Road Test — BMW S1000RR Superbike George Lee SyeGeorge Lee Sye

19 Мар 2015 | Author: | Комментарии к записи Road Test — BMW S1000RR Superbike George Lee SyeGeorge Lee Sye отключены
BMW S 1000 RR Superstock Limited Edition

Road Test – BMW S1000RR Superbike

During 2008 a game changing event took place that caught the motorcycle market napping – BMW Motorrad released the S1000RR for the purpose of competing in the 2009 World Superbike Championship .

Dripping with technology and producing a mind blowing 193 plus horsepower, it simply blew the competition away in stock form.

Note: This article was written from the perspective of a road rider, it is not and was never meant to be a track performance report.

The Bike

The production version of the S1000RR was released during 2010. It is a high revving 1000cc super bike that showed it was capable of winning races. During 2010 it dominated the FIM Superstock 1000 Championship season winning all but one race.

It won its first World Superbike race in 2012 (thank you Marco Milandri).

Weighing in at a dry 183 kilograms and producing somewhere between 173 and 200 horsepower at the rear wheel (depending on what you read), this is one seriously powerful motorcycle.

BMW Motorrad’s Award Winning S1000RR Superbike

The S1000RR has won numerous awards including Motorcycle News (UK) ‘Machine of the Year’ and ‘Sports Bike over 751cc’ 2010, Cycle World Best Superbike of 2010 and Motorcyclist Motorcycle of the Year 2010.

In all my time riding the ranges of North Queensland in Australia, I have only ever seen one other S1000RR on the road. They are not that common as a weekend commuter for the motor cycle enthusiast, possibly because they retail at around $25,000 in Australia.

I got my hands on one this year (June 2012) and this is my report on what I’ve learned about this incredible piece of machinery.

Here is the original YouTube advertisement for the S1000RR titled – The Oldest Trick in the World .

Road Test Summary

At the time of first writing this article I had ridden this bike just over 5,000 kilometres in all kinds of conditions. Low speed, tight windy roads, straight as a die country roads, dirt, long rides, short rides, open sweeping high speed isolated freeways; you name it we’ve been on it. Now that I’m updating this article, I have now ridden the bike some 13,000 kilometres and worn out 4 sets of tyres .

And the verdict is … well before i give you the details, let me give you the bottom line – I absolutely love the beast!

The Pros

It’s seriously fast

Spectacular handling at speed

Solid as a rock at full throttle in top gear

Incredible sound even with a stock exhaust

Light weight

Superb throttle response

Handles tight windy roads well

Brilliant technology that works

Set up to easily remove non-essentials (number plate, blinkers etc) for track days

The Cons

Awkward to manoeuvre around the parking lot – the bars are designed for track, not shopping centres

Gets hot very quickly around town. so don’t ride it to town

Kinda ugly … I guess … for some … not me

Road Test Detail

HANDLING  — Fitted with Sachs suspension front and rear, this thing handles magnificently. Few riders, if any, will ever exceed the handling capability of this bike on the street in stock form. It was built for the track, that’s clear.

I found the throttle response so crisp that riding this on tight windy roads is a dream.

At speed it just gets better. At 200 kmh through high speed sweepers the bike works the way it was designed.

ENGINE PERFORMANCE – This bike is not for the faint hearted or the beginner. It is a seriously powerful machine capable of acceleration and speed that few bikes can match. The following are claimed figures.

Top speed: 305 km/h (190 mph)

1/4 mile: 9.57 sec @ 251 km/h (156 mph)

0 to 100 km/h: 3.1 sec / 43 m (141 ft)

0 to 200 km/h: 6.9 sec / 209 m (686 ft)

0 to 300 km/h: 19.1 sec / 1,112 m (3,648 ft)

Opening the throttle out of a corner in the lower gears, it responds instantly and leaps forward in a controlled wheel stand without really trying. With a shake of its head, in spite of the steering damper, it lets you know the front wheel is skimming the bitumen as you shift it seamlessly through the gears. Exhilarating no matter what you’ve ridden in the past.

To put this into perspective consider this. Ferrari’s latest hybrid super car, the LaFerrari, reaches a top speed of 218 miles per hour and generates 757 bhp (brake horsepower) per tonne. The S1000RR generates the equivalent of around 1,000 bhp per tonne based on 193 horsepower figures!

STOPPING POWER  — The bike is fitted with race quality Brembo 4 piston fixed calipers . This thing stops on a dime!

For the uninitiated it could be quite intimidating. All I can say is the combination of braking power and ABS makes this machine capable of scaring the bejesus out of any rider who would like to test its late braking potential.

Like any bike of this nature, touching the front brake during any cornering will cause the bike to stand up and pull it off line, so beware.

RIDER COMFORT  — I’m 172 cm tall (5’8″) and I find the bike reasonably comfortable to ride even over distances. The longest ride I did in a single day was around 400 kilometres. More than anything it tested the resilience of my hips as it is fitted with slightly higher positioned race foot pegs.

I think taller riders could find it physically challenging to do a lot of miles on if they fit these type of pegs. The seat is well padded with plenty of room to move your butt around.

The pillion seat is not so plush, but it was never really designed for a passenger was it? Though I will say my lady loves riding the beast. All we did was make an extension for the pillion seat out of high density rubber that took up the unused room on the riders seat.

I still had room to move and she had a much longer and slightly wider seat closer to me.

George Lee Sye Road Testing the BMW S1000RR

THROTTLE, GEARS AND GEAR SHIFTING  — The bike I rode is fitted with a quick shifter . This is an amazing piece of technology – full throttle without any clutch, just change gears and it slips smoothly from one gear to the next. It seems the higher the revs and speed the quicker and smoother the gear change takes place.

I found the first time I used it I had to think about it. Over time I got used to actually using the quick shifter instead of clutching the gear change. A great piece of kit that works perfectly and I hope to test on a drag track one day.

INSTRUMENTATION – The dash is set up for the track and is very business like. It has some features that I fell in love with.

Digital speedometer with large, easy to read numbers

Gear change light indicator

Prominent rev gauge with clearly distinguished red zone

Lap timer

Count down range indicator for low fuel – it starts with about 75 kilometres left in the tank

VISUAL APPEAL  — The asymmetric headlights took some getting used to I must admit. I’m not sure if I liked them the first time I saw it, but it definitely grows on you as you realise it makes the bike very distinctive on the road. The lines of the bike, particularly where the fairing meets the front mudguard, are sleek and very race like.

It looks like a race bike, more aggressive than pretty, more brute force than aesthetic design.

It’s definitely not as pretty as my son’s limited edition R6 Yamaha . but as a racer I love it. A lot of people are critical of its looks, I’m not quite sure why as I am all about the overall package rather than one specific item like the air vents or headlights.

TECHNOLOGY – The S1000RR drips with technology. It’s not that long ago that a bike like this would have cost a small fortune to buy. Today we can get a purpose built super bike with the technology that’s on a MotorGP bike for around $25k (Australian).

I know the technology will get cheaper in the future, right now it’s still pretty impressive if you ask me.

Mode Settings which change horsepower and DTC characteristics – Rain, Sport, Race and Slick

DTC (Dynamic Traction Control)

ABS (Anti-lock Breaking System)

Wheelie Detection

Quick Shifter

Lap Timer

Gear Change Indicator / Optimum Off The Line Rev Indicator

ACCESSORIES – As an extremely popular track bike, there are plenty of high performance accessories available. The items that most interested me were:

Tank bag and rear gear sack (from BMW)

Akropovic exhaust system (claimed to produce about 10 more horsepower with a 5 to 10 kg weight reduction. and one is really looking for more horsepower on this thing … lol)

Carbon fibre guards and fittings

Folding and shorter clutch and brake levers

Sticking Points

Combination switch fault has left me stranded on two occasions, the last time a total failure occurred and a replacement was required – this seems to be a common fault experienced by other owners

Number plate bracket vibration – all bolts are tight yet the bracket moves quite a bit

Strap on the front of the pillion seat – what the hell is this about, it serve no functional use that I can find other to hang on to it when moving it I guess

Tyre and Suspension Settings

BMW S 1000 RR Superstock Limited Edition

Front Tyre – 120/70 ZR 17

Rear Tyre – 190/55 ZR 17

Bike set up is one of the most important, yet underperformed activities by bike owners. Tyres and suspension are vitally important as they form the connection between bike and road . How you weight the bike and use the throttle will have a huge impact on grip, and how you set the bike up helps you to optimally utilize your ability in those areas.

(Added on 13th of December, 2012) Michelin Road Pilot 2 tyres  were fitted on the bike when I did the original road test. For the type of riding my mates and I do they proved to be less than suitable for this bike. Make no mistake, the Michelins offer great mileage and have fantastic wear and tear characteristics. But for serious sport riding they did not perform as well as I would have liked. The rear wheel consistently slid and left huge black marks under cornering acceleration.

Interestingly enough they hardly scuffed in the process.

I did like the fact that the slides felt very controlled. The biggest issue was the drive out of the corners. I replaced the tyres with a more suitable track / road type tyre (Dunlop Sportmax Q2), and it completely changed the way the bike performed. Its drive out of corners was nothing short of stunning and rear wheel slides are now transformed into front wheel lifting.

My advice is never underestimate the need for quality sport tyres on a bike like this.

Here are the  settings for the BMW S1000RR I use for my Sunday rides with the boys. It handles like a dream (for a 75 kg rider), sticks like shit to a blanket and drives out of corners incredibly hard.

The fundamental thinking I have in setting up is this. I want the springs to work by smoothing out the bumps and keeping the tyres on the bitumen. I want the shocks to compress faster than I want them to rebound. This means the bike is less likely to kick back into me over bumpy roads and leaves me with greater control at speed.

I first rode it (on public roads) with all rebound and compression damping settings on 3 (on a scale of 1 to 10 with 1 being the least damping and 10 being the most damping) and it was fairly harsh to ride and handled way better with the following settings.

Front and rear tyres – 36 psi cold (Dunlop Sportmax Q2)

Front sag – 40 mm

Front compression damping – 3

Front rebound damping – 6

Rear sag – 30 mm

Rear compression damping – 3

Rear rebound damping – 6

Technical Specifications

Manufacturer – BMW Motorrad

First Produced – 2009

Engine – 999 cc (61.0 cu in) inline 4 cylinder

Bore / Stroke – 80.0 × 49.7 mm (3.15 × 1.96 in)

Compression ratio – 13.0:1

Power – 144 kW (193 hp) @ 13,000 rpm (claimed), 133.6 kW (179.2 hp) @ 13,250 rpm (rear wheel)

Torque – 112 N·m (83 lbf·ft) @ 9,750 rpm (claimed), 105.8 N·m (78.0 lbf·ft) @ 10,250 rpm

Transmission – 6-speed, chain drive, optional electronic traction control

Brakes Front – Dual 320 mm discs, Brembo 4 piston fixed callipers

Brakes Rear – Single 220 mm disc, single-piston floating caliper

ABS – Yes, dis-engageable

Rake / Trail – 23.9° / 95.9 mm (3.78 in)

Wheelbase – 1,432 mm (56.4 in)

Dimensions – L 2,056 mm (80.9 in), W 826 mm (32.5 in), H 1,138 mm (44.8 in)

Seat height – 820 mm (32 in)

Weight Dry – 183 kg (400 lb)

Weight Wet – 207.7 kg (458 lb)

Fuel capacity – 17.5 L (3.8 imp gal; 4.6 US gal)

Fuel consumption – 6.13 L/100 km (46.1 mpg-imp; 38.4 mpg-US)

If you’d like to see more of the development history of the S1000RR . check out the following 10 minute video.

Final Comments

BMW Motorrad is releasing the HP4 version of the S1000RR in 2013. The images I have seen left me drooling. Claimed to have an additional 5 horses (as if we need those) and lighter than any previous model, this will be the most powerful production bike on the planet.

I would give an arm and a leg to kick my leg over one of those and park it in my garage.

BMW S 1000 RR Superstock Limited Edition
BMW S 1000 RR Superstock Limited Edition
BMW S 1000 RR Superstock Limited Edition
BMW S 1000 RR Superstock Limited Edition
BMW S 1000 RR Superstock Limited Edition

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