Motorcycle specifications BMWS 1000 R 2014 To put the road to the limit

nasty! The S 1000 R is nothing less. When BMW enters the hyperfighter fray, it does so with the same determination as when it entered the hypersports segment: to knock everyone out, right away, and slap them back when the others want to get up again. The target: the Tuono V4R, Brutale 1090 RR and the SuperDuke 1190 R orbit. Like the most violent roadsters on the market, the S 1000 R is a close relative of a sports bike. In this case, it's the brother of the S 1000 RR.

same family, same face? Almost, at least enough to instantly recognize the affiliation between the German streetfighter and superbike. With its asymmetrical headlamp unit, side panels with different designs depending on the side, thorny rear end and large technical section, the S 1000 R defends the singularity of the Bavarian clan and immediately asserts its identity. A stroke of the pen redesigns the plastic airbox and fuel tank covers. Look at it, and you've gone from the racetrack to a road full of burnt-out tire scent and piggyback corners. Climb on, the straps are gone, and the handlebars that reach out to you herald high-voltage fighting.

so, yes, we didn't bother with the name at BM. Drop an R and call it a day. Let's not swear... As long as we retain the essential qualities and performance of the S 1000 RR, adrenalin won't stop at a name. It's delivered first and foremost by the big 4-cylinder 999 cm3 engine, which has been significantly reworked, with its revs shortened by 2,000 rpm, and still delivers a copious 160 hp. An enormous amount of horsepower for road use, and one that requires a great deal of composure to exploit. But did BMW's boiler just leave a few horsepower behind when it switched from the sporty RR to the R roadster?
The deal went like this: the S 1000 R engine agreed to lose 33 horsepower in exchange for a stronger torque curve. A little mechanical tinkering (revised cam profiles and redesigned cylinder head ducts), a new BMS-X engine management system, and here's this mill that shatters at 12,000 rpm, while its torque curve gains 1 mkg up to 7,500 rpm. It's worth it to lose a minimum amount of length, but to gain more punch at low and mid-range revs for a quicker acceleration. Still on the subject of torque, its maximum value is unchanged at 11.4 mkg, but reaches 500 rpm earlier, at 9250 rpm.

fire power for a high-pressure roadster, just waiting to twist your chassis. But here, it doesn't. So to speak, the only thing that changes between the S 1000 RR and the R is the bodywork. From the tip of the fork to the last link in the chain, the chassis is designed to take a lot of punishment and to be abused by the toughest outfits on the circuit. The S 1000 R therefore retains the aluminum perimeter frame weighing just 12 kilos, the 46 mm inverted fork, the monoshock, the SBK-style swingarm and the heavy-duty braking of its RR sibling.
Barely heavier than its RR sibling, Béhème has tweaked its geometry a little to give it better driveability, stability and precision for the road. The fork angle has been reduced by 0.8° to 65.4°, the headroom has been increased to 68.5 mm and the wheelbase has been extended by 22 mm. The suspension has fewer settings than the sporty model: rebound and compression damping at the front, rebound only at the rear.
The package for slowing down this hyperfighter is top-notch: 320 mm discs, Brembo 4-piston radial calipers, and the partially integral RACE-ABS fitted as standard. The handlebar-mounted brake lever acts on the front and rear brakes, while the foot pedal acts only on the rear brake. At the touch of a button, the rider can call up three different Race-ABS settings, linked to the different riding modes, to adapt the bike to different riding conditions. These laws are combined individually with the different riding modes.

there are two of these, acting in concert with ASC traction control. Road" delivers full power and the RACE-ABS / ASC duo calibrates for dry roads. Rain" calms the stud to 136 hp, with a touch less torque (10.4 mkg). Acceleration is smoother, while the electronic stands react sooner.
Check the options box and the S 1000 R opens up even more dynamic horizons. For example, the "Pro riding modes". Two modes are added, and ASC is replaced by DTC dynamic traction control. Engage "Dynamic" for direct engine response to the right-hand grip, ABS and DCT that react later, and the rear wheel lift sensor is switched off. In the mood for maximum fun, muscular driving and controlled thrills? Just plug in the "Dynamic Pro" and you're ready to go. Compared to the "Dynamic", the ABS is not activated when the rear brake is used, allowing skidding corner entry. The DTC is pushed into sport mode, and the front-wheel lift-off sensor allows wheelies.
Still in the options catalog? Take a look (and prepare a big purple ticket) at DDC damping. This dynamic damping control, first introduced on the HP4, automatically adjusts rebound and compression according to a host of parameters. Soft in "Road" and "Rain", it becomes firmer in "Dynamic" and then sportier in "Dynamic Pro". What's more, it adapts settings in real time according to road profile and motorcycle movements (acceleration, braking, angle).

one of the great advantages of a streetfighter is that it offers much of the excitement of a sportbike without breaking down at the end of the day. The installation of handlebars has a lot to do with the adoption of new ergonomics. BMW has made it less restrictive, but still sporty. The seat is lowered to 814 mm (6 mm less than the S 1000 RR), and the footrests are lowered by 23 mm while moving forward by 14 mm. As a result, the rider is in a pure fighting mood without having his arms tetanized 10 km away.

207 kg. Lighter than a GSR 750, with 54 hp more in the boiler room. The riding sensations and agility are there for the taking, and the level of safety is certain with all the on-board electronics. With such a feisty machine in your hands, no chip will be able to catch the bike if you push it beyond the laws of physics. Open wide and play the fool, OK, but only if you've got the technical baggage to back it up. You're not on a Gladius or a CB 500; you're on a cannonball that just wants to go fast and hard. Fortunately, the fuse is digital, and can be consumed in a variety of ways.

the on-board layout is reminiscent of the S 1000 RR, with a similar instrument cluster. We've removed the piece of plastic that separated the digital window into two parts, and redesigned the info layout. Optional extras include heated handgrips, cruise control and saddlebags. But the scent of performance has invaded the list of accessories on offer: carbon parts, adjustable footrests, HP full titanium exhaust system lightening the machine by 4.5 kg, shifter, folding control lever, data logger, forged wheels.... The list is not exhaustive. Basically, everything you need to create an S 1000 R Cup.

bMW's first foray into the world of the super-powered roadster, the K 1300 R, couldn't appease the desire for a wild machine. The S 1000 R is the answer. Quite simply, it's a hypersport that tore its clothes off when it smashed through the circuit's exit gate. Even when you've calmed down, the breath of its engine is capable of sending you into space after stretching your arms 50 cm. BMW has created a monster of the road, designed more for drivers than defenestrated scoundrels.

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