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!