2010 BMW S1000RR Review

The race track may be the best place to test a superbike's ultimate abilities, but exploring a high-powered motorcycle on the street reveals entirely different aspects of personality.

How does the track-oriented BMW S1000RR-- all 193 horsepower, traction control, and ABS of it-- feel on public roads? I rode several hundred miles through Los Angeles streets and canyons to find out.

>>Click here for a 2010 BMW S1000RR Photo Gallery<<

Before the new S1000RR superbike came along, BMW Motorrad was known for their insistence on sticking to strange switchgear and unorthodox technology like proprietary suspension systems. Even their turn-signal and horn buttons had a wonky arrangement that defied the way virtually all mainstream manufacturers set up their controls, and though those decisions didn't seem to disturb hardcore R1200GS riders too much, their clean sheet superbike marks several concessions to convention.

For starters, the front and rear suspension setup is a decidedly traditional: 46mm inverted, telescopic forks, and a monoshock mounted to a cast aluminum swingarm... which, in turn, is mounted to a cast aluminum frame that uses the engine as a load-bearing element.

And speaking of engines, the S1000RR is powered by a 999cc inline-4 that's topped with titanium valves boasting trickle-down technology from the world of Formula 1 racing; this screamer produces 193 horsepower at 13,000 rpm and 83 ft-lbs of torque at 9,750 rpm. A cable-actuated slipper clutch connects to a six-speed transmission.

Twin-disc, four-piston 320mm brakes are found up front, and the rear uses a single-disc, single-piston 220mm stopper. Wet weight is 450 pounds (or 455 pounds with ABS), and unladen seat height measures 32 inches.

The S1000RR is priced at $13,800, and options include race ABS bundled with Dynamic Traction Control (DTC) for $1,480, Gear Shift Assistant for $450, and an anti-theft alarm for $395... but we'll dive deeper into the electronics packages later.

Once the S1000RR fires up and spent exhaust gasses rush out of its (decidedly weird looking) muffler, it becomes obvious there's nothing toned down about this bike. Accelerating off the line reveals copious torque and lots of room to rev according to the tach-- which redlines at a heady 14,000 rpm-- but deliberate inputs yield surprisingly smooth power delivery.

Gear Shift Assistant allows clutchless upshifts and a virtually uninterrupted flow of power. My test bike was also equipped with DTC, which operates in Rain, Sport, Race, or Slick modes, using lean angle and ABS sensors to alter throttle response, engine horsepower, and ABS behavior. Rain cuts power to 150 hp while the rest of the modes use the full 193 hp. The ABS system gets linked in all but Slick modes, but becomes less sensitive in Race. Slick mode disconnects the rear brake. Purists note: the system can be turned off via a button at the left hand grip.

Even in Rain mode, the S1000RR pulls hard when the throttle is nailed, though the softened throttle response makes the bike feel like there's more lurking beneath than the electronic filters will have you believe. Sport feels noticeably crisper (and a whole lot ballsier, with 43 more hp on tap), and the throttle response in Track mode is so sensitive that minor ripples in the road surface can translate to choppy bucking, despite your best attempts to keep steady on the right grip. You'd think the traction control system wouldn't make itself known on public roads, and for the most part it works invisibly. But certain conditions can make the system evident.

For instance, gun the throttle while riding through a puddle, and power gets instantaneously curtailed to keep the tail from sliding out. A mid-corner encounter with a manhole cover also results in a noticeable, and equally quick reduction in power. And if you're aggressive enough with the throttle, you'll definitely notice the engine cut out as the front wheel lifts off the ground-- which even happened while traveling on the freeway at triple digit speeds! If you have the nerve to glance down at the instrumentation, you'll notice a yellow warning light that illuminates, mid-wheelie. Nice.

But unless you're pushing hard or experiencing an unusually compromised surface condition, the S1000RR's traction control system is invisible and completely confidence inspiring, especially since it uses lean angles to calculate its level of intervention. Considering the outrageous amounts of power this bike produces, it's hard to imagine not ordering one up without this setup.

As for urban riding, the S1000RR is... well, a dramatically overpowered and overqualified bike for 99 percent of public roads. As such, its powerhouse engine also releases a considerable amount of heat from its shark-like vents, radiating onto the rider's lower thighs. The clutch can get heavy in traffic, and as you can probably imagine, it's not the most comfortable bike for commuting. But hit the canyons, and the S1000RR is pure bliss, offering seemingly endless power, sharp yet progressive handling, and a traction control system that promises to keep you glued to the road, barring blatant acts of stupidity.

BMW breaks several paradigms with their new S1000RR; starting at around the same price as staples like the Honda CBR1000RR, Kawasaki ZX-10R, Suzuki GSX-R1000, and Yamaha R1, it defies the high-priced entry point usually associated with the German brand. It also ditches the trademark Paralever and Telelever suspension setups (and even that annoying turn signal button) for more conventional arrangements. In doing so, it offers one fiercely competitive package that accomplishes nothing less than causing a seismic shift in the superbike landscape.

Don't let the $13,800 cost of entry fool you, though; you'd be at a loss not to order up the optional DTC/ABS combo, and the awesome Gear Shift Assistant, which allows for seamless acceleration by momentarily cutting throttle between gears. Both features bump the price up to $15,730, which draws the S1000RR to within close range of the Aprilia RSV4R Factory ($15,999) and the Ducati 1198 ($16,495.)

But considering this Beemer's awe inspiring performance and underlying technology, the S1000RR is an almost impossible-to-resist proposition for sportbike fanatics, and its value lends credence to the widely held belief that BMW is losing money on every unit they sell.

Is this überbike worth your hard-earned cash? If issues like moderate engine heat and wrist discomfort perturb you, then probably not. But if you're looking for one of the quickest possible ways to get around a track (or your favorite canyon road), you'll want the S1000RR on your short list of do-it-all literbikes.

>>Click here for a 2010 BMW S1000RR Photo Gallery<<