2010 BMW S 1000 RR Superbike Review — Ultimate MotorCycling

21 Май 2015 | Author: | Комментарии к записи 2010 BMW S 1000 RR Superbike Review — Ultimate MotorCycling отключены

2010 BMW S 1000 RR | Superbike

BMW S 1000 RR Review

Apparently an old dog can up with a new trick. That’s not to say BMW is an “old dog,” but certainly been around for a long and have tended to be something of an taste. Well hang on to helmet, because if you’ve got any negative notions about BMW they’re about to wheelie the horizon.

In 2004, BMW management they needed to revamp image and develop a dynamic representation more akin to range of cars–they needed a equivalent of the M3. The end result is the freshly 2010 BMW S 1000 RR superbike. BMW totally abandoned its slight however, as clearly not everyone embrace the asymmetric split-face of the new 2010 BMW S 1000 RR superbike.

But unique look does a powerful statement, doesn’t it?

love or loathe the looks of the new one thing that nobody dispute is whether the motorcycle or not. I could waffle on, about 193 crankshaft horsepower, a wet of 455 pounds (with ABS), and the race-derived handling from the male-slider forks and Sachs shock, blah blah but frankly, having just off track on the new Beemer, my mind is an absolute whirl of superlatives leave the technical specs for the box at the of this page. I’ll try and the clichés, but no kidding, BMW’s new S RR is absolutely, sincerely, the real

The across-the-frame four cylinder is conventional enough on paper, but in the world BMW’s interpretation of the layout is spectacular. The S 1000 RR throttle connection has plenty of the motor is vibrationless throughout the rev and it provides seamless, colossal that appears smoothly idle and builds inexorably to the 14,000 rpm redline. Restrained as at any given moment by a complex package, the new 2010 BMW S 1000 RR works very, very

Launched at the highly technical, new Internacional do Algarve circuit Portimao, Portugal, I quickly that BMW’s new 2010 S RR superbike was in its element. Rounding the sweeping turn at around 100 dropping into the bowl and straightening out for the short uphill on to the main straight was completely

Cresting over the subsequent at around 150 mph with the front pawing the air was a mainline endorphin that had me craving for more the first hit. The front would then touch down and I’d barrel along the flat on the tank, with the howling up to the flicker of the shift-light. into fifth and then gear were effortlessly clutchless upshifts that smoothly and seamlessly without to come off the throttle.

I’ve already waxed about BMW’s gear assistant when I sampled it on the BMW K 130 0S, but on the a busy circuit like even more valuable.

journalist friend commented to me BMW’s Gear Shift works better than the quickshifter fitted to his race impressive accolade, indeed. BMW’s version cuts the for a split second enabling upshifts without the need to the throttle–especially useful exiting of Portimao’s slow corners required upshifting quickly and as the track unwound.

Cresting the hill at the end of the straight it was then to think about braking; and full ABS keeping me safe I braver on the brakes at wicked speed than I ever before–and this was on the 2010 BMW S RR street compound Metzeler tires. Clicking quickly four gears for Turn 1, the clutch managed the back well enough that the didn’t get upset at all.

The electronics on the 2010 BMW S 1000 RR are and four modes flavor the from mild to wild. I the ride in the kindest mode: It restricts the motor to only(!) 150 and sets the traction control and ABS on most intrusive setting. angle sensors as well as sensors on both wheels the computer well-enough informed to it make the split-second decisions to keep you safe.

After laps I switched up to the next Sport. This is accomplished by the right thumb Mode above the starter and then the clutch to confirm the change. The mode is then shown in letters within the LCD display to the speed display and digital indicator.

Sport, Race, and modes allow full horsepower to be released, but the traction dilutes the power based on criteria that include angle and throttle position. the gnarly, tight hairpin at with the bike leaned over, in Sport mode the wasn’t quite aggressive for my taste, and then as the bike up (less than 42 degrees angle) the power would start to flood in hard.

For the track, and my riding style, it was a too intrusive and almost felt the old two-… type of powerband the engine would come on around 6,000 rpm and suddenly off. I quickly realized it a narrow engine powerband or a motor, but the electronic aid interfering. It fun to set the throttle at a constant position and bring the power in by lifting the upright, or lessen the power by more lean angle.

You can play with the power that way–cool. For all sessions the first–and as I got used to the highly track–I moved on to Race and briefly Slick modes being for use with race tires) and again, those simply allowed less of the electronic aids.

Although I rode the 2010 BMW S 1000 RR on I can easily see how Sport and Rain work well on the street; have to check that out at a date to confirm. There’s no control per se, however with the mentioned exploits on the front as I crested over the hill in the traction control would the front wheel marginally compared to the rear, and the resultant retardation of power would the front back down.

If you bring the wheel up too quickly, the won’t slow down enough for the traction control to cut in, so be I said, it’s not wheelie In Race mode, I didn’t the electronic aid. However, I’m I was being helped as the bike was so and the realization that there was a safety net should I get things wrong filled me with on the BMW S 1000 RR.

BMW S 1000 RR

So the end result of BMW’s foray into the harshly world of superbikes is a BMW S 1000 RR seems to deliver as promised. The wizardry will be a boon to riders, and at the Portimao launch the seemed to come from the that over several and almost 100 journalists from the world thrashing around a technical track–there wasn’t a crash. Secondly, at the end of the day, the compound Metzeler Racetech were clean and evenly fried and balled up the way tires finish at the end of an aggressive track

Kudos to BMW on the 2010 S 1000 RR. done their homework and the 2010 BMW S 1000 RR to check all the superbike class boxes. deserve to be successful with motorcycle and I’m convinced they be.

2010 BMW S 1000 RR Specs 

999 cc

193 hp @ rpm

83 lb/ft @ 9,750 rpm

14,200 rpm

Dry weight of 404 lb.

Slipper clutch

disc wet clutch

BMW S 1000 RR
BMW S 1000 RR
BMW S 1000 RR


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