The new BMW M4 has gained quite a bit of weight – on the motorcycle side, however, the athletes are becoming increasingly wiry: the new BMW S 1000 R has lost at least six and a half kilograms compared to its predecessor and now weighs less than 200 kg. I almost make up for it. Is that why I have so much fun with the Bavarian naked weapon?
There is one thing in common with the BMW M4: One of my two test machines has neon yellow (or neon green, that’s probably in the eye of the beholder) color effects, my test M4 was completely painted in neon. Less neon, less weight: 199 kg instead of 1.7 tons, so hardly more than a tenth of the weight with 165 hp but almost a third of the power. Something is really going on!
The new 999 cc engine is five kilograms lighter than the old one and a completely new development. More precisely, the four-cylinder engine of the BMW S 1000 RR is a completely new development; the R engine is derived from that of the RR. However, the Shift Cam, the variable camshaft, was not adopted.
Nevertheless, the performance data correspond to those of the predecessor: 165 hp at 11,000 rpm. and 114 Nm at 9250 rpm. They could easily have gotten more power out of the equation in order to cope with competitors like the Ducati V4 Streetfighter or the KTM 1290 Super Duke R on paper. But for them it is not about showmanship, but about drivability, they say in Munich. “You don’t get more on the road anyway, the electronics take care of everything,” is another argument.
Power from below
The fact is: the BMW S 1000 R works with the driver instead of fighting with him. It already has so much power relatively far down that you can gondola on the country road with lazy shifting gear without getting bored, even more from 3000 rpm. are always at least 80 Nm. The torque curve rises gently. Only at about 7000 tours does it make a small leap upwards, that is where the driver internally flips a switch. And of course it’s great fun up there!
BMW has sharpened the character of the S 1000 R. On the one hand lighter and super sporty, on the other hand they have gears 4, 5 and 6 longer. This is good for consumption and for the ears / nerves. On longer journeys it is simply pleasant that the engine now revs lower.
The optional Shift Assistant Pro, i.e. the Quickshifter for upshifting and downshifting, works flawlessly. You can even downshift when you have the gas open. Be it because you have already pulled the gas to accelerate and simply need more speed, or because you simply haven’t turned it off completely. In addition to a smoother and self-reinforcing anti-hopping clutch, the new S 1000 R has, for the first time, an engine drag torque control (MSR) as an optional extra.
Suspension from the RR
The frame and swing arm are based on the S 1000 RR, the motor in the so-called flex frame takes on a much stronger load-bearing function than before. The whole thing is not only lighter, it is also less bulky between the knees. An adjustable handlebar clamp now allows an even more relaxed sitting position. Two positions are available as standard: 0 mm / +10 mm forwards. In addition, 10 mm higher handlebar brackets are optionally available, which can also be rotated by 0 mm / +10 mm in the direction of travel.
The beam swing arm was taken over from the S 1000 RR and the shock absorber with Full Floater Pro kinematics is now significantly further away from the swing arm pivot axis and the engine. This prevents undesired heating up due to the waste heat from the engine.
Part of the dynamic package (1350 euros) is the semi-active chassis called DDC, which allows a little more comfort at the push of a button without noticeably losing precision.
Top electronics in series
The six-axis sensor box, including the DTC traction control and ABS that is dependent on the incline, is standard. The ABS even has its own rain / braking mode with a flatter braking pressure gradient. The three driving modes “Rain”, “Road” and “Dynamic” are always included, “Driving Modes Pro” costs extra and, in addition to particularly extensive setting options, offers the MSR and the “Power Wheelie” function. The dynamic brake assistant DBC (Dynamic Brake Control) also supports the driver during emergency braking maneuvers.
6.5 inch TFT display instead of classic instruments
We also know the display from the S 1000 RR. Depending on your needs, it displays different screens, from the clear Pure Ride screen to a display with inclination, delay and traction control to the optional M display with bar display and lap timer. If a smartphone is connected to the BMW app via the standard Bluetooth interface, it also shows navigation instructions in the form of an arrow. As with most current BMWs, it is operated from the handlebars using the multi-controller and a button.
Great light show
The lights are LEDs all around. As with the S 1000 RR, the rear and brake lights are integrated into the indicators. The front indicators are “hidden” on the fork. Adaptive headlights are available for a surcharge: additional LED modules are switched on in curves to better illuminate the road.
Bottom line
My scales actually showed a few kilograms more this morning than at the beginning of the year. I already feel like a BMW M4. If things continue like this, I’ll have to buy forged wheels or even carbon wheels for the S 1000 R, which adds another 3.1 or 4.8 kg. But then I get well above the base price of 16,990 euros. Around 3300 or 5800 euros. It’s a shame that healthy food is also more expensive.
Why?
Because it’s pretty easy to ride pretty quickly
Because it also goes well with tall drivers
Why not?
If you want top performance on paper, you should drive Ducati
Or maybe …
… Ducati V4 Streetfighter, KTM 1290 Super Duke R, Aprilia Tuono V4, Triumph Speed Triple 1200 RS