bmw s1000rr
BMW didn’t need to update the S1000RR. It was already the most powerful production motorcycle available, and one of the bestselling, too: 24 percent of all sportbikes sold worldwide in 2010 were S1000RRs. But just two years after its debut, the model has been given a significant revision. The awesome, 193-horsepower engine is unchanged, though electronic reprogramming makes power delivery punchier at low and mid rpm, while numerous chassis changes driven by two seasons of racing make the bike more agile and responsive. These changes are subtle—evolution, not revolution—but significant in number, and address all our criticisms of the first-generation machine.
The S1000RR still offers four drive modes—a reduced-power Rain mode (now increased from 152 to 163 bhp), plus full-power Sport, Race and Slick modes. The throttle-response curve has been recalibrated for more immediacy in all three full-power modes, and the power curve has been boosted for stronger acceleration in Race and Slick. A lighter throttle spring and new, quick-turn twistgrip make engine response feel more direct, while a larger air intake and longer velocity stacks, along with a redesigned exhaust, produce a slight torque increase between 5000 and 7500 rpm.
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BMW didn’t need to update the S1000RR. It was already the most powerful production motorcycle available, and one of the bestselling, too: 24 percent of all sportbikes sold worldwide in 2010 were S1000RRs. But just two years after its debut, the model has been given a significant revision. The awesome, 193-horsepower engine is unchanged, though electronic reprogramming makes power delivery punchier at low and mid rpm, while numerous chassis changes driven by two seasons of racing make the bike more agile and responsive. These changes are subtle—evolution, not revolution—but significant in number, and address all our criticisms of the first-generation machine.
The S1000RR still offers four drive modes—a reduced-power Rain mode (now increased from 152 to 163 bhp), plus full-power Sport, Race and Slick modes. The throttle-response curve has been recalibrated for more immediacy in all three full-power modes, and the power curve has been boosted for stronger acceleration in Race and Slick. A lighter throttle spring and new, quick-turn twistgrip make engine response feel more direct, while a larger air intake and longer velocity stacks, along with a redesigned exhaust, produce a slight torque increase between 5000 and 7500 rpm.
Performance
- Top speed: 305 km/h (190 mph)
- 1/4 mile: 9.57 sec @ 251 km/h (156 mph)
- 0–100 km/h: 3.1 sec / 43 m (141 ft)
- 0–200 km/h: 6.9 sec / 209 m (686 ft)
- 0–250 km/h: 10.4 sec / 426 m (1,398 ft)
- 0–280 km/h: 14.8 sec / 750 m (2,460 ft)
- 0-300 km/h: 19.1 sec / 1,112 m (3,648 ft)
- Braking distance 250-0 km/h: 229 m (751 ft)
| Engine: | |
|---|---|
| Engine Type | Horizontal In-line |
| Cylinders | 4 |
| Engine Stroke | 4-Stroke |
| Cooling | Liquid |
| Valves | 16 |
| Valves Per Cylinder | 4 |
| Valve Configuration | DOHC |
| Compression Ratio | 13.0:1 |
| Starter | Electric |
| Fuel Requirements | Premium |
| Fuel Type | Gas |
| Transmission: | |
| Transmission Type | Manual |
| Number Of Speeds | 6 |
| Primary Drive (Rear Wheel) | Chain |
| Wheels & Tires: | |
| Front Tire (Full Spec) | 120/70 ZR17 |
| Rear Tire (Full Spec) | 190/55 ZR17 |
| Brakes: | |
| Front Brake Type | Dual Hydraulic Disc |
| Rear Brake Type | Hydraulic Disc |
| Technical Specifications: | |
| Wheelbase (in/mm) | 56 / 1422.7 |
| Fuel Capacity (gal/l) | 4.6 / 17.4 |
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