Launch report: BMW S 1000 RR

BMW personnel freely admit the company's historical version of a sportsbike has often been more about creative cataloguing than anything else. That's not an indictment on product, more so BMW's taxonomy.

But the company now has a formal 'rescue' package in the form of its all-new S 1000 RR, which is now on sale nationally and was recently introduced to the local motorcycle media at the Phillip Island grand prix circuit.

As well as this track-focussed yarn, the Bikesales Network will also follow up with a full road test in the next few weeks.

The in-line four-cylinder machine, which made its world superbike debut last year in the hands of Aussie Troy Corser and Spaniard Ruben Xaus, is set to become a new point of reference in the one-litre superbike class, mainly due to its extraordinarily refined - but supremely easy to use - electronics suite, which includes Race ABS and Dynamic Traction Control (DTC).

But that's not to say the engine, chassis, brakes and suspension don't exude class in their own right. They do, but these days they are the staple of one-litre sportsbikes, aren't they?

This bike's name is already up in lights because it's all about offering supreme traction, but in a system that isn't too obtrusive and one that benefits riders across all skill levels. For a thoroughbred sportsbike that's quite a stimulus package.

The S 1000 RR has been about four years in the making from conception to volume production, and is now the company's new flagship.

PRICE AND EQUIPMENT
Locally, the BMW is available in two configurations: the S 1000 RR for $21,900, and S 1000 RR Sport for $24,400, the latter including Race ABS and DTC as standard.

BMW has tweaked its initial classification a little, as it was originally going to offer only the S 1000 RR, with Race ABS and DTC available in its options package ex-factory.

But because the take-up rate on the Race ABS and DTC was so high -- 98 percent of original orders -- BMW decided to add a new model: the aforementioned S 1000 RR Sport, which was the bike that we rode at Phillip Island.

With Race ABS and DTC now removed from the options package, it leaves only an anti-theft alarm ($505) and a motorsport colour scheme ($765) on that list.

The motorsport colour scheme (white, red and blue) is the same livery as Corser's world superbike machine, and is already outselling the other colours - mineral silver metallic, thunder grey metallic and acid green metallic -- by a 2:1 ratio in Australia. It's now a matter of how fast the BMW factory in Berlin can pump them out.

There are also a number of accessories from the HP catalogue to individualise the S 1000 RR even more, including an exhaustive list of carbon bits. There are also tank and rear bags, and Akrapovic muffler, windshields and a fall sensor.

One of the bikes at the launch was fully blinged with HP bits, as well as the Akrapovic muffler, and it looked - and sounded - a treat.

If I was taking ownership of the S 1000 RR, I'd definitely replace the dowdy-looking plastics shrouds around the tank with the carbon variety. The plastic shrouds are a mismatch with the rest of the bike, which is superbly finished. 

In most other markets, a quickshifter for clutchless gear changes is on the accessories list, but not Australia where it comes standard on the bike. How long before all the others follow that lead?

Both S 1000 RRs come with the quickshifter, and there are four different riding modes -- Rain, Sport, Race and Slick -- which work in concert with the DTC and Race ABS to produce a sportsbike that just oozes functionality at a level we haven't seen before.

I could devote chapters to the electronics, but in a nutshell Rain is good for only 150hp peak power, and the other three modes provide full output from the 999cc liquid-cooled DOHC, 16-valve four-cylinder engine, which produces a very impressive 193hp at 13,000rpm and 112Nm of torque at 9750rpm.

The DTC matrix is quite complex, and has different maximum lean angles for acceleration: 38 degrees for Rain, 45 for Sport, 48 for Slick, and 53 for Slick. Other than for Slick mode, there is "wheelie protection" - but of course the DTC can be deactivated if you're feeling a tad stifled.

Race ABS weighs just 2.65kg, incorporating four pressure sensors and a rear wheel lift-off detector.

In the Race and Slick modes, the rear wheel lift-off detector does not intervene in the braking action, and in Slick mode the ABS no longer cuts in when actuating the rear brake.

The S 1000 RR's nervous system is controlled by Controller Area Network (CAN), which regulates the instrument cluster, ABS and engine control units.

The bore and stroke ratio (0.621) for the S 1000 RR is easily the lowest in the one-litre 1000cc sportsbike class, which BMW says "provides the foundation for an absolutely outstanding high-output power unit with supreme performance at all times".

Despite the large bore size, the engine width at the crankshaft is only 463mm. The engine has a 180-degree crank for a consistent firing distance at all times.

The intake valves are 33.5m, and the exhaust items 27.2mm. The cam followers on the S 1000 RR are a featherweight 11 grams, with the inlet units placed on the inside of the cylinder head for a more compact design.

Compression is 13:1 on the ride-by-wire 59.8kg engine, and it has a slipper clutch and four-into-one 12kg exhaust system.

To improve the torque curve, the S 1000 RR has variable intake manifolds. Depending on speed and power required, a motor fitted on the airbox varies the length of the manifolds.

BMW claims a wet weight of 206.5kg in road trim, which includes ABS and DTC. It has an aluminium bridge frame made up of four separate castings, and fully adjustable Sachs suspension, where compression (low and high speed) and rebound changes can be made with the ignition key, clearly specified by numbers from one to 10 -- no more counting 'clicks'. For the record, BMW issues three keys with the S 1000 RR - two normal and one wallet.

The compression and rebound areas are also colour coded for even more functionality, with BMW providing some basic settings for the different riding modes.

The front brakes are Brembo radial mounted, but with a Nissin master cylinder. The aluminium wheels are a 10-spoke pressure-cast design fitted with Metzeler Racetec K3 rubber.

ON THE TRACK
Start from the basics and work your way up.  It's a well-worn statement, but one that made a lot of sense at the S 1000 RR launch.

All riders at Phillip Island - even the cream of the crop such as Steve Martin and Kevin Magee - began the first session in Rain mode, which was still an ideal way to get a feel for the bike without the 'worry' of 193hp - DTC or no DTC…

But what certainly stood out for me during the first few sighting laps were the procession of asymmetrical headlights (or the so-called split face) in my rear view mirror. While some people proffer that it's the work of a loony design team, it certainly ensures a unique look, all a part of a body and design exercise which BMW says is almost "reminiscent of a hungry animal ready to pounce at any time".

There's no doubt the S 1000 RR is a slender bike, especially through the waist and tank. And that's a boon for the whole turning and change of direction caper, where riders can really grip the tank for extra leverage.

I've already proffered that the chassis, brakes and suspension on the S 1000 RR display the typical sportsbike flair, and certainly the main intrigue at the launch was becoming more intimate the different riding modes.

As a rider toggles through the settings, via a nifty handlebar-mounted switch, the throttle response becomes more direct and the DTC takes becomes less of a party-pooper.

In other words, DTC cuts in at a very early point in Rain mode, but in Slick mode the S 1000 R considers the much greater level of grip of provided by slicks (or very sticky treaded tyres like the Metzeler Racetec K3 on the bike at the launch) and "enables the rider to choose all-out racing performance".

So much so that Martin, who moonlights as the official test rider for the factory's world superbike team (as well as being the world endurance champion on a Yamaha YZF-R1), reeled off a succession of searing laps at Phillip Island in Slick mode with DTC and Race ABS on (both can be turned off).

"The beauty of the BMW electronics, particularly in the Slick mode, is that it still allows a rider to slide and spin a bike up, which is necessary to help it steer," said Martin. "I've ridden on some other traction control systems where that's not the case, and that's when handling becomes an acute issue."

That is, riders can still go into a 'creative' brake drift to execute their plans and expedite change of direction.

However, even though BMW's DTC pushes the limits of sophistication, it can't redefine the laws of physics. Just ask Ruben Xaus, who crashed his racebike four times during the recent world superbike round at Phillip Island, and eventually sat out the races because he was "disorientated".

I for one wouldn't even bother switching Race ABS or DTC off -- it just doesn't make any practical sense, especially when they work so well.

And that rings even more true on the road, especially with the abundance of extra nasties that can catch  a rider out.

The mid-range on the S 1000 RR is certainly generous, but it's the top-end where the real bounty is. It all kicks off about 10,500rpm and continues to surge past the 14,000rpm redline, so the next click through the close-ratio gearbox ensures the bike never comes off the boil. It certainly makes for an intoxicating ride, in an environment where sportsbikes really come into their own.

At my moderate Phillip Island pace, I found the standard gearing a little too tall, and I'd be looking at adding a tooth or two onto the rear sprocket for track days.

While we're talking about high speeds, to enhance the aerodynamic effect BMW has made openings in the windshield to reduce "any undesired swirl effect". It seems to work well enough, although at places like Phillip Island cross winds are sometimes as much of an issue as head winds.

But I have to say that after spending the last two days with the S 1000 RR on public roads, it's added another gold star to its name.

It hasn't made my wrists fall apart, the seat is half comfortable, the windshield does its job, the transmission is faultless (as is the whole powertrain), and the cable clutch works a treat - a super smooth actuation like on Triumph's new Thunderbird cruiser.

Combined with the 'normal' blinker switch and quickshifter, I find it just as compelling on the road as the racetrack - probably a function of my personal tastes, but also an endorsement of the S 1000 RR's versatile nature.

It really is a unique motorcycle, and one that does set itself apart from the Japanese fours. Sure, it has the same engine architecture as Honda, Kawasaki, Suzuki and Yamaha, but it doesn't feel like more of the same - but instead a fresh take on a tried and true formula.

BMW currently has 140 S 1000 RR orders awaiting delivery, and if you were to order a bike today, delivery will be around May.

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

CHASSIS AND RUNNING GEAR
Frame type: Aluminium bridge-type
Front suspension: Fully adjustable Sachs 46mm upside-down forks, 120mm travel
Rear suspension: Fully adjustable Sachs shock, 130mm travel
Front brakes: Twin 320mm discs with Brembo four-piston radial calipers
Rear brakes: 220mm disc, with Brembo single-piston caliper
Wheels: Cast aluminium, front 3.50 x 17, rear 6.00 x 17
Tyres: Metzeler Racetec K3, front 120/70-17, rear 190/55-17

PERFORMANCE
Claimed maximum power: 193hp (142kW) at 13,000rpm
Claimed maximum torque: 112Nm at 9750rpm

OTHER STUFF
Price: $21,900 ($24,400 for S 1000 RR Sport)
Colours: Thunder Grey Metallic, Acid Green Metallic, Mineral Silver Metallic or optional BMW Motorrad Motorsport for $765
Bike supplied by: BMW Motorrad Australia (www.motorcycles.bmw.com.au)
Warranty: 24 months, unlimited kilometres