2010 BMW S1000RR Review

BMW's motorcycle division hasn't enjoyed the worldwide performance reputation of its automotive sector, but that all changes with the incredible S1000RR, introduced to journalists last week at the equally impressive Portimao race circuit.

BMW Motorrad hits the literbike market hard with its race replica, as the S1000 employs class-leading power, a stout chassis beyond reproach, and a techie electronics package second to none. This bike is the real deal.
We've been teased with details of the bike for well over a year. Our first glimpse came in April of 2008 when I wrote the S1000RR Preview, and then we brought new insight last December in our Closer Look article. Then we finally got to see the bike in the flesh at its U.S. introduction where Pete elaborated on the RR's features and specs.
After all of that, we were already quite up to speed on what the bike consists of. Now all we needed to know is how it performs.

Rolling into the Autodromo Internacional do Algarve in Portimao, Portugal, its extreme elevation changes promise an entertaining day, even if we weren't to ride one of the most anticipated sportbikes to come along in years.

The base S1000RR retails in America for $13,800, but the bikes we'd be riding were equipped with BMW's optional electronic rider aids. As with 98% of S1000RR pre-orders, our bikes had the $1,480 traction control and Race ABS option, plus the $450 Gearshift Assistant that allows full-throttle upshifts without backing off the throttle or using the clutch. The only thing missing from a fully optioned RR is the white, red and blue BMW Motorsport color, a $750 option that has been selected in about 50% of pre-orders thus far. The test bikes were flavored in a unique Acid Green Metallic, but other color choices include a classy Mineral Silver Metallic or a sinister Thunder Grey (black) Metallic.

Advanced technology features heavily on the S1000RR. Base models include electronics that influence power and throttle response over four possible modes: Rain, Sport, Race and Slick. It's simple to select while stationary, but they can be changed even while riding. A press of the nicely damped right-side switchgear selects the desired mode, then you have 60 seconds in which to close the throttle and pull in the clutch which triggers the new mode you've chosen.
The Dynamic Traction Control/ABS option (either of which can be disabled if desired) adds to the four riding modes a few other rider aids, including varying ABS settings and a form of wheelie control. Wheel-speed sensors supply info for the ABS and traction control, and a gyro mounted under the seat provides additional data to the bike's ECU to influence throttle response and to provide a measure of wheelie control.

Instrumentation is robust. An analog tach features prominently, with LCD displays for speed, an easily read gear indicator, and an adjustable (for both brightness and frequency) shift light. Lap times can be logged by engaging the high-beam flash trigger or by a trackside beacon and can display last lap time, best lap, number of laps, accelerator position in percentage per lap, time per lap the brakes were applied, minimum and maximum speeds and the number of gearshifts. Whew!

2010 BMW R1200GS and GS Adventure Review

The R1200GS makes BMW Motorrad’s world go around as GS owners go around the world or around the block.
According to Pieter de Waal, vice president of BMW Motorrad USA, the GS/GS Adventure account for almost 30% of BMW Motorrad’s volume of bikes sold worldwide.
With nearly one-third of bike sales coming from the big GS line, BMW needs to feed the beast regularly. That beast is the collective horde of GS and GS Adventure fanatics found in just about every corner of the planet.
With such a foundational role in BMW’s global success, the GS is always at the front of BMW’s mind. The company is endeavoring to keep the GS fresh, never willing to relinquish the lead position in what’s now known as the Adventure Touring category, a segment BMW unwittingly created in 1980 with its first Gelände/Straße motorcycle, the R80G/S.

Although this year’s updates to the GS aren’t specifically tied to its 30th year in production, BMW bestowed a racy update, so-to-speak, upon the GS’s Boxer-Twin.
New cylinder heads that borrow heavily from the HP2 Sport are the key upgrade for the 2010 GS.
The new heads sport dual overhead cams (the previous GS used a single cam-in-head design) along with a radial valve arrangement that includes larger intake and exhaust valves. Furthermore, the exhaust valves are sodium-filled to better control all the heat exhaust valves experience.

Other updates are new intake manifolds, larger throttle manifolds and new pistons to complement the updated and improved combustion chamber created by the new cylinder heads.
Additional improvements related to the Boxer-Twin include a new muffler with revised internals, and a new electronically controlled exhaust flapper valve that, according to BMW, helps the new GS currently meet upcoming Euro emissions standards for 2012.
The switch to the HP2 Sport’s cylinder heads and other updates listed above are good for 110 peak hp at 7750 rpm, an increase of 5 ponies, and a gain of 3 ft-lbs for 88 ft-lbs at 6000 rpm. Redline has also increased from 8000 to 8500 rpm.
But the slight power gain, says BMW, is only part of the story. More significant than the boost in peak power is a large improvement in low- and mid-range power the new flat-Twin provides.
From roughly 2500 to 5500 rpm the 2010 engine is said to open a sizeable gap in torque compared to the previous mill. According to a BMW-provided dyno chart, the gap appears largest in the 5000-rpm range, but prior to that point the new GS still makes considerably more torque.
The new bike’s power then trades places with the previous bike, dipping in the 5500 to 6000-rpm range where the other bike increased torque. However, the new model picks up again shortly thereafter, cleanly outpacing the old engine all the way to redline.

Triumph Street Triple R

Triumph had a good thing going when it unveiled the sweet Street Triple 675, a pared-down streetfighter version of the beloved Daytona 675 sportbike. The Street Triple’s finest feature is its soul-stirring three-cylinder engine that boasts a broad powerband and a symphonic exhaust note. The motor, re-tuned from the Daytona, has a predictable but powerful output that makes it accessible and unintimidating to riders of all skill levels yet is satisfying for even the saltiest veterans. Comfortable ergos – including a reasonably low seat height – and an eminently toss-able nature made it a staff darling, but we were a little disappointed it had some bargain-minded bits to keep the retail figure low.
But like a dream come true, the Street Triple R was introduced just last year, replete with the Daytona’s up-spec fully adjustable suspension and potent radial-mount Nissin brake calipers, alleviating all of our concerns. The result is an invigorating and versatile roadster that stickers for less than $10K. Lofting the front wheel is a snap, and before you know it you’ll be drifting out the back end like an inspired Brit hooligan. And on your favorite twisty back road, its friendly yet potent character is almost unbeatable, proving that no one really needs triple-digit horsepower peaks. Now that Triumph perfected the Street in our eyes, it became the perfect Standard. And it's our favorite motorcycle of 2009.