Launch: 2015 BMW Motorrad S 1000 RR

When BMW Motorrad entered the superbike market in 2008 with the S 1000 RR, its objective was to acquire a quarter of the sales in a market which at the time was about 100,000 bikes sold worldwide per year.

To do that it had to manufacture a machine that set new boundaries and records -- and that it did. Instant successes in various national championships in the first year and a foray into the Superbike World Championship gave the Beemer a high profile. Seven years later BMW has achieved that objective, notwithstanding the fact that the 1000cc sportsbike market has contracted massively in that time to about 44,000 units.

BMW Motorrad hasn’t rested on its laurels though: it hasn’t given us new paint jobs year after year but instead really pushed the boundaries with updated engines, frames, electronics and highly advanced models like the HP4. However, there's a new competitor in the 1000cc class this year in the form of the new Yamaha R1(M), and to keep the Japanese at bay BMW Motorrad decided to up the ante even more.
At first glance the S 1000 RR looks similar to the 2014 model, but a closer look reveals a new fairing with a more aerodynamic nose and slimmer lines. The airbox has also been redesigned to improve flow to keep cool, fresh air feeding the throttle bodies for more power. The engine has never been slow but an increased power output of 199hp (146kW) at 13,500rpm has been achieved. More importantly, BMW has added another 6hp through the mid-range, right in the fat of the power. This improves rideability and allows a much more linear power delivery which makes this engine even easier to use than it already was.

The ride-by-wire throttle bodies are now fully electronic with no mechanical cable assist. This alone is big news as it allows more advantage to be gained from the system. It can now be used to 100 per cent of its capacity, but more on that later. The chassis is also very different with not only altered geometry but a claimed improvement in edge-grip handling and bump-absorption. The changes have also been made to minimise wheel lift on corner exits.

The ECU is full of rider-assist programs and gadgets that have only been a dream for road riders up until this point, and includes a pit lane speed limiter, launch control and clutch-less gearchanges both up and down.

The dry weight is a staggering 178kg, which is amazing when you consider the amount of technology that has been jam-packed into this motorcycle.

2015 S 1000 RR IN BIKE SHOWROOM

All the hype is one thing but sometimes hype is just that. I was keen to get on the bike and see if it was possible to improve a bike that has been the king of superbikes in recent years. Phillip Island was the perfect place to test the new S 1000 RR with its high-speed corners mixed in with a couple of heavy braking zones. It’s a circuit that easily shows any weakness in handling and speed.

On top of that it was an ideal scenario for me, as I rode the original S 1000 RR at the launch there in 2010. I was still racing professionally then and managed a lap time of 1:40 in completely standard trim (including tyres), so to get the chance to test the new model on the same piece of tarmac was gold.

My first impression was just how comfortable it is. It’s the sort of bike that once you jump on it, you feel as if you have owned it for a lifetime. I couldn’t help but notice the cruise control button and the heated grips, and I started to wonder if I was on a cruiser…. However, as expected the bike turns and leans like a superbike, and when I accelerated the thing took off like a missile. It’s a very neutral handling bike, which is not a surprise as that’s what most manufacturers aim for nowadays.

On the first few laps I concentrated on riding around not at warp speed but in the high 1:40s (Ed: that's warp speed for me…) as I wanted to get a feel of how the bike behaves not just for pro riders, but across all skill levels. I came in completely satisfied. At those speeds, which equates to a track day rider pace, I didn’t need to play with the electronic settings and it wasn't too soft or hard: it just worked.

There are five riding modes on the S 1000 RR: Rain, Sport, Race, Slick and User. Initially I was in Sport, and I also tried the rain map which impressed me a lot. Even in the dry Rain is a useful tool, especially if you're new to the track or looking to gain confidence.

Using the full ride-by-wire throttle bodies, the power parameters are adjusted by the lean angle of the bike. On full lean angle you get a certain amount of power, but if you then hold the throttle flat or twist the throttle unintentionally it doesn’t accelerate until you start to decrease the angle of lean. In other words, the electronics are doing the throttle management for you. There is still plenty of mumbo in Rain mode up top though, as it's set at 187hp which is a lot more than the previous model.

The Brembo front brakes are powerful and require little pressure to slow the bike down. The anti-lock braking in Sport mode is more road-orientated, which means it does react earlier on the track. If that was as good as it gets you would turn it off for the track, but as I would find out later the anti-lock braking works perfectly in Race and Slick modes.

In my second session the aim was to drop my times down to the low 40-second mark and use Race mode, which is a setting for fast road riding and basic track work where grip is not optimum. Once again my bike, which was fitted with the electronic Dynamic Damping Control, worked extremely well but as I approached the 1:40 mark I could start to feel the bike run wide through the fast left-hand turn three (Stoner Corner).

The traction control was also starting to cut in a bit too much for a pro rider and I felt some harshness from the suspension. A quick on-the-fly change to Slick mode released the traction shackles, but I felt I was still being held back. However, there is another button on the handlebar that I hadn’t used yet: traction calibration button. This button allows you to fine-tune on the fly, and that’s just what I did. There are more aggressive and less aggressive settings, and I wound the traction off another four clicks.

For the first time on a production bike, this setting felt ready to race! I could spin the rear and yet have the support of traction control in the background. It felt like I was on a real superbike.

As for running wide, I felt the bike was too high at the front, and the BMW technicians confirmed my bike was two lines harder on preload than standard. I put it back to standard and the S 1000 RR remained glued to the line from that point on.

Dialing the harshness out of the suspension was a matter of working through the dash and tuning the clickers electronically. I actually took some rebound off the back to stop it packing down, and taking the preload off the front helped out there. Now when I say clickers, don’t get confused as there are no shims inside this motorcycle suspension but instead electronic valves. These valves open and shut depending on the electronic impulses they receive, and BMW Motorrad is the only motorcycle manufacturer using this technology – for now.

The Australian-spec S 1000 RR comes with gearshift assist, which not only allows clutch-less upshifts but also downshifts with an automatic blipper. If you haven’t used this system before, trust me it’s not a gimmick. It allows you to be smoother on the brakes as you don’t have to blip the throttle or reach for the clutch. It works very well, but not quite as good as the system that was once used on the $250K BMW factory superbikes. Funny about that…

The Pirelli SP Corsa tyres certainly help to complete the excellent S 1000 RR package, and at no time throughout the test did I have an unexpected moment. That’s pretty good considering the thrashing they were given.

In my final session, I didn’t think I would be able to beat my time from the last launch as I haven’t ridden competitively for a while now, but I set off with that time in mind. With the handling close to the mark, Slick mode and minus four on the traction setting, I dipped into the 1:39s on a street bike with mirrors. To put that into perspective, in the world superbike round at Phillip Island in February the top riders were circulating just five seconds faster on bikes that had completed full pre-seasons and were cherry ripe for competition.

There is a massive range of accessories available for the S 1000 RR, from different screens to forged wheels. They even have a tall seat option for the big people out there. And if you think you need more than 199hp there is also a 215hp mill available as a complete unit straight from the factory.

I always try to find a weakness on these new superbikes and it seriously gets harder every year. But if I could ask for something it would be for a little more torque down low to mid-range. The footpegs are also little slippery when being ridden on the limit, but other than that I couldn’t fault too much on the S 1000 RR.

It's the attention to detail I like on the 2015 model. BMW Motorrad has really sought input from everyone to develop the new S 1000 RR, from those at the peak of their powers to track and road riders -- all sizes and skill levels. Even the beautifully styled standard pipe has a screwed-on decibel plate that can be unscrewed for race track use. It’s born ready to race.

ELECTRONICALLY SPEAKING
These modern superbikes just about require a degree in science to get your head around the electronic aids, and the S 1000 RR is no different. I am an advocate for quality electronic packages though, as they do save lives and minimise accidents. The Australian-spec S 1000 RR has

PERFORMANCE
Claimed maximum power: 199hp (146kW) at 13,500rpm
Claimed maximum torque: 113Nm at 10,500rpm

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

CHASSIS AND RUNNING GEAR
Frame: Aluminium Bridge frame with engine self-supporting
Front suspension: 46mm upside-down fork, fully adjustable, 120mm travel
Rear suspension: Horizontal monoshock , rebound and preload adjustable, 120mm travel
Front brakes: Dual 320mm discs with four-piston calipers
Rear brake: 220mm disc with single-piston floating caliper
Tyres: 120/70-17 front, 190/55-17 rear

OTHER STUFF
Price: $22,990 Australian-spec
Colours: Racing Red, Black Storm Metallic , BMW Motorsport
Bike supplied by: BMW Australia,