Road test of BMWS 1000 RR 2010 Brutal but not bestial

Our tester's opinion on the S 1000 RR from 2010

here, at last, is BMW's first true sports car. It's common knowledge that the German brand pays particular attention to its new models. In the case of the S 1000 RR, this attention has exceeded all expectations.
for my first ride, I didn't want to feel restricted by any options. I want everything the new Behemoth can give: ABS Race deactivated and Traction Control DTC switched to "Slick" mode. From the very first bends, the S 1000 RR feels very powerful and agile, but it's during my first big acceleration on the Portimao circuit straight that I really understand that 193 bubbling horses are just waiting for me. Second, third, fourth, fifth... I'm impressed by the brutal acceleration between gears. In third and fourth, helped by the relief of the track, it's almost impossible to keep the front wheel on the track. Troy Corser later explained to me that the rear brake is an essential element in keeping the nose of the bike on the Portuguese track. It's a characteristic of the Portimao circuit

the S 1000 RR has more character than a Fireblade, but BMW's new in-line four is smoother and less brutal than the other 1,300 cc German 4-cylinder. Nothing in BMW's traditional range could have prepared you for the S 1000 RR, but one thing's for sure: if you're familiar with the best Japanese sports bikes, you won't be out of place! Forget the HP2 Sport, other Ks or Rs, because the Bavarian reference is now called the S 1000 RR. The four Japanese giants (Honda, Kawasaki, Suzuki and Yamaha) will now have to contend with a new front-runner, and not the least important one.

the machines at our disposal were equipped with the full arsenal of available options. On the menu: Race ABS, Dynamic Traction Control (DTC) and HP shifter. The most relevant option is undoubtedly the 4-step Dynamic Traction Control (DTC), which can be adjusted at any time. The selection knob on the right allows you to choose between a "Rain", "Sport", "Track" or "Slick" mode. The "Rain" mode is logically the most restrictive, outright reducing power from 193 to 150 hp. The "Sport" mode allows more aggressive acceleration with full power at high revs, while controlling untimely wheelies. For track days and dry weather, the "Track" mode is ideal, with maximum acceleration and power but still wheelie control. The fourth and final mode, "Slick", is reserved for competition use with, as its name suggests, slicks. This mode allows small wheelies for maximum efficiency when exiting tight bends. With the right tires and a seasoned rider, this feature combines safety with a high level of performance. If Race ABS is activated, switching to "Slick" mode will cut braking assistance. Independently, both ABS and traction control can be completely deactivated. In fact, I rode more than half the day without being "assisted". As I've already said, Traction Control is definitely the most useful option on the track, but ABS Race is also interesting. Different combinations can be envisaged depending on the circumstances. For example, during warm-ups, I think that active ABS and DTC in Track mode would be perfect for "breaking in" the new tires. A short pit stop and in 6 seconds, the ABS is deactivated and the DTC adjusted. There's no need to stop if you just want to change the Traction Control mode: The button on the right of your handlebar acts instantly.

this BMW-style DTC is really appreciated, and it was when I wanted to test the "Rain" mode that I realized just how active this traction control could be. After riding an S 1000 RR in full power for a whole day, the shock was brutal! I almost felt like I was on a moped... Even with the remaining 150 hp. The problem with this "Rain" mode is that it kicks in before it's needed, to provide a very smooth and safe ride. Active ABS and DTC in "Rain" mode form an intelligent and highly effective duo to prevent slipping. But on the Portimao circuit, this combination proved to be very boring. I lasted just two laps before switching back to a setting offering more freedom. However, I think this mode, castrating as it is, will be very useful on dangerous, slippery roads.

the "Sport" mode has been designed for the winding country roads that motorcyclists cherish more than anything else. We share these roads with many farm vehicles and often come across gravelly areas. The intervention of the "Sport" DTC is therefore always welcome. The advantage of this mode is, first and foremost, that you can always use the throttle in complete freedom, without worrying too much about grip levels, with Traction Control providing effective assistance. With the added benefit of Race ABS, you'll enjoy the countryside whatever the conditions. Fun without the big scares - good for the heart!

in "Track" mode, the machine's response is instantaneous and wheelies a little more controlled than in "Slick" mode. The DTC uses ABS sensors to determine wheel slip even at tight angles. A sophisticated gyroscope provides the data needed to determine the precise angle of the machine. Even the most inexperienced professionals I followed at Portimao exited corners without any noticeable loss of grip. Sitting comfortably in the saddle, it's hard to notice the slightest slippage.

the "Slick" mode is the one I used the most during my test. It remains the least intrusive of the four selectable modes. It automatically "shunts" the ABS if it's active, allowing riders to play with the rear wheel and control their own wheelies with the rear brake pedal. On exiting the tightest bends, this mode allows wheelies lasting up to 5 seconds. I liked this setting, which allows for heavy acceleration without the rear wheel ever losing grip. Personally, I think it's much more exciting to drive a sports car without any steering "aid", but the effectiveness of this DTC is undeniable and enabled me to significantly improve my lap times on the track.

i started the day without Traction Control or ABS Race, and inevitably this went hand in hand with long wheelies on the straights and careful acceleration out of corners. The Portimao circuit is very exhausting. With 193 horsepower under the tank, it's all the more exhausting as it becomes difficult to relax between turns. That's why the "Traction Control" system is so appreciated, as it provides a bit of oxygen and allows you to concentrate on how to approach a curve. Nevertheless, it's fun to discover the new BMW engine without electronic throttle. The S 1000 RR is a very, very powerful machine, and I congratulate the engineers on having succeeded in injecting so many watts into a machine designed for the road.

all the bikes available were also equipped with BMW's HP shifter. Being able to upshift at high revs and with the right angle is an undeniable advantage on the track. Shifting gears is seamless, with a simple movement of the boot, and without touching the clutch lever. The 6-speed gearbox is a pleasant surprise.

the BMW S 1000 RR handles like a dream, keeping you on track on this highly technical circuit. However, in the tightest corners, there's a slight lack of response from the front end. This is obvious when, after several sessions, the footpegs remain intact and untouched by the tarmac... Perhaps a better trim setting (adjustable by 10 mm) would have enabled me to gain more confidence in the front end and enter corners more quickly. Right. Before you jump to the conclusion that I'm not fast enough on the track, I'd like to point out that Troy Corser drove my test machine for 5 laps. Identical verdict: not a scratch on the footpegs.... In other words, the S 1000 RR owes its efficiency and cornering speed first and foremost to a finely tuned chassis. When I tested the Ducati 1198 S on this track a year ago, I remember feeling more confident in medium bends than with this S 1000 RR.

in the braking phase, the forces are transmitted without false notes through the 46 mm Sachs fork, and even without Race ABS, grip sensations remain good. With Race ABS activated, heavy braking at 270 km/h is easier than with the CBR 1000 RR Fireblade ABS I tested at Almeria this year. Whereas with the CBR ABS, I had to adjust my braking distances in relation to a machine without ABS, the S 1000 RR reacts identically, with ABS on or off. Frankly, I don't like using ABS on the track. But the effectiveness of BMW's Race ABS means I can highly recommend it for normal road use. The front and rear suspensions are fully and easily adjustable, even if I found the original settings quite satisfactory. The mono shock gives a good feel.

the Brembo radial calipers worked hard all day and never flinched when it came to stopping a machine capable of exceeding 300km/h. However, at the end of the day, I had to adjust the grip setting from 3 to 2 to maintain the same level of bite. There's no doubt in my mind that a pair of Brembo monoblocks will fit this machine perfectly. The ABS Race adds 2.5 kg to the bike, but since the Traction Control DTC uses the ABS sensors, I'd recommend both even if you don't plan to use the ABS more than that.

conclusion

bMW's new 999 cc engine explodes like a volcano above 10,000 rpm! With the option of deactivating ABS Race and DTC Traction Control, you can unleash the full potential of this beast. Virtually everything on the S 1000 RR is adjustable, going beyond what is currently offered by Japanese manufacturers, and in this sense, BMW places itself halfway between the Japanese and the Italians, justifying its price. I'll be keeping a close eye on next year's developments, and I'm sure that the BWM S 1000 RR will keep us constantly excited.

By Tor SAGEN - Tradaptation: Sebastien de Malfin