BMW The Ultimate Riding Machine

If you didn't catch the January 11 edition of MCN, here's what you missed...

'The new S1000RR starts 2012 exactly where it ended 2010 and 2011: in first place. That's three years running that BMW has won MCN's inline four-cylinder superbike group track test.

The heavily-revised BMW saw off rivals from Yamaha, Honda, Kawasaki and MV in our three-day test at Spain's Almeria circuit. MCN, joined by testers from three other countries, came to a unanimous decision: The S1000RR is still the in-line four superbike to beat.

But if the overall result is no big surprise, what IS is how close the BMW was run by Honda's new Fireblade.The latest Blade's all-new suspension, tweaked fuel injection and detail changes come together to keep the Honda ahead of Kawasaki's third-placed ZX -10R, Yamaha's revised R1 (fourth) and MV Agusta's latest F4 RR Corsa Corta (fifth). Here's how it happened...

1st : If you think BMW only made chassis changes to the S1000RR to appease riders at WSB level, think again. They were made to assist all S1000RR riders at every level of racing; from club to endurance to superstock. And, of course, track days...

The good news for us non-racers is the BMW makes for a serious track day weapon. And based on how good the original S1000RR was on the road, MCN wouldn't be surprised to find the new S1000RR also kicks butt on any road you care to name.

But this is a track test where, quite simply, horsepower and torque needs to be strong and the bike's chassis and ancillaries need to function as a complete package. It doesn't take much more than one lap to scrub the Michelins and another to realise the new S1000RR is now the real deal and shaped from similar race moulds that gave us Honda's RC30, RC45 and Yamaha's OW-01 and R7, to name but a few genuine race-ready homologation specials.

The seating position hasn't changed: it's pure race-replica of high pegs and low bars; an 'attack stance' that forces the rider off the seat to bludgeon corners with speed. And improved corner speed is what the BMW has. Not just from the sharper steering but also from the engine. Yes, you read it right: engine.

Like the previous version, the latest S1000RR has switchable power modes, all designed to assist the rider for road and track riding, wet or dry. In 16 degree heat and bright sunshine with sticky tyres, 'slick' mode was the obvious setting where throttle response is instantaneous and the full force of the S1000RR's grunt is available.

New for 2012, in 'slick' mode only, is an engine braking management system that partially opens the throttle butterfly when peeling into a turn (measured and calculated by onboard gyroscope, engine rpm, gear selection etc) to reduce engine braking. At first, it takes some getting used to...

The lines I'd been carving on the other bikes couldn't be held through the faster corners on the BM. Missing the apex and running a few inches off line was enough to bugger up the next corner of series of corners. This was due to its almost two-stroke-like engine manners.

A change in riding tactic was required. Less braking through the front lever, leave the turn-in point a fraction later and put faith in the BMW's taut chassis. Alll in the name of carrying extra corner speed. It pays off.

With the improved steering response (c/o 1 degree steeper steering head angle, 9.3mm shorter wheelbase and taller rear height), the S1000RR is cajoled easily and quickly onto its ear - not just the front end turning in but the bike as whole as per a sorted supersport race bike rather than a 1000cc behemoth.

Mid-corner ride quality has been upped massively, too. The revamped suspension is firm, responsive and all telling. And when leant to silly angles it's delicious which in itself encourages even more corner speed (something that can be done much easier than before as the throttle action has also now been reduced and is lighter).

Now, to clear the turn, crack the throttle. Even if running at a lowly 6000rpm, the extra midrange causes the rear tyre to dig in and fire the BMW forward. There's a lot of torque to be made use of and power is kicking in hard but the chassis is unfazed and pulls you clear.

With laps under the tyres the cornering process picks up pace and another 2-3000rpm can be added. It's manic though, so keep eyes ahead, aim for apex points and shift bodyweight. The rider has to be so focussed because it is a constant mental battering to the brain.

The sheer violence with which the S1000RR gets out of a turn is eye-opening. The almost unobtrusive traction control only lets you know it's actually doing its job with a brief flicker of the DTC (Dynamic Traction Control) light and an waggle of the bars (which is why a new 10-way adjustable steering damper is in place). Want to emulate WSB greats? This is the bike to do it on.

There's no respite. Even the straights between Almeria's corners are a blur. Pick it up, blink and the next corner is almost under you.

Thank you BMW for sticking with Brembo front calipers. Thanks also for the revised fork internals that stop the front end nose-diving when those Brembos come into play. There's no squirming from around headstock, just a solid, wall-like effect of stopping power.

I know from painful experience that plums get squashed against the back of the tank as you slide forward on the angled, front part of the seat. The other problem with this is trying to shift back and off the seat to move body weight for corners. High pegs heighten this and make track riding very physical. For road use it should be OK. Hopefully BMW will decide to offer a taller track-only replacement seat/seat unit.

Almeria's long back straight gives time to know the stock screen is inadequate for 15-stone biffers with Christmas pud filling his leathers. A head rattled by the windblast exaggerates the ridiculously fast way the S1000RR covers the uphill climb to the the last corner. Shift lights flash and the optional Sports Pack quick-shifter helps hooks another gear. At high rpm it's seamless but still a touch clunky during warm-up laps.

Come the finish line, there's a controlled wheelie. But then it's back to the business of knocking fractions of a second from the lap you've completed. With BMW's 'plug-and-play' GPS datalogger (2D software), it's obvious where because a green dash light gives a thumbs up flash every 100 metres- assuming you're quicker on the relevant section.

The system is much more than an electronic hurry up: hooked up to a laptop you've nigh on a full-on data-logger system (price TBC but currently a bargain £500 is earmarked for Europe), with suspension being the main missing ingredient. So, you can have your trackday-cum-race bike and beat the opposition with a little less time on your integrated dash laptimer...

Verdict
BMW retains the title of number one in-line four superbike and rightly so. It's listened to customers and made changes accordingly. Those changes have led to faster lap times through improved chassis design, engine delivery and, far more importantly, electronics. So what if the racing versions haven't won the WSB championship. If the changes to the production bike are anything to go by then Mssrs Haslam and Melandri could be on course to grab WSB silverware this year.
Honda, meanwhile, maintains that its Fireblade is first and foremost a road bike yet one that still has the ability to kick some serious track butt despite not having traction control or an extra 15-20bhp. Its second place here confirms Honda's belief. But, even so, it's time Big H took its head out of the sand to see what's going on around it. Traction control was viewed in a similar sceptical way as ABS used to be and yet people now want it. Time to wake up and smell the coffee, Honda.
Kawasaki is third through no fault of its own. Nothing has changed for the 2012 ZX-10R except that its competition has moved on. After the big power claims from Kawasaki before the ZX-10R was launched do you think the Green Giant will move things on next time? We hope so.
There's nothing much wrong with the fourth placed Yamaha R1, either. Yes, the former class king now is dated to look at and lacks top end drive. But 170bhp bikes can never be called rubbish - they're all good.
Which brings me to the MV Agusta F4  RR Corsa Corta and the little matter of its £17,999 price tag. Hmmm. Let's hope the Italian firm's new 675cc triple-cylinder bikes are totally modern in the way they ride and that they actually work from the off when they start to emerge in a few weeks time. But I have serious doubts based on this effort...'

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