We tested the BMW S 1000 R: the German bet is a conservative maxinaked with 165 hp, more technology and a little less personality

We have a new BMW S 1000 R and we have already been able to test it. BMW Motorrad's bet in the liter maxinaked segment has been completely revised to be a very interesting option.

Yes, it is true that you have not gotten into the war of crazy power figures, but with 165 hp and 114 Nm of torque For a lighter package with more technology than ever, plenty to enjoy on the road. We tell you all about this naked Bavarian.

BMW S 1000 R: goodbye to asymmetry

In Europe we are a market for wide handlebars. The brands know this, so they strive to articulate ranges of naked bikes for all segments. One of the most diverse is the one that offers BMW Motorrad with four models that have nothing to do with each other beyond design.

The Bavarians offer from the lowest rung with the single-cylinder BMW G 310 R to maxinaked sporty four-cylinder and a power tipper with the BMW S 1000 R, through two two-cylinder models: the parallel twin-cylinder BMW F 900 R and the R 1250 R as the most identitarian option with its roadster style and boxer engine.

All of them have been renewed, and the last to arrive has been the BMW S 1000 R to which we have finally been able to climb. A liter naked derived directly from the sports model of the house, the S 1000 RR, and from which it takes some interesting advances, although not all that one would expect.

But first things first, and we'll start by talking about your esthetic. BMW models have always been motorcycles that stood out for doing things in a different way from the rest (Telelever, Paralever, Dynamic ESA, boxer …), and when they have done things in a mainstream plan they have given them their touch with extremely personal aesthetics.

In this generational change the BMW S 1000 R has lost some of its charm. It is worth noting that the previous cross-eyed front was not to everyone's liking, but it gave it a differentiating note that we no longer find now. What's more, the asymmetrical fronts have almost completely disappeared from the brand.

Now the S 1000 R sports a full LED lighting with a headlight very similar to that of the other roadsters of the brand. A lighthouse that is very technological, which can include optionally curve lighting (Headlight PRO) and that looks modern, but loses that nod unlike any other bike on the market in favor of a more conventional and compact look.

Otherwise it seems that there are few changes in the S 1000 R, but they have played the trick of staying conventional on the outside and changing more than it appears on the inside. Thus the middle zone of the motorcycle gets muscle with a sculpted tank with rounded shapes and prominent radiator end caps that partially cover the fork.

At the rear, the steel tube subframe has been redesigned with a new seat and a tail inherited from the one used by the S 1000 RR. It is less pointed and dispenses with lighting, which is now integrated into the license plate holder with turn signals that also act as parking and brake lights. The tail is a bit bland finished in a rounded shape in smooth plastic.

Visually it is a more compact motorcycle, but it has also suffered an intense diet that leaves a weight reduction on the scale of 7 kg compared to the previous model. It's 198.7 kg with all full They can stay at 195 kg with the M package and can be lowered even further by including the optional carbon fiber wheels.

At a glance we can detect more changes with respect to the outgoing model such as the new alloy wheels, the exhaust line with a bulkier catalyst in sight or a new swingarm with lower reinforcements. But it is still too early to talk about technical issues.

More compact, more aggressive

As soon as we get on the new BMW S 1000 R we see differences and similarities. On the one hand, the pineapples are the usual ones in the German house, of good quality and premium touch, but they are mounted on a handlebar that is practically flat, much lower than before and leaving a very aggressive posture.

Ahead of the handlebar is the 6.5 "fully digital TFT display that is used extensively in the rest of the models and that it would have been strange if it was not mounted on this naked. It has smartphone connectivity, the ability to manage calls and audio, show GPS indications … It also offers a wide range of information about the motorcycle controlled through the rotary knob on the left hand control.

The seat is located at 830 mm height and it allows us to get well with part of both feet on the ground at the same time. Something that is achieved thanks to a fairly wide central part and that will allow us to maneuver easily while standing up, even for someone like me who is not too tall (170 cm).

We turn on the contact by button, the digital screen greets us, we start the four-cylinder and a nice homogeneous purr appears out of nowhere. Round, smooth and at the same time powerful. The unit we tested mounted the optional Akrapovic exhaust in titanium and carbon fiber of the M package. Curiously, it is larger than the standard silencer, but it fits much better and to tell the truth there is not a big difference in terms of loudness. The stock exhaust also makes popcorn in reductions.

We actuate a clutch that is pulling hard and we start riding with the German naked. We do it with the Rain mode activated. The beginning of the test were wet and leaden days so we did not risk it. In the most conservative attitude the BMW S 1000 R flows like a good four-cylinder with a not very vigorous touch at low revs so as soon as we can, we escape from the traffic and head to the mountains of Madrid.

On the way we see what is typical for naked motorcycles: that the aerodynamic protection is nil. The seat, for its part, is softer than we expected at first, although it does not come close to how pleasant that of the Ducati Streetfighter V4 is.

Another of the big changes of the S 1000 R has been the ergonomics and mainly the one that concerns the hands. The handlebar position is more on the attack than comfortable, with the hands quite low and the back stretched out on the tank.

At sustained speed we perceive constant fine vibrations both to the touch in the cuffs and to the sight in the mirrors. This vibration can be uncomfortable because it is present continuously and on the highway the hands end up suffering.

As we left the highway we went directly to the Dynamic Pro mode to meet the new staging of the Bavarian engine. The inline four cylinder has been completely overhauled and its numbers change both inside and out.

The new S 1000 R displays figures of 165 hp and 114 Nm of torque, so there are no big changes from the previous model, or so it seems. If we look at the overlapping curves of both engines we can see how the new S 1000 R offers a much flatter behavior, largely eliminating the peaks and valleys of the previous model.

These numbers applied on the asphalt are an ode to the character of naked motorcycles. The mid-range of revs is devastating, achieving a higher peak torque even than the S 1000 RR but delivered almost 2,000 revs sooner. In a maxinaked we will normally move in a fork between 7,000 and 9,000 rpm, and that is where the German shines.

Both below and above this range there is a lot of fabric to cut. The four-cylinder behaves in a very linear way, with a usable low area and a last section before the cut that subtly fades, although with 165 hp on the road we still think that no need to stretch the motor when cutting.

It is true that the response of the right fist is not too direct, something that does happen for example in the Triumph Speed Triple 1200 RS that we have just tested, and to achieve sudden performance we will have to open with more enthusiasm.

But if there is something that changes in this engine, it is that it helps the behavior has improved significantly. It is 6% lighter than before (58.5 kg), the exhaust loses 10% in weight (11.3 kg including all Euro 5 paraphernalia), the transmission is left 7% in weight (7, 3 kg lighter) and the block is 12 mm shorter. The fourth, fifth and sixth gears are longer: 2%, 4% and 8% respectively to lower consumption, loudness and vibrations, and the entire clutch has been redesigned.

And why haven't they used the ShiftCam engine with variable valve timing? Well, because in the opinion of BMW Motorrad it was not necessary. Being a motorcycle that did not have to look for more power at high revs, they preferred to opt for a less complex system. An identical decision to the one made on the BMW S 1000 XR.

Therefore this propeller has been able to relocate by better grouping the masses and modifying the center of gravity, something that is taken advantage of with a redesigned chassis. The aluminum double girder could apparently be the same, but no. The Flex Frame concept uses the engine as a structural element and, in addition, has been lightened by 1.3 kg.

A set with more changes than it seems

The list of technical changes extends much further. The swingarm now has lower reinforcements, the subframe is visible tubular and the tank area is narrower to favor integration in the leg area.

In addition, the rear swingarm has been delayed with respect to the engine to keep it away from the heat and that this element has a more homogeneous behavior, it has a larger piston (46 mm) and locks up more oil at less working pressure. And the changes do not end there, since the direction has changed its dimensions going to have an angle of 65, 2º to 66º.

With all these changes and the reduction in weight, the BMW S 1000 R has become a motorcycle with a more intuitive and direct behavior. The naked German changes direction with exquisite ease and transitions that are as fast as they are precise. Tread very well at all times providing a great feeling of control reinforced by the position lying on the low handlebar reservoir and also benefited by the forged wheels of the M.

This chassis is also joined by a pair of well calibrated suspensions. It is a inverted front fork with 45mm stanchions and a rear monoshock with 120 and 117 mm of travel respectively, and optionally equipped with electronic regulation.

We liked their behavior for road use, as they are more focused on sports than comfortable use, although in the most conservative modes they do not result in dry suspensions. Only the rear monoshock seemed a bit harsh to us. Leading to the attack they work wonderfully, transmit information and suppress oscillations even when driving over bumps in a curve.

In this new configuration, the good grip of the rear wheel stands out, with very good traction capacity at all times; In the dry we really liked the way to transmit the force to the asphalt, without critical moments and a traction control that enters less than we expected in the wet. It is a dosable motor that also comes with a advanced electronics.

With the Pro driving modes, all the available technology is displayed, including the four modes (Rain, Road, Dynamic and Dynamic PRO), engine brake control (MSR), traction control (DTC) with antiwheelie, ABS Pro with control according to the selected mode and cornering assistance, dynamic brake control (DBC) and Hill Start Assistant (HSC Pro). With all this, the BMW S 1000 R catches up to date and places itself among the best motorcycles in the segment in terms of technology.

For the brakes section, the S 1000 R does not go barefoot either. 320mm dual front disc with radial four-piston monobloc calipers (signed by BMW but manufactured by Hayes). There is not much stopping power on the first ride and you have to push a little more than we might like, but in return the lever offers a measurable feel. The rear brake for its part is a good support when entering the curve but with little deceleration capacity (220 mm disc with single piston caliper).

BMW S 1000 R: the German vision of the maxinaked

Speaking of economy, the BMW S 1000 R has left us a data of 6.6 liters per 100 km, in the average of what is expected for a liter engine and with little aerodynamic work, but it could be improved in any case.

The BMW S 1000 R is a more muscular and effective motorcycle. The weight / power ratio has been improved and effectiveness has been sought by saving kilograms on the scale instead of putting the propellant in the gym. It is also more than remarkable the evolutionary leap in technology and that on the other side of the scale has lost personality with a more conventional aesthetic.

With all this, the BMW S 1000 R is a more balanced motorcycle that has sought an extra sportiness by drawing on the heritage of the S 1000 RR, a more aggressive stance and war colors Of the brand. In Racing Red it is the basic finish and it is quite bland; in gray-black-yellow it corresponds to the Sport finish and with the BMW M colors you have to climb the M Package.

The starting price of the BMW S 1000 R is 16,370 euros, a fairly affordable figure taking into account the level of finishes, performance and technology that it equips as standard. The new Suzuki GSX-S1000 costs 13,695 euros (much less equipped and somewhat less powerful, in addition to being a somewhat outdated concept), the KTM 1290 Super Duke R starts at 19,900 euros (more powerful and more equipped as standard), the Yamaha MT-10 SP is placed at 18,499 euros, 16,999 for the Aprilia Tuono V4 and, on a more conservative level, the 14,200 euros for the Honda CB1000R.

Now, to complete the equipment of the naked German you have to pull packages and accessories, and as usual at BMW Motorrad, they are not cheap. In the case of the unit that we have tested, the configuration was as follows:

• Package M (3,408, 68 euros): white / M Motorsport, forged wheels, sport seat, Akrapovic silencer, M GPS-Laptrigger, M chain and M battery.
• Comfort Package (839, 99 euros): USB, heated grips, keyless start and cruise control.
• Dynamic Package (1,400, 01 euros): Shift assistant PRO, keel, PRO riding modes, electronic suspensions.

With this, the price to pay of the BMW S 1000 R would be of 22,018, 77 euros, and there are still other interesting optional elements to be included that other models have as standard, such as the Headlight PRO headlight with adaptive lighting (359, 13 euros) or tire pressure control (286, 08 euros). If we already want to spin very fine we can opt for carbon fiber rims at 2,556.51 euros a couple.

BMW S 1000 R 2021 - Assessment

7.2

Motor 8 Vibrations 6 Change 8 Stability 8 Agility 8 Front suspension 8 Rear suspension 7 Front brake 8 Back brake 7 Pilot comfort 6 Consumption 6 Finishes 8 Esthetic 6

In favor

• Muscular engine
• Attack stance
• Lightness of the whole
• Good finishes

Against

• Has lost personality
• Handlebar vibrations
• Package prices
• Mirror position

BMW S 1000 R 2021 - Technical sheet

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Topics

• Naked
• Testing area
• Bmw
• BMW S 1000 R
• Motorcycle news 2021