traction control down from +3 to -3. Powering onto the front straight in anger demonstrated how evolved the latest electronics are. Both rear wheel spin and front wheel lift are mitigated without killing momentum. Although not audible, this reminded me of the race-calibrated electronics found on the HP4 Race – hugely impressive!

The slick tyre’s grip was now causing the rear suspension to squat slightly on the exit of a third gear turn. This made the handlebars respond with a nervous shake until I moved my weight forward to calm the situation.

Tucked in down the long front straight I found the slim-line bodywork and low screen surprisingly effective. The TFT dash was easy to read at a glance, showing my top speed of 306km/h (I later learned the speedo only reads to 306kmh!)

From there it was hard on the brakes for turn one, where the bike was stable as it slowed all the way down to the second gear 80km/h apex.

Switching from Race to Race Pro mode let me firm the electrically controlled rear shock and limit the amount of rear squat. Magic!

So it was all smiles and satisfaction, almost…

Unfortunately I experienced considerable front brake fade. I prefer my front brake lever close to the handlebar but I was forced to set it all the way out to allow for the fading lever. Within six laps it would be almost to the handlebar.

Speaking to Claudio about this he assured me BMW’s optional harder compound race pad would rectify the issue. In fairness the Estoril circuit is particularly demanding on brakes, but this was one weakness in an otherwise incredibly high-performance motorcycle.

BMW has always been known for its reliability factor, and I wouldn't expect any less from this model. Attention to detail and build quality is evident, but what stood out most was how easy the bike is to ride – there are no idiosyncrasies or hidden surprises.

From its linear power delivery to the comfortable cockpit, combined with mod cons such as cruise control and heated grips, this is the most user-friendly sports bike I've ridden. It’s also the fastest!

There is no doubt the new S 1000 RR will be high on any sportsbike buyer's wishlist, and those who chose it will not be disappointed.

ENGINE
Type: Liquid-cooled, 16-valve inline four-cylinder
Capacity: 999cc
Bore x stroke: 80mm x 49.7mm
Compression ratio: 13.3:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 207hp (152kW) at 13,500rpm
Claimed maximum torque: 113Nm at 11,000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Cast aluminium bridge-type frame with engine used a stressed member
Front suspension: 45mm upside-down fork, fully adjustable, 120mm travel
Rear suspension: Horizontal monoshock, fully adjustable, 117mm travel
Front brakes: Dual 320mm discs with Hayes four-piston calipers, ABS
Rear brake: 220mm disc with single-piston floating caliper, ABS
Tyres: Bridgestone S21 – 120/70-17 front, 190/55-17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 197kg (M Sport: 193.5kg)
Seat height: 824mm
Wheelbase: 1441mm
Fuel capacity: 16.5 litres

OTHER STUFF
Price: from $23,550 plus on-road costs
Colours: Racing Red, Motorsport (red/white/blue) in M Sport package
Bike supplied by: BMW Australia
Warranty: 36 months/unlimited kilometres