Motorcycle specifications BMWS 1000 R 2020 The son of a lion

BMW's big, feisty roadster made a name for itself right from the start. It has to be said that, being closely derived from theRR hypersport, the S 1000 R already possessed all the genetics needed to leave its mark on the road with a strong dose of adrenalin. It was a slap in the face, especially as the beast was able to show off its high technological content.
In the Euro4 era, the German roadster not only knows how to adapt to this standard, but also takes advantage of it to vitalize itself and take its sporting potential up a notch. The S 1000 R is big-hearted and much more.

A powder keg, even closer than before to a drug-addled spark. The S 1000 R's design is unmistakable in its character. BMW, however, has taken a cautious approach (as usual) in reworking the features of this naked missile. There's no question of upsetting the eyes, as the average junkie has become accustomed to this silhouette. That lopsided face, waiting for the slightest movement of mood to throw you a curve ball; that brute profile mastered by metal; that all-German expression of strength. The designers were only allowed to finely retouch the side panels and passenger seat. The only way to quickly identify this evolution is in the exhaust system. The S 1000 R is equipped with a larger, more prominent and beautifully crafted exhaust system. A titanium piece from Akrapovic, sprinkled with carbon elements and signed HP. It's big, but it looks good.

Lying quietly in wait for hostilities to erupt, or racing off into the wilderness, the machine stands firm, threatening without provoking, patient to feel the trials crashing down on it and laughing about it. Since its creation, the S 1000 R has had a lot to answer for. Its vigorous 4-cylinder engine has taken advantage of new regulations to gain 5 horsepower. And lo and behold, the fury gauge shifts to 165. Enough to quench the thirst for adrenalin. But also for those whose mornings are filled with wisdom and afternoons with high tension. This block, which comes from the S 1000 RR, is just as pleasant and usable for everyday use - with generous access in the first half of the rev counter - as it is furious and explosive at high revs. It's a fine, strong machine, capable of waltzing, techno and hardcore.
It loses a tiny bit of torque, 114 Nm instead of 115; negligible. As a bonus, the voice has become deeper, accompanying its muscular character. The cherry? The S 1000 R has lost 2 kilos, coming in at 205 barrels on the scales.

A host of power assistants can help channel the lightning. We'll get to that in a moment, but let's turn our attention to the chassis, which will take the strain. Also extrapolated from the RR, the main frame has evolved somewhat since the previous generation of the roadster. The design is similar, but with a lighter rear section and a reworked frame/swingarm assembly for greater precision, rigidity, optimized flexibility and improved traction. These changes have necessitated a redesign of the foot controls.
The S 1000 R is now even more efficient. If you want to make it even more incisive, a pair of HP rims (2.4 kilos lighter) is available as an option. And there's also the optional Shifter Pro, for upshifting and downshifting on the fly, forgetting about the clutch.

Let's not get carried away (but let's not go too far) into the tempting options corner, and see what the machine has to offer in the way of electronics. ABS, of course, mandatory and BM's long-time hobbyhorse, here in a Race version. As well as ASC traction control and two riding modes. Road" for standard riding and "Rain" for tricky conditions. For something new, go back to the options. And select the "Pro driving mode". This gives access to a sporty "Dynamic" mode and the new "User" mode, which is configurable.
This "Pro" package also includes ABS Pro, which is responsive in bends, as well as a launch control assistant, an adjustable pit speed limiter and DTC dynamic traction control. In short, a nice transfusion from the S 1000 RR.
BMW takes advantage of the operation to give the instrument cluster a slight facelift, making it easier to read. And the handlebar mounting has been fine-tuned to reduce vibration.

BM has not touched the peripherals of the chassis, which is sufficiently efficient for all types of use. A handsome 46 mm inverted fork and a monoshock, both adjustable from anywhere. The DDC option with controlled damping automates all this. Braking is still handled by Brembo, with 4-piston radial calipers at the front. But it's about time the brand thought about moving upmarket in this area. More and more competitors are benefiting from M50 calipers, which are at the top of the range these days.

When it comes to putting a serious dent in the road, many roadsters play it safe, while a handful of daredevils fly a notch higher. The S 1000 R is one of these. Playing elbows with the KTM 1290 Superduke R, Yamaha MT-10, Ducati Monster 1200 R and Aprilia Tuono V4 RR, the German powder keg evolves with discretion and a clear desire to smash emotion once the kettle is boiled. The machine is confident and self-assured. But the trap is in your right hand. Once it swivels, everything can go very fast, and that's all it takes.

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