Table of contents:
- BMW S 1000 RR: revolution more than evolution
- A sweet beast
- NASA electronics to make more than 200 hp affordable
- The BMW S 1000 RR wants to be crowned again
- BMW S 1000 RR 2019 - Assessment
- BMW S 1000 RR 2019 - Technical sheet
We could not resist. There was not the slightest hint of an excuse when from Germany an unwaivable call came to us: they wanted us to try the new 2019 BMW S 1000 RR in the portuguese circuit of Estoril, so we put on our leathers, the helmet and we hit the track.
Since its launch in 2009, a decade has passed and the BMW S 1000 RR has finally introduced a long-awaited and significant renewal. More powerful than ever, more specialized and lighter, this is one of the Superbikes that were most eagerly awaited by the most burned out riders.
BMW S 1000 RR: revolution more than evolution
When the BMW S 1000 RR first hit the market in 2009 He did it with a clear premise: to renounce the principles inherent to BMW (Telelever, Paralever, boxer, cardan …) to make a more conventional motorcycle but one that would revolutionize the panorama of super sports cars. And he did.
The first double r did so well that throughout these 10 years of life it has hardly changed more than some updates (the most important in 2015), they have been sold more than 80,000 units all over the world (which are already for a liter supercar) and it has been proclaimed as a definitive weapon and still in force in most national championships. But it was not enough, it was time to change.
Outwardly, they have sought to create a much more compact, modern motorcycle that maintains at the same time the identifying features of BMW. With sharper and sharper lines, the new stands out full LED front light signature so light that you no longer need to resort to the asymmetric look of the previous models, also leaving room for a gigantic air intake that in person appears even larger and multiple aerodynamic details.
In the rear there are also changes and the tail is much smaller, narrow and tapered, in which for the first time the taillights are not integrated. For this BMW S 1000 RR the engineers have taken the practical way and they have unified in the indicators the position and brake lights making an almost racing bike with little effort. By removing license plate holders and mirrors, you leave the bike only with the headlights, everything else is saved.
Although it is a more technological motorcycle, more powerful and more equipped than ever, the BMW S 1000 RR is at the same time the lightest. With 197 kg with all fillings done No less than 11 kg have been left on the road, of which 4 kg correspond to the engine. In the case of the option with the M package, this weight reduction goes up to 14 kg.
A sweet beast
We jumped on the Germanic beast, started and headed the pit lane of the former World Cup circuit. The ergonomics is very different and the S 1000 RR feels noticeably smaller. It is more compact and the intermediate zone makes us feel much more integrated into the bike, emphasizing the feeling of control.
Submerged in the warm melody of the four-cylinder, we began to trace the curves of the Portuguese track and, we must admit, the footprint of this bike is superb. For ergonomics, position and geometries, the S 1000 RR falls into the curve intuitively fast, even while holding the brakes to the apex. Once in the curve the stability is superb maintaining the composure in an impeccable way. With or without gas, precision is fantastic even when the front wheel loses contact with the ground, aided by a steering damper.
About the section motor we could spend days talking. There is not a single screw that is shared with the impeller of the previous model even though the same internal dimensions are shared. In Munich they have done the rest to create a heart that, using the same inline four cylinder scheme, offers a behavior that would be able to cope with the batch of modern V4 engines and the Yamaha Crossplane that 'simulates' this arrangement.
With 999 cubic centimeters and internal dimensions of 80x49.7 mm, the Germanic tetra produces a whopping 207 hp and 113 Nm of torque, but in a much more progressive way than in previous models. It is an engine that stretches, stretches a lot and with an unbridled rage that even on the long Estoril straight makes you think twice before screwing in the throttle to the stop.
The good thing about this new engine is that it is a plant that, although it puts the limits of reasonableness in check, does offer a linear delivery and very full from below which is not surprising; it pushes a lot, but all the damn time. This change in power delivery is directly related, in addition to the character of the engine itself, by the new variable distribution system ShiftCam which debuted earlier this year with the BMW R 1250 GS.
Acting on the intake camshaft, two pairs of pins actuated by an electromagnetic device move a double set of valve lifters in 6 milliseconds when the engine rises or falls below 9,000 revolutions per minute. With this change up to 9,000 rpm the engine is considerably fuller in the low and middle zone and from 9,000 rpm the valves receive a longer opening time, allowing a greater crossover and removing all the artillery available to the four cylinders up to reach 207 hp at 13,500 revolutions.
Translated into real life, this device makes the engine feel full in almost any rev range, highlighting the kick available now between 4,000 and 8,000 rpm with no potholes in power, with over 100 Nm from just 5,500 rpm, and from there unleashing his fury while we spliced marches.
On the Estoril track, which is quite narrow, you have to spin fine, but even so the new S 1000 RR showed that it can circulate practically at the same pace, making sections in a gear above what we would consider ideal because there is always thrust available although the engine fall around. A surprising but effective behavior.
In the brakes section we also have to stop for a minute. A double 320mm front disc bitten by four-piston calipers and commanded by a radial pump with metal hoses seems standard equipment, but BMW has done things their way once again.
Pump brake is Nissin, Brembo discs and Hayes calipers, an unprecedented combination that, according to the brand's engineers, meets the requirements of BMW Motorrad, demanding a set that was capable of having a very specific behavior that no complete set signed by the same manufacturer offered them.
On the track, this combination gives us a solid bite, with a lot of force to stop the speeds close to 300 km / h that we reach on the Portuguese track, but at the same time dosable. Compared to the previous generation Brembo calipers, the Hayes calipers have a less harsh, more subtle first bite, which allows for less critical control while keeping the brake smoothly applied into cornering.
On the contrary, this positive point also has a negative derivative and it is a somewhat spongy feel and, under excessive use, the appearance of some fadding, although it is also true that use on the track could have taken its toll on the pickups ahead of time..
NASA electronics to make more than 200 hp affordable
Electronics is a totally separate world. BMW has once again surpassed itself and thanks to 6.5 "fully digital dashboard that equips and with the rotary control of the left fist we can access a constellation of information and configurations absolutely overwhelming for the common of the mortals.
The polarization of the Superbike can be seen in a BMW S 1000 RR that as standard equips an arsenal with four driving modes (Rain, Road, Dynamic and Race), inertial measurement platform, engine brake regulation, antiwheelie, hill start assist, ABS with cornering brake assist and traction control. Additionally, the Pro modes (Race Pro 1, Race Pro 2 and Race Pro 3) and in each of them you can access even more regulations that in a single day are impossible to explore for most users.
To give you an idea, the traction control is adjustable from a dedicated button on the left pineapple and it does not have 8 positions from 0 to 7, but its performance extends over a total of 15, from -7 to 7. That is, at 0 there is still traction control.
Despite how overwhelming it is to have regulations for practically all the parameters and an amount of information that is impossible to attend to while we apply ourselves on the track, the electronics of the BMW S 1000 RR must be recognized that it is a real virguerity that raises the level of effectiveness and safety above human impulses.
With Bridgestone S21 road-approved tires, the traction control was working on practically every corner exit, but we only realized it when we saw the warning light flash on the dashboard. its acting is smooth and neutral, working in a timid way but maintaining a high dose of effectiveness. We only really notice the performance when driving over bumps or looking for the grip limits of the rear tire. In those moments his performance is remarkable but efficient, keeping both the bike and the rider safe.
Within the electronics, the bi-directional semi-automatic gearbox that is equipped as standard caught our attention a bit. Although its operation at the management level is perfect and it helps a lot not having to operate the clutch lever, there was something that did not quite square us. The operation is quite hard both to go up and down gears and the route is a bit long, which on more than one occasion led us to fail several changes when going up and even lose the foot of the stirrup when we exerted more force than necessary to go down. It may be a matter of getting used to its operation or the system rolling, but it happened in several of the units.
The BMW S 1000 RR wants to be crowned again
In short, BMW has developed a motorcycle with which make up lost ground in the Superbike World Championship in recent years. It is a new bike that has yet to settle to be competitive, but without a doubt it is a more than sharp weapon to defend itself on the circuit.
For a normal user, these types of motorcycles are already taking some dyes that are difficult to explain for those who are going to use them only on the open track, but if what you are looking for is a motorcycle with a infinite push, smooth operation, and electronics that make it easy for you, this is your motorcycle or at least one of the options to consider.
Where there is not much to think about is in the decorations section. The BMW S 1000 RR will only be available in red and we can only vary the aesthetics through two of the three available packages:
- Package M: Pro modes, Motorsport paint, carbon fiber rims, lightweight battery, single-seater seat, machined chassis with adjustment for the swingarm axle.
- Dynamic Package: Electronic Dynamic Damping Control suspensions, heated grips, cruise control.
- Race Package: Pro modes, forged front rim, lightweight battery, machined chassis with adjustment for the swingarm axle.
The units we tested in Estoril were equipped with the M and Dynamic packages and, equipped with the carbon fiber rims, the behavior at the entrance of the curves was simply sensational. We would have liked to be able to test them with conventional aluminum rims for comparison, but it was not possible.
The prices have not been confirmed yet for the brand and there will be a few weeks left, but we have been able to know that as a guideline the BMW S 1000 RR will have a price below 20,000 euros and for the M package it will be necessary to pay about 3,000 euros more. A curious fact because a set of carbon fiber wheels is not exactly cheap and the price of the current S 1000 RR is 19,850 euros.
BMW S 1000 RR 2019 - Assessment
Motor 9 Vibrations 8 Change 6 Stability 8 Agility 9 Front suspension 8 Rear suspension 7 Front brake 8 Back brake 6 Pilot comfort 6 Passenger comfort N / A Consumption N / A Finishes 9 Esthetic 7
- Outstanding engine
- Exquisite electronics
- Almost racing cycle part
- Hard and somewhat imprecise change
- Slightly spongy feel on the brakes
- Less personal aesthetic
- You have to be strong to take advantage of it
- Testing area
- BMW S 1000 RR
- Motorcycle news 2019
BMW S 1000 RR 2019 - Technical sheet
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