Motorcycle specifications BMWS 1000 R 2024 The breath of a tiger

When it comes to stripping down a hypersport to make a bleeding-edge roadster, a manufacturer has a choice: offer an unreasonable ball of nerves, or deal in a blatantly demented fire pump. BMW favored the first option when it created its S 1000 R, and continues to do so for its new models.

Big, furious, mean and sporty in the S 1000 R? In large doses, without going over the top. But it's not all fun and games when you're going to be battling it out in the massifs of severely watted naked bikes. So, grab your freshly reworked S 1000 RR, warm it up, put on an R 1250 R -style headlamp and unleash the 165hp beast.

R and RR have always been intimately linked, one being the undress of the other. Their complicity has led to a total redesign of the roadster, almost to the point of a new identity. Completely redesigned, this S 1000 R is striking in more ways than one.

it' s the face that surprises, grips and questions us. Not because of its total eccentricity or staggering beauty. Rather by its... conformism. the S 1000 R's face no longer has the aggression of a lynx eyed by a drug-addicted fox. The optical graft pulls it into line, makes it fit in better with the R siblings (G 310 - F 900 - R 1250), and paradoxically makes it lose a little character (in our opinion).

BMW confirms its disenchantment with its famous asymmetrical looks. On the whole, the fork-head headlamp unit retains its edginess, but something more aggressive would not have been out of place. On the other hand, the machine's bodywork has let go of its torments: the protruding appendages predominate over the enormous radiator, then attempt to draw the eye to the slender stern. But this moment is quickly overtaken by the presence of mechanical-cardiac muscle.

In the race for power, BMW has chosen to remain in the same combat zone as in its early days: the 140-160 hp orbit, where the majority of big streetfighters gather. There's no question of going up against the super-powered hyperfighters with Superbike watts. Maximum power is still 165 hp at 11,000 rpm. Can we express a hint of bitterness at not having more, as is customary? Don't worry - that much potato is enough to get the molars moving.
Let's look at a moment of velocity via an everyday moment: pick a contact from your phone's favorites and call him. Wait for the first ring and about 8 seconds have passed. That's how long it takes this bull to reach 200 km/h. A Porsche 911 takes 25% longer for the same exercise.

that' s 5% better than the previous generation. The 4-cylinder is no slouch. The S 1000 R stole it from the RR 's shelves, but forgot the Shiftcam when closing the door. As a result, it doesn't benefit from the ACT-shift variable intake system. On the other hand, its weight has dropped by 5 kilos since the old engine. it's more compact, better filled at low and mid-rpm, compresses to 12.5:1 instead of 12, consumes 8% less fuel and sends out 11.6 mkg of torque at 9,250 rpm. The latter value remains unchanged from the previous block.
The gearbox has also been revised, with the last three gears longer to improve fuel economy, a self-reinforcing anti-dribble clutch and more precise gear selection.
Last but not least, we salute the work done on the exhaust system. Even if BM couldn't get rid of the pot under the chassis, the muffler is less imposing. The figures go with it: 1.2 kilos less for the whole system.

For lack of muscle gain, the beast has lost fat. 5.1 kilos lost between two chapters of the S 1000 R. The German can congratulate himself on his diet, though he wouldn't call it a feat either. At 199 kilos, it's still a long way from the slenderness of Italian roadsters. But it does improve its power-to-weight ratio, despite the status quo in terms of cavalry. That's what you need to hold on to with confidence! Whether the distiller makes 165 horsepower on the roadster or 212 on the M 1000 RR, it needs a damn strong chassis to transform.
A fine job for the new so-called "Flex Frame". It arrived in 2018 on the latest version of the S 1000 RR. Its aluminum perimeter structure features curved spars and leans more on the engine than the old one to improve rigidity while losing weight (1310 grams).

a new frame allows for some adjustments right from the design stage. Knee room is improved, with reduced spacing over a range from 13 to 30 mm. Agility has also improved, with the fork straightening to 24°, reducing the headroom to 96.3 mm. Stability shouldn't suffer, either, as the swingarm, with inverted reinforcement, is lengthened to increase the wheelbase to 1450 mm (+11mm).
Another area where the bike will gain in dexterity is at the wheels: the lighter the unsprung weight, the more responsive it is. And just as well, the rims lose 1.8 kilos. Not to mention the fact that the brand whispers even lighter, with forged models adding 963 grams, and even carbon components adding 2,783 grams. The discs also make an effort, losing 500 grams.

The fork diameter has been reduced from 46 to 45 mm. Both fork and monoshock can be fitted with optional semi-active DDC damping, for automatic, real-time responsiveness. The S 1000 R no longer has a separate brake control unit. The new master cylinder has an integrated reservoir to transmit its fluid to the 320 mm discs. The Pro version of ABS is now standard.

As on day one, the naked member of the S 1000 family appropriates the dashboard of its hypersport sibling. As usual, it's equipped with a 6.5-inch TFT screen. Slightly adapted to suit its new recipient, it offers up to 3 types of display - the third with bar graph and stopwatch requires the M pack.
Standard features include navigation via the multi-controller on the left handlebar, and a GPS system coordinated by the Motorrad connectivity app. Once the S 1000 R has been loaded with options, the tablet can display a hell of a lot of data: current angle - maximum angle reached - current deceleration force in m/s - maximum deceleration force - DTC engine speed reduction - speed limit info - Trip 1 - Trip 2 - average speed and fuel consumption for each trip - riding and stopping times for each trip - tire pressure - range - total mileage - fuel level. The display also helps you stay calm when the engine is cold, by adjusting the start of the red zone. 6,000 rpm at first, then the limit shifts to 11,000 as the engine warms up. An idea BMW tried out on its 5-series cars some fifteen years ago.

the adrenalin rush will come as the boiler heats up, itself under a serious infusion of electronics. In this respect, will it be like the engine? No more than before, but plenty of it?
Good news for techno-enthusiasts: the S 1000 R has been updated, with a number of options now available as standard. First of all, the riding modes. In addition to the traditional Road and Rain modes, the aptly-named Dynamic is now available. ASC traction control is ousted by DTC, itself more efficient thanks to the addition of a 6-axis inertial unit. This also enables the ABS to become active when cornering. It reacts differently depending on whether Rain or Road driving mode is selected. Then, with the optional Pro Driving Modes, it can be set to 5 levels. Added to this is the HSC hill-start assist. As for the shifter, it's still an option... whereas an MT-09 or a 937 Monster have them as standard! How petty are the Teutons?

In any case, there's no escaping options. Might as well see what's inside. First of all, the great classics such as the titanium sports silencer, heated grips and cruise control. Then there are the new features, such as the hard-wearing M chain, the Pro cornering light, forged or carbon wheels, and a whole host of sport parts from the M catalog... Or just some good technology:
With the Pro Driving Modes, you get access to the additional "Dynamic Pro" mode, which is even faster and unleashes the full distribution of watts, as well as MSR engine braking control combined with a torque regulator to calm rear-wheel lurching. Already equipped with an anti-dribble clutch, you can say good-bye to rear-wheel racketing during heavy braking.
The HSC takes advantage of the opportunity to become automatic and adjustable, the Pitlane-type speed limiter comes on board along with its buddy, the standing start assistant, while braking electronics gain the DBC. For Dynamic Brake Control: this system blocks gas pedal commands during braking phases.

there 's also controlled suspension. A new generation of DDC (Dynamic Damping Control) takes up residence on the new S 1000 R. The difference in damping between comfort and sport settings is much more noticeable. The electro-technical management system is now even more efficient, as always linked to the Driving Modes. Elements need just 10 ms to adjust.
To simplify things a little, Béhème has combined its main packages in a Pro finish. That way, you get a full-featured wheel for a hefty 3,000 roros.

It used to be a bad guy; now it looks like a brute. The BMW S 1000 R was a Fight Club member from the start. A boiling-blooded Bavarian duke, spearheading BMW roadsters. It set BM on the land of bestiality, just as the hypersport S 1000 RR did in its sector. It improves on many points, without tipping over into the excessiveness of certain extreme products. Although the price increase seems moderate (approx. 600 euros), the price can very quickly growl as much as the engine.

M.B - manufacturer's photos