FIRST RIDE
BMW S 1000 R
BMW Motorrad are finally here, and what better way for us to kick things off than with a ride of the 165-PS super-naked?
MORE POWER, LESS weight, better electronics. That sounds like a pretty good recipe for any modern superbike’s revamp, especially when the original model is as good as the S 1000 R. The stripped-down, high-barred machine based on BMW’s super-sports S 1000 RR blew the super-naked division apart on its launch in 2014, with a blend of searing four-cylinder performance, light and agile chassis, sophisticated electronics and competitive price.
Three years later, the S 1000 R gets its first major update, gaining a revised chassis and electronic system as well as the engine-related changes required by Euro 4 emission legislation. The 999-cc, 16-valve powerplant remains mechanically unchanged but intake mods and a new exhaust with titanium Akrapovic silencer comply with the regulations while also adding five horsepower to offer a maximum of
165 PS at 11,000 rpm.
The carbon-fibre capped silencer contributes to a subtly updated look, as does the R-bike’s slightly slimmer front section due to cut-down bodywork. The frame is also new, made from four aluminium sections welded together as before, but the main front section reworked along the lines of the S 1000 RR’s, and the rear made lighter. Weighing 205 kg with its 17.5-litre tank full, the new R-model has a two-kg advantage over its predecessor.
Some minor mods are apparent after you’ve thrown a leg over the seat, too, though you’d probably have to be an S 1000 R owner to spot them. The instrument console is angled more steeply, to reduce glare, and a redesigned top triple clamp holds a one-piece handlebar that is now rubber mounted to counter vibration. The slim pillion seat is also reshaped.
What hasn’t changed is that the BMW has a wonderfully light, aggressive feel from the moment that you lift it off the side-stand. In neutral the engine revs with a thrilling urgency and a stirring, raspy sound from the silencer. Into gear, let out the light clutch (whose non-adjustable lever seems a
slightly long stretch) and the bike pulls away feeling brilliantly responsive, leaping forward with all the urgency of a high-barred superbike racer.
At least it does in the dry, but the roads in southern Spain were wet to start the day’s ride. This gave the opportunity to try ‘Rain’ mode, which, along with ‘Road’, is one of the standard S 1000 R’s two options. As before, there’s also an optional Riding Mode Pro, which adds two modes named ‘Dynamic’ and ‘Dynamic Pro’, giving more potential for fine-tuning of throttle response.
This S 1000 R also follows its predecessor in having many other options, including Dynamic Damping Control semi-active suspension, and Dynamic Traction Control, both controlled by a new IMU like that of the S 1000 RR. Other options include Gear Shift Assist Pro, the two-way quickshifter, plus cruise control, heated grips, engine spoiler, LED indicators, and Design Wheels with black finish and red stripe. (All those extras are combined in the S 1000 R Sport model that is offered in some markets.)
The Sport model’s Rain mode softens its suspension as well as giving a relatively gentle throttle response that helped make the bike controllable on streaming-wet and slippery roads near Almeria. As before, there was an abundance of instant torque from low revs, and just as before the bike’s flexible delivery helped make it remarkably rider-friendly for such a powerful and
aggressive looking machine.
It also felt very smooth and refined although you’d need a back-to-back ride to confirm the effect of the new rubbermounted handlebars. I was certainly glad of the Sport’s uprated electronic package. The IMU-governed DTC traction control takes the system’s sophistication to a new level and helped keep the rear Bridgestone pointing in the right direction.
That was equally true when we finally found some dry tarmac, where the BMW’s throttle could finally be wound back in anger. And could be used in the sharper Road and Dynamic riding modes, which supply the full 165 PS output and automatically firm up the front and rear suspension.
There was no doubt that the S 1000 R was a bullet in a straight line, as it tried to rip the bars out of my hands while keeping its front wheel on the ground due to the traction control system. Dynamic Pro’s additional traction control options would have been worth exploring, especially with wheelies in mind. But the launch bikes weren’t fitted with the under-seat plug that provides those options.
They did have the Sport’s other features, though, including the Gear Shift Assist Pro quick-shifter that allowed effortless changes both up and down through the box. On twisty roads I didn’t need the cruise control, but was very grateful for the heated grips. The rider gets very little wind protection but
at least turbulence wasn’t a problem.
The launch bikes were also fitted with accessory HP forged wheels, which save a total of 2.4 kg and doubtless contribute to the bike’s deliciously agile handling. With the wide handlebar, sharp steering geometry and such a lightweight front end, it’s no surprise that the S 1000 R was superbly responsive and easy to flick into even the tightest of hairpins.
And although the missing dongle meant we couldn’t use Dynamic Pro’s sportiest, track-ready suspension and ABS settings, the BMW was sufficiently firm and well-damped to remain balanced and very stable too. It felt just about as quick and controllable as any bike would have been on those mostly tight and often slippery hill roads.
Shortly after lunch the surface got more slick again, when the rain returned, this time so heavily that many roads in this allegedly driest part of Europe turned briefly into rivers. That was disappointing but made for an interesting and entertaining ride back — and emphasised the fact that the S 1000 R is as rider-friendly and controllable as it is fast and fun to ride.
Most of this second-generation model’s updates are subtle but they combine to make a substantially improved bike that reinforces BMW’s strong presence in one of the most dynamic and competitive classes of motorcycling. The basic S 1000 R package of flexible, 165-PS motor and light, sweet-handling chassis is right up there with the best.
In particular, the IMU-linked traction control and cornering ABS add a new level of sophistication and safety to BMW’s fairingless four. Perhaps, its only drawbacks are that the opposition has also improved (not least with the arrival of Yamaha’s MT-10) and its price has inevitably increased. Nevertheless, the S 1000 R still provides a lot of motorbike for the money, and remains one of the best and most exciting super-nakeds.