Longer fourth, fifth, and sixth gears for better fuel consumption and fewer vibrations at touring speeds. (Double Red/)

BMW happily admits it could have produced a 200 bhp S 1000 R naked bike. However, in its opinion, that would have been all but unusable as a street bike. Therefore, and unlike most of the competition in this highly contested class, BMW has chosen to upgrade the engine, which is now lighter and Euro 5 compliant, but not to increase its output.

Peak power is now 162 bhp at 11,000 rpm; torque is now 84 pound-feet at 9,250 rpm. (Double Red/)

Instead, the factory has focused on reducing overall weight (by 26 pounds) and making the all-new S 1000 R more versatile and accessible. The standard bike is 15 pounds lighter than the previous model, with the top-spec M Sport version (on test), 11 pounds lighter still.

The S 1000 R produces 10 percent more torque than the RR at the bottom of the rev range and has a smoother and fatter torque curve than the old model S 1000 R, even though peak figures are the same. (Double Red/)

BMW is also keen to point out some of the new R’s “real-world” benefits: longer gearing in the top three gears, a tighter turning circle, and state-of-the-art rider aids and electronics like the new 6.5-inch TFT display.

BMW supplied us with an M model for an entertaining test day on the road, followed by an evening carving up the demanding Cadwell Park racetrack in Lincolnshire, a firm favorite on the British Superbike calendar.

The TC is lean sensitive and similar to the system used on the current M 1000 RR and Tom Sykes’ World Superbike ride. (Double Red/)

BMW has chosen to use the new engine from the current RR (without the ShiftCam system), which brings a weight saving of 11 pounds alone, and has concentrated on strong midrange torque and control. But the first thing you notice is the Akrapovič titanium silencer (standard on the M model only), which delights the senses with every blip of the throttle. Around town, there’s a soulful burble on the overrun, even at low rpm. It then builds and sounds even better as the revs increase. The cut in the ignition during clutchless up-and-down shifts on the Shift Assist Pro, adds even more enjoyment to the eardrums.

BMW has moved the rear shock backward, away from the heat of the exhaust, but more importantly it has a longer stroke, whilst maintaining the same 4.6-inch of rear-wheel travel. (Double Red/)

Aside from its lightness, the key to the BMW’s acceleration and speed is the way its power is so usable and far from intimidating. The throttle connection is lovely, the rider aids superb, and, in Rain and Road modes, power is limited in the lower gears, enabling less experienced riders to get on the gas sooner.

Rain, Road, and Dynamic modes come as standard, but our M-spec test bike also gained the Dynamic Pro mode, which essentially frees up the rider aids for experienced riders on the road or track and allows you to personalize settings.

The steering lock was 27 degrees, now it is 33 degrees, which means you can turn even tighter. (Double Red/)

Road mode is very forgiving, the fueling is excellent both around town and on the open road. Then, when you flick into the Dynamic or Dynamic Pro, there’s a noticeable change, especially in the Pro mode, which neutralizes the anti-wheelie control and allows you to have serious fun. But even on one wheel it’s as intimidating as an angry kitten thanks to that excellent fueling.

Cadwell Park was damp in sections and dry for perhaps half of the lap, so I was grateful for the reduced power in the lower gears, and a little TC to keep the rear under control. Each lap I could feel the TC intervening, limiting the spin of the rear 200-section Pirelli Diablo Rosso Corsa II.

The riding position can be adjusted to accommodate different sizes: a 32.7-inch seat is standard, but a 31.9-inch and 33.5-inch seat are options. The new straight bars can be moved upward and forward by 0.4 inch. (Double Red/)

The ingenious electronics allow wheelies yet are working in the background should you get a little too carried away—and remember, they are lean-sensitive too—while the stunning new TFT dash makes the rider aids accessible and easy to use.

On a drying track, I had the throttle pinned to the stop on sections. And while it was quick—very quick—the S 1000 R wasn’t rapid in the same way a Ducati Streetfighter V4 S is. The Ducati packs a bigger punch than the BMW, and on track this would be noticeable, depending on the length of the straight.

There’s no pillion seat or pillion pegs. Instead, the S 1000 R comes with an attractive solo-only tail unit. However, when you purchase your S 1000 R you can opt for a pillion seat and pegs kit, with the pillion seat now 0.4 inch thicker. (Double Red/)

However, there is a flip side. I rode all evening around Cadwell Park, at times staying out for 30 minutes, and upon returning to the pits I wasn’t tired—that wouldn’t have been the same story on the Ducati. The usability of the BMW S 1000 R makes it a cinch to ride fast on track.

Changing the riding mode on the M model also alters the semi-active suspension. Several times whilst attacking bumpy roads at speed I found the setup a little harsh in the Dynamic mode but, with a flick of a button and into Road mode, the suspension became more accommodating—plusher and able to take the punishment with ease.

The BMW-branded brakes (no longer Brembo) are the same as found on the BMW S 1000 RR, and the M model comes with slightly thicker discs for track riders (up from 4.5mm to 5mm). (Double Red/)

The reduction in weight is instantly noticeable. The new S 1000 R feels much lighter and more agile. I was genuinely surprised by how flickable and friendly the BMW is. This lack of bulk, combined with such a user-friendly engine, makes the S 1000 R more forgiving than ever. Around town, it is a breeze to ride. In Rain mode, a complete novice would feel at home. I can’t think of many bikes that are just as comfortable cutting up traffic on a daily city commute as they are on a racetrack. The versatility of the S 1000 R has certainly advanced.

The MSR works stronger in the lower gears at high rpm, when there is more engine-braking and a greater chance of locking the rear. (Double Red/)

As you would anticipate from BMW, cruise control and heated grips come as standard with the M package. Combine these with the semi-active suspension, comfortable riding position, and taller gearing for less vibration and increased mpg, and you have a naked more than capable of churning out some serious miles.

What really sets the BMW S 1000 R above the competition, though, is its hugely informative and intuitive-to-use 6.5-inch TFT dash. From lap times and lean angle (even the amount of TC intervention in the race format) to tire pressures and multiple trips and tank range, it is one of the best and most informative displays on the market.

The Motorsport livery isn’t available as a paint-only option. In the M package you even get the not-so-obvious lightweight battery and endurance chain. (Double Red/)

Cornering ABS comes as standard on the base model and ranges from 5 in Rain mode to 1 in Dynamic. There are also multiple engine-braking levels and rear-wheel lift detection. On the track, the stoppers were impressive; again the bike’s new lightness gave the radial calipers an easier time. It will be interesting to see how the BMW items compare to the Brembos.

The M uses a 200-section rear Pirelli Diablo Rosso Corsa 2 as opposed to the 190-section Dunlop Sport Smart MK3 on the standard model. (Double Red/)

Verdict

It does lack the top-end thrill compared to the Ducati Streetfighter V4 S but for 95 percent of the naked superbike market, the all-new BMW S 1000 R is hitting the mark, and in terms of versatility I can’t think of a bike in this category that can match it.

We’ve only touched on the looks, but the M package gets my approval—I like the exposed trellis subframe and high-end finish. An exhilarating, enjoyable road and track bike, which is easy to ride with practical rider aids and electronics, the new BMW might not have the headline-grabbing performance figures of the competition, but it’s a significant improvement over the old bike, which was already a good performer. This category is intensely competitive, but for those not seduced by lap times and horsepower, the BMW is an attractive and intelligent option.

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If you wish to keep spending money, there are even lighter carbon wheels that are 6.2 pounds lighter than standard. If you have a fondness for carbon, there are extra dashes that you can treat yourself to. (Double Red/)

2022 BMW S 1000 R Technical Specifications and Price

Source: MotorCyclistOnline.com