By Mauricio Lezcano / carsntravel.com
The BMW S 1000 RR revolutionized the supersports class when it debuted in 2009. The 2016 model is setting new benchmarks in its next generation. With refined torque delivery, engine output of 199 hp and a weight of 449 lbs, the new S 1000 RR is rooted in genuine RR heritage.
Bodywork for an even sportier design language
The latest-generation S 1000 RR lends a visual expression to its freshly honed performance abilities, and clearly conveys power at first glance. The distinctive RR line, which slopes down at the front before rising up steeply from the fuel tank back towards the tail, has been endowed with even more dynamic flair on the RR. It gives the bike an even more electrifying feel while visually dividing it into two planes, with the technical area at the bottom and the ergonomic section on top.
The RR is instantly recognizable from the front. Both the slender silhouette, with an enlarged air intake positioned directly in the zone of highest dynamic pressure for an even better intake air flow rate; The tail end tapers to a point while rising up sharply at the rear, giving this part of the S 1000 RR an extremely light and sporty appearance. The rear seat upholstery is influenced by the forms around it and comes together in a point at the rear to further reinforce its sporting intent. The flat and dynamic looking passenger seat cover adds to the racing feel.
In addition, the instrument cluster on the S 1000 RR makes no secret of its racing genes. Besides a large analogue rev counter with new scale markings, there is also an LCD display for providing a wealth of information hitherto unknown in this segment even lap times and banking angles can be recorded. Meanwhile, the yoke milled from high-strength forged aluminum will delight all technology connoisseurs.
Frame structure and chassis geometry
A lighter frame structure gives the new RR an optimal blend of rigidity and flexibility. Together with the optimized chassis geometry featuring redefined values for the steering head angle, wheel castor, wheelbase and swingarm pivot point, it provides better handling, increased traction and unequivocal feedback, particularly when riding at the limit. Wheel suspension and damping continue to be determined by fully adjustable spring elements, but with modified negative spring travel for more banking clearance and greater agility. As a factory-fitted option, the new S 1000 RR can also be specified with the new improved version of the electronically controlled Dynamic Damping Control suspension already familiar from the HP4 that provides the basis for a chassis set-up with absolutely no compromises.
Riding modes
The RR comes equipped as standard with the three riding modes, Rain, Sport and Race as well as Automatic Stability Control without banking sensor. The optional extra Ride Modes Pro features two additional riding modes, Slick and User, along with Dynamic Traction Control including banking sensor and precision calibration in seven steps for maximizing safety and performance when accelerating. Ride Modes Pro also includes a Launch Control function for flawless racing starts as well as a programmable pit lane limiter for sticking to the set speed limit in the pit lane.
In conjunction with the optional Ride Modes Pro feature, the RR offers riders a Launch Control function in Slick and User mode that provides effective assistance with racing starts. It is activated when stationary with the engine idling by holding the start button for more than three seconds. Activation is indicated in the instrument cluster display.
Once the speed reaches 44 mph, the rev speed limiter is deactivated. The Launch Control and accompanying gear-dependent reduction in engine torque are disengaged as soon as third gear is selected or the banking angle exceeds 30 degrees.
Drivetrain
The water-cooled four-cylinder in-line engine, together with its intake and exhaust system, now peaks at 199 hp at 13,500 rpm. Maximum torque is 83 lb-ft and comes on line at 10,500 rpm. The usable rev range has been widened considerably on the RR, meaning that near-peak torque is on tap constantly between around 9,500 and 12,000 rpm. The result yields even punchier start-off characteristics and pulling power. Maximum engine speed remains at 14,200 rpm.
The exhaust system for the RR it’s made from stainless steel and incorporates two three-way catalytic converters as well as electronically controlled interference pipe valves; The 2016 RR features a rear silencer with a dB eater and twin-pipe design. With the objective of increasing gas speeds, the manifold diameter has been reduced and, at the same time, the exhaust back-pressure lowered. Improved gas-exchange cycles, increased torque at medium revs and superior power output are the result.
Summary
To some extent, the launch of the S 1000 RR in 2009 marked the dawn of a new era for the superbike segment. Boasting all the technical credentials to deliver maximum performance, as well as rigorous lightweight engineering and rider assistance systems such as Race ABS and traction control that were unprecedented in the super-sports realm, this machine gave a whole new meaning to the term superbike. The spectacular performance figures for the RR were reflected in its unmistakable, exceedingly dynamic design. U.S MSRP price as tested including ABS: $15,695.00.
mlezcano@carsntravel.com
