2018 BMW S 1000 R
When it comes to supernakeds, BMW lifted the bar when it launched the S 1000 R back in 2014, and with a long list of updates landing in 2017, this latest model is better than ever.
The S 1000 R shares the same 999cc engine as its S 1000 RR superbike brother, albeit detuned for more flexible on-road riding. In the supernaked, this inline four makes a claimed 165hp (121kW) of power at 11,000rpm and 114Nm of torque at 9250rpm, all packed into a package that weighs just 205kg fully fuelled and ready to ride.
But the specs don’t tell the whole story: the engine is an absolute cracker, with well-sorted fuelling delivering seamless throttle response throughout the rev range, and while the standard lightweight Akrapovic exhaust keeps noise to a minimum, it doesn’t eliminate the engine’s deep growl, nor its satisfying crackle on overrun.
Improved Sequel. This latest incarnation of the S 1000 R has a revised look that shows off a bit more engine thanks to smaller but more angular side plastics, while the overall nose-down/tail-up profile and aggressive front-end styling results in a menacing look that suggests this is not a bike to be messed with.
The second generation S 1000 R also addresses some of the minor criticisms of the first-generation version. Rubber mounts for the handlebar reduce unwanted engine vibrations and a quick-shifter, called HP Shift Assistant Pro, allows for superfast clutch-less shifts both up and down the ratios. Other changes include a redesigned frame with a lighter rear section, a new swingarm with tweaked rigidity and flex for improved traction and feedback, a slightly smaller fairing and a repositioned instrument cluster.
Our test bike was fitted with BMW’s optional ‘Sports Package’ and ‘Dynamic Package’, both of which include a long list of features that broaden the S 1000 R’s breadth of capability. The Sports Package adds Dynamic Traction Control (DTC), Riding Modes Pro (Dynamic, Dynamic Pro and ABS Pro), Shift Assistant Pro and cruise control, while the Dynamic Package consists of Dynamic Damping Control (DDC), heated grips, LED indicators and a colour-matched engine spoiler. Our test bike also scored optional HP forged wheels.
Throw a leg over the low seat and lift the S 1000 R off its side-stand and you can immediately feel how light it is. The comfortable, upright riding position is ideally suited to around-town commuting, offering a good view of your surroundings, yet there’s enough space to move your rear-end to the back of the seat, lower your head behind the small screen and bend your elbows when you want to get funky on your favourite bit of twisty tarmac.
The instrument cluster consists of an analogue tacho, a programmable shift light and an LCD screen that displays a digital speedo, gear-position indicator, riding mode and trip computer. While there’s plenty of info available in an easy-to-decipher format, it can be hard to read in direct sunlight, despite BMW tweaking the screen’s angle on this latest model.
While the seat is wide and comfortable enough for long stints, the pillion pew (which was also redesigned for this latest model) is small and high - not dissimilar to most sportsbikes. There’s a small space under the pillion seat for a tool roll, wallet, sunglasses.
If your riding needs call for more than “small space”, you’ll need to invest in some luggage – either a tank bag, tail-mounted pack or something similar. I recently invested in a Kriega US-10 Drypack and found it ideal for day-tripping essentials, like wet-weather gear and a change of clothes. The Kriega was easy to attach to the BMW, too, which isn’t set-up for panniers and a topbox.
Out on the road. Select first gear and ease out the clutch and you won’t have to touch the lever again until you come to a stop. The BMW’s Shift Assistant Pro is one of the best quick-shifters in the business and you’ll soon wonder how you lived without it – it provides fast and smooth shifts, whether just poking around in traffic at low engine speeds or cracking along with the throttle wide open with one eye on the shift light.
The engine itself is supremely flexible, with loads of torque down low and plenty of grunt up top, too. Things start to get exciting from around 6000rpm and then there’s a sudden rush as the tacho needle races to 9000rpm and beyond. But that rush is eminently controllable thanks to the selectable riding modes, which adjust parameters including throttle response, traction control and ABS intervention. As you’d expect, the ‘Rain’ mode dampens throttle response while increasing the intervention of ABS and ASC (Automatic Stability Control), while the ‘Road’ mode adjusts these parameters to suit dry conditions.
When you want to get down to business, ‘Dynamic’ sharpens everything up, most notably the throttle response, while ‘Dynamic Pro’ allows the rider to select their own settings. BMW claims its DTC system (as fitted to the test bike) is “the highest series-production level of technology currently available for increased riding safety and dynamic performance”, while the optional ABS Pro operates in relation to the bike’s banking angle. Combined, these systems offer unparalleled stability and forgive those prone to abrupt acceleration and braking, even when cornering. Whether you ride like this or not, the traction technology certainly allows you to make the most of the performance on offer in a wide range of conditions.
Back Roads. Since I’ve had the S 1000 R, I found myself playing around with the Dynamic Damping Control (DDC) settings more than anything else, due to a wide variety of road surfaces I’ve taken the bike on. The ‘Road’ mode softens the damping significantly and allows the suspension to soak up bumps, providing optimum comfort as well as maximum grip. The ‘Dynamic’ setting was too firm for most of the roads I was riding, especially at the back-end, and reckon it would be best-suited to billiard-table smooth roads or the track.
Having experienced its performance on good, bad and, frankly, some pretty crap roads, the plan is to take the S 1000 R to a track day in the near future. Having already run an S 1000 RR at Phillip Island, I have an idea of what to expect, but it’ll be interesting to see how the S 1000 R goes .In my experience, there aren’t many bikes that better the performance and handling of the S 1000 R on twisting back roads.
The bike’s light weight and wide ’bar combine to make it supremely flickable, and it holds a line beautifully once cranked over, as well as allowing you to change your line without fuss. The lightweight HP forged rims probably help in this regard, as the reduced mass aids changes in direction, as well as acceleration and braking. The front-end feels particularly planted and with the clever electronics backing you up, the S 1000 R inspires great confidence, allowing you to brake later and later into turns, and crack the throttle open earlier and earlier on exits. As such, I’m looking forward to pushing these limits at a track day.
This really is a hell of an easy bike to ride… and to ride fast. The standard Bridgestone Battlax Hypersport rubber offers loads of grip on dry roads and inspires great confidence on damp patches, too. The Brembo four-piston radial-mounted calipers grip 320mm discs up front and they offer plenty of stopping power and good feel at the (reach-adjustable) lever. There’s a Brembo single-piston caliper at the rear gripping a 220mm disc.
Got a long commute or long weekend ride to your favourite twisties? No worries – the S 1000 R has that covered as well. It’s comfortable on the open road thanks to the aforementioned riding position, and the small screen deflects wind onto your chest taking weight off your arms. The seat itself is wide where you need it to be and offers a good combination of support and comfort, and the new rubber-mounts take all the vibes out of the handlebar.
At 100km/h in top gear, the engine ticks along at a relaxed 4500rpm, and for lazy riders there’s enough torque available at these revs to allow for brisk overtaking without a downshift. But downshift you will, just to experience the awesome quick-shifter once more, and to hear the engine pop and snarl as you close the throttle to save your licence!
The optional cruise control (as fitted to the test bike) is simple, easy to use and holds the target speed well, while the inclusion of heated grips will please those who aren’t fans of chilly winter mornings. The 17.5-litre fuel tank ain’t huge, and on test the S 1000 R used 6.1L/100km, so safe touring range is around 250km between refills.
Jack of all Trades. The S 1000 R really is a jack of all trades, but whereas that expression concludes with ‘master of none’, the same can’t be said of this supremely capable supernaked, which is such an all-rounder that it masters just about everything you point it at. Hell, I even clocked about 20kms of crook gravel thanks to a navigation error, and the S 1000 R ate the dirt and spat it out in a most satisfying roost. If you’re after a bike that does it all, the S 1000 R will put a smile on your dial every time you ride it.
Credits Words: Phil Suriano. Photos: BMW Motorrad Australia
