Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/417591
2015 BMW S1000RR FIRST RIDE P86 or red/white and black metallic. The riding position feels slight- ly more close coupled and com- pact than before, with higher footrests which are needed be- cause of the BMW's eagerness to use significant lean angles to maximize turn speed. There's even a because-we-can read- out on the all-new dash to tell you how much you've cranked 'er over either side, both in real time (just don't get distracted with your knee on the ground!) and memory. So now you know what the next game of track day one- upmanship will be, though you better hope that BMW test rider and ex-250GP ace Jürgen Fuchs doesn't show up. He managed a 61º lean angle at Monteblanco, whereas the best I could man- age was, ahem, 57º, although my South African mate Donovan Fourie trumped that with 59º. See what I mean? The new chassis with its sharp- er steering geometry still asks for a good bit of physical effort to flick the BMW from side to side in a chicane. However, it's very sweet on turn-in, and the revised numbers allow it to just find its way into an apex almost on au- topilot. But I had trouble stop- ping it, wheelying in Slick mode exiting the last second-gear turn onto the pit straight. The serious torque from the motor repeatedly lifted the front wheel higher and higher as I searched for the elu- sive lever to hit the not particular- ly strong back brake. In the end, the best way to counter this was to weight up the footpegs and haul my body forward over the tank/airbox cover via the handle- bars, which probably looked un- gainly because I then couldn't get my head under the screen. At least it resolved the problem and gave me decent drive until I was properly under way in third gear, and could resume a normal pos- ture. I tried to find a way of crank- ing up the anti-wheelie settings, but gave up in the end. What did work better was softening up the rear shock's spring preload and reducing the compression damp- ing to absorb the weight transfer better. But there isn't a remote preload adjuster on the RR, so you have to use a socket wrench to make the adjustment. The chance to ride the bike on slicks not only underlined what amazing grip there is from the way the DDC electronic suspension adjusts dynamically to changing track conditions (with its link to both compression and rebound damping and the chance to fine tune it via 14-stage shock set- tings for each parameter), but also how the reduced unsprung weight of the forged wheels en- hanced suspension compliance. Their reduced gyroscopic mass further speeded up the already deft handling, so that the one- liter Superbike now turned and steered like a 600 Supersport but with added stability. And af- ter backing off the TC to minus four out of seven, it jumped out of turns even more adroitly, with notable extra zest from what was now a lighter dynamic package. In addition, the grippier tires de- livered even greater confidence in front-end grip for enhanced turn speed. Really, I'd have to say I prob- ably never rode a one-liter street- bike fitted with lights and a horn as hard as the BMW, yet felt so in charge. This is a true racer with lights, except not in the pejora- tive sense of being raw-edged and rorty. On the contrary, it goes fast in a more civilized fash- ion than any other streetbike I can remember riding. What a great motorcycle. You could race this with all the street equipment fitted, and expect to be competi- tive in a Superstock event. Yamaha has a fight on its hands, because BMW has very definitely raised the bar with the new S1000RR. The best just got better. CN