BMW’s S 1000 RR has revolutionised the sportsbike market since its initial release in 2009, offering one of the most – if not the most – sophisticated and high-performance superbike packages available. High power, agile handling and first class electronics continue to set an extremely high standard in the class.

Needless to say, when the opportunity arose to sample the brand new 2015 BMW S 1000 RR at Sydney Motorsport Park alongside a host of fellow two-wheel enthusiasts during the RR Experience program, it came as a welcome invitation from BMW Motorrad Australia.

The RR Experience isn’t about going excessively quick, it’s moreso about experiencing the S 1000 RR’s capabilities in a controlled environment. And for the purposes of testing, it’s a neat method of exploring the broad functionality that BMW has on offer without focusing on personally setting the world on fire.

For 2015 BMW has heavily revised the S 1000 RR, creating a sharper superbike with a claimed 146kW (198hp) at 13,500rpm, 113Nm of torque at 10,500rpm and it weighs in four kilograms lighter than last year’s version at 204kg with a full tank.

A majority of the performance improvement has come from an extensively redesigned cylinder head and airbox, which is a change that also provides more torque lower in the rev range. The inlet manifolds have been reangled and camshafts redesigned, while inlet lengths shortened to give the S 1000 RR more punch.

The weight saving on the new S 1000 RR has come predominately from the new style exhaust and a lighter battery helped too. The styling change is sharper, though not too removed from before, and every panel is redesigned.

Source: BMW Motorrad.

The frame is lighter and all the main reference points have been changed for improved handling and traction, such as rake, trail, wheelbase and swingarm pivot point. As you can see, it may look similar to previous versions, but it features a host of upgrades.

BMW has armed the S 1000 RR with the latest in electronic wizardry: Launch control, electronic speed control and even cruise control – yes, on a superbike!

Base model S 1000 RRs in Australia run Race ABS, Ride Modes, HP Gear Shift Assist Pro, pinstripe wheels, and the Race package that isn’t standard in all markets, which adds DTC (Dynamic Traction Control), Ride Mode Pro and the aforementioned cruise control. Dynamic Damping Control (DDC), heated grips and white LED indicators are extras in the Dynamic Package.

On track the 2015 BMW S 1000 RR is an absolute delight to ride, especially when you consider the awe-inspiring power that it produces. It is very, very difficult to replicate the sensation when you open the throttle of the S 1000 RR on any other production superbike in the pack.

With six more horsepower and added torque on top of its predecessor, the S 1000 RR engine once again blew me away, especially in the mid-range and top-end. Tuck in, twist the throttle, shift gears and simply enjoy the ride – you’ll never forget the feeling of pure adrenaline with this type of acceleration and speed.

It’s a linear power though and is relatively rider-friendly as long as you respect it. The 2015 model now has 100 has percent electromotive throttle actuator control, which results in a more direct operation of the relevant throttle valves. It’s a vast improvement and once more gives the rider a more specific feel regardless of all the electronics equipped.

The high resolution instrument panel display is a cinch to read and operate for that matter, including a stacked list of items and functions which can be read and set by the rider: set-up for DDC and race track, banking, DTC, lap time and lap distance, lap-specific speed, active riding mode, gear changes per lap and much more besides.

Image: Tim Munro.

Rain, Sport and Race riding modes with ABS and ASC come as standard, while the Slick and User modes are new extras as part of a Pro mode that’s included with Australian models. What User mode does is allow you to define your own specialised DDC and DTC settings while riding at the push of a button.

Each of the riding modes are tailored to their intended environment and you’ll get a kick out of experimenting with the lot of them. It’s not just a case of putting it on the fastest, most aggressive mode you can and away you go, because it’s very well likely you’ll find usages for each unless you’re a top level racer going for an outright fast laptime.

And as I mentioned earlier in this review, regardless of the mode you’re in, power is manageable, but especially quick. That’s probably one of the attractions of a bike like this; having so many options and finding the ideal combination that makes you ride better, as well as with less effort.

But, as I have mentioned in previous tests, it is a true challenge to really ‘understand’ the might of modern sportsbikes in a few track sessions of testing. Sure, you can feel their immediate advantages and they’re no doubt ultra-clear, but with more seat time I’m certain you’d really benefit from intimate knowledge of its electronic advancements.

Possibly the most exciting aspect I was looking forward to trying out for myself was the Shift Assistant Pro, which not only assists with up-shifts, but down as well! Forget about the clutch, the S 1000 RR genuinely controls all related elements when shifting through the gears. I first sampled similar on a MotoGP bike in 2007, but now it’s available in production with BMW.

In terms of handling, the 2015 BMW S 1000 RR has a steeper steering angle, longer wheelbase, lower swing arm rotation centre, shorter fork protrusion, wider handlebars and a lighter rear section. Updated geometry is to provide an improved front-end feel, while also increasing agility and mechanical grip on the rear wheel according to press materials.

Although we weren’t pushing overly hard by any means, basic character and response to any input is very positive. Turn-in is on point, change of direction relatively easy, and it generally holds its line as you’d expect. Up the pace and you’d have to dial it in to suit, but the foundation is there for you to work from regardless of your skills or speed.

Source: BMW Motorrad.

The DDC is optional as part of the ‘Dynamic Package’ for an extra $1050. It adjusts the suspension fully automatically at intervals of 10 milliseconds, processing all types of information from the bike including traction, banking and damper feedback.

It’s becoming more common on the latest and greatest bikes and, put extremely simply, I’m a fan of the technology on track in a ride day environment. It makes life incredibly easy and BMW’s system works exceptionally well in my brief experience.

Another option that any serious track day rider should look at are forged wheels, which for $1850, replace the pinstripe wheels that come fitted as standard equipment. Not essential, but definitely worth considering.

Tyres fitted during my outing were the Pirelli Diabolo Supercorsa SP C 120/70 ZR 17 at the front and Diabolo Supercorsa SP 200/55 ZR 17 at the rear. I’ve always gotten along with Pirelli tyres and this particular test was no different – I don’t believe there’s a better match for the S 1000 RR.

As you can see, BMW has impressed immensely with the 2015 S 1000 RR and, while it’s a lot to wrap your head around at first contact, once you do you’ll be spoiled by a hugely capable, modern superbike. It’s a heck of a ride!

Available now for $22,990 in Australian specification, in Racing Red, Black Storm Metallic or BMW Motorsport colourways. Visit www.bmwmottorad.com.au for the complete technical rundown and further information.

Specifications

Engine type: Water/oil-cooled four cylinder four-stroke in-line, four titanium valves per-cylinder, two overhead camshafts
Capacity: 999cc
Bore x stroke: 80mm x 49.7mm
Compression ratio: 13.0:1
Claimed power: 146kW (198 hp) @ 13,500rpm
Claimed torque: 113Nm @ 10,500rpm
Dry weight: 175.5kg
Seat height: 815mm
Wheelbase: 1438mm
Fuel tank capacity: 17.5L
Colours: Racing Red, Black Storm Metallic or BMW Motorsport
Price: $22,990
Detailed specs: www.bmwmotorrad.com.au