VOL. 54 ISSUE 45 NOVEMBER 14, 2017 P99
Much of the HP4's forgiving nature
is the result of its advanced 15-level
traction control system, which works
impressively well to keep the bike in line
under acceleration. Like any race bike,
the TC feature on the upper-spec BMW
gives the rider the ability to drive forward
off the corner without being held back.
That's the opposite of the S 1000 RR's
package, which acts as a safety net for
overly aggressive riders. The auto-blip
downshifter on the HP4 is far more supe-
rior as well, feeling seamless even under
hard deceleration. The S 1000 RR's unit
is inconsistent, often hitting false neutrals
while backshifting to first gear.
The biggest difference between the
two motorcycles, though, has to do with
their respective handling qualities. The
S 1000 RR is known for being relatively
light on its feet and quick to turn into
the corner, but the HP4 takes it to the
next level. The extremely low weight
and carbon fiber wheels of the HP4—
which are said to reduce gyroscopic
force by 40 percent—make it a lethal
weapon through tip-toe-speed side-to-
side transitions and corner entries. The
stability only adds to the experience,
allowing you to throw your weight from
side to side without the motorcycle
becoming unsettled. Feel from the rear
end is remarkable, too; the Suter-made
superbike swingarm offers mind-blowing
amounts of traction, and lets you know
exactly what's going on beneath you.
For being a
"standard"
literbike, the
BMW S 1000 RR
has a high level
of racetrack
prowess. The
inline-four is
quick and its
chassis is lively,
resulting in a
high fun factor.
