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/844701
BMW HP4 RACE FULL TEST P106 Yet that huge amount of horsepower is delivered in such a linear, usable way, coupled with an unlikely degree of for- givingness and flexibility. That's thanks to the variable length intake system, revised intake and exhaust camshafts, and closed-up gear ratios, with a higher first and second gear. Unlike the Ducati 1299 Su- perleggera it can't help but be compared with, this isn't a street bike, so there are no stoplights you have to accelerate away from out on the racetrack, and thus no need for a street-friendly low first gear. There's the same third-gear ratio as before, and a lower top three. Coupled with the flawless gearshift combining both a wide-open powershifter to keep the bike revving, and a well-dialed-in auto-blipper for clutchless downshifts, you don't ever have to use the clutch lever again after you've moved away from rest. This makes riding the HP4 RACE a thrilling experience even before taking into account the benefits of all those miss- ing pounds wafted away by the extensive use of carbon fiber. No more thrilling than when you have to stop hard, hard, hard for the second-gear right- hander at the end of the main straight at Estoril from flat out in fifth gear. I'll readily admit I never quite managed to pull a true top gear on the long gearing BMW had fitted—and have to start flirt- ing with the 650-foot board at speeds well over 174 mph. Each lap I tried to be a little braver and eke out an extra yard or two, five even, exploiting the phenomenal braking potential of the Brembo GP4PR Monoblock calipers with titanium pistons that are all the rage for most of the field in both MotoGP and WorldSBK grids. These are easily the most effective brakes I've ever experienced on a production motorcycle, and yet they're easy to modulate in slower bends if you want to just ease off a little velocity because you got over- ambitious with maintaining turn speed. Plus by working the ac- cessible and easily understood button pads on either handlebar to dial in a little more of the 15-stage engine braking that can be varied for each gear ra- tio, I was able to get some extra help from the motor in slowing down, without at the same time Motorrad has chosen to start at the top by using carbon fiber extensively to produce the highest- performance customer-available motorcycle money can buy. (Left) Ultra short-stroke 999cc engine measuring 80 x 49.7mm and built to WorldSBK specs produces 215 bhp, and delivers scintillating performance. (Right) The usual array of BMW- developed electronic programs is accessible and functional, with audible intervention of traction control via staccato chatter.