I'll admit bias. I am a big fan of the BMW S1000RR. It is the bike of choice for Keith Code's California Superbike School, and I had the opportunity to spend a day out at Virginia International Raceway on the S1000RR for the school.
Loved the school (it cured my turn entry issues) and VIR is a great track. The bike was the screaming 180-horsepowered cherry on top of an outstanding experience:
I even considered, albeit briefly, trading in my Ducati 848Evo for the BMW. Then I went home, rode the Duc, and promptly reconsidered. Something about that desmo engine. Not that I don't occasionally consider adding a S1000RR to the stable, because who doesn't need three over-powered, completely impractical, mostly ill-suited for street riding, sportbikes in the garage?
What? It has rain mode. What if I need to ride in the rain? I need a inclement weather sportbike. And a way to cut power when I am practicing my turn entry skills. And its hot, feloniously fun, and a surprisingly easy ride. And, and, and...
Ah, digression, wrapped in rationalization, punctuated with justification ...
I am not the BMW's only fan. Introduced two years ago, the bike took the industry and competition by storm, killin' it on tracks and cleaning up on Best Motorcycle and Best Sportbike awards, gathering accolades and superlatives (of the positive sort) like Casey Stoner accumulates laps lead, leaving the competition to snort exhaust fumes.
Simply put, the BMW S1000RR is damn near perfect.
Which begs the question: With the competition rolling out new machines (see Kawasaki ZX-10R, Ducati Penigale) BMW can't simply pull up a chair, lean back and watch the future catch up. But how to perfect a near perfect riding machine?
First, BMW was smart enough to know better than to fix what wasn't broken. The S1000RR's weight, size, and engine haven't changed. Though a few tweaks to the tail, faring and colors can be found:
But BMW also recognized that its not just sheer power that matters. Torque, throttle control, and better handling are all part of the package. To this end, BMW has increased power from 5000 to 7500 rpm, which is accompanied by a slightly sharper rake angle, shorter wheelbase, and new a new swingarm pivot location to improve handling, steering accuracy and feedback.
And as the adage goes: Suspension wins races. For the 2012 BMW S1000RR, suspension action has been upgraded through new fork internals and a larger shock piston, which enables greater oil flow through the low/mid speed valve. The steering damper is adjustable 10 different ways.
A truly perfect motorcycle may be an impossibility. But BMW appears to have taken a near perfect machine to even nearer perfect. I may have to make room in the garage yet...
Cheers!
Loved the school (it cured my turn entry issues) and VIR is a great track. The bike was the screaming 180-horsepowered cherry on top of an outstanding experience:
 |
| Warming up for a day at the track with the California Superbike School |
I even considered, albeit briefly, trading in my Ducati 848Evo for the BMW. Then I went home, rode the Duc, and promptly reconsidered. Something about that desmo engine. Not that I don't occasionally consider adding a S1000RR to the stable, because who doesn't need three over-powered, completely impractical, mostly ill-suited for street riding, sportbikes in the garage?
What? It has rain mode. What if I need to ride in the rain? I need a inclement weather sportbike. And a way to cut power when I am practicing my turn entry skills. And its hot, feloniously fun, and a surprisingly easy ride. And, and, and...
Ah, digression, wrapped in rationalization, punctuated with justification ...
I am not the BMW's only fan. Introduced two years ago, the bike took the industry and competition by storm, killin' it on tracks and cleaning up on Best Motorcycle and Best Sportbike awards, gathering accolades and superlatives (of the positive sort) like Casey Stoner accumulates laps lead, leaving the competition to snort exhaust fumes.
Simply put, the BMW S1000RR is damn near perfect.
Which begs the question: With the competition rolling out new machines (see Kawasaki ZX-10R, Ducati Penigale) BMW can't simply pull up a chair, lean back and watch the future catch up. But how to perfect a near perfect riding machine?
First, BMW was smart enough to know better than to fix what wasn't broken. The S1000RR's weight, size, and engine haven't changed. Though a few tweaks to the tail, faring and colors can be found:
 |
| The new red and white faring looks good on and off the track. |
 |
| The tail section is sleeker and cleaner |
But BMW also recognized that its not just sheer power that matters. Torque, throttle control, and better handling are all part of the package. To this end, BMW has increased power from 5000 to 7500 rpm, which is accompanied by a slightly sharper rake angle, shorter wheelbase, and new a new swingarm pivot location to improve handling, steering accuracy and feedback.
And as the adage goes: Suspension wins races. For the 2012 BMW S1000RR, suspension action has been upgraded through new fork internals and a larger shock piston, which enables greater oil flow through the low/mid speed valve. The steering damper is adjustable 10 different ways.
A truly perfect motorcycle may be an impossibility. But BMW appears to have taken a near perfect machine to even nearer perfect. I may have to make room in the garage yet...
Cheers!