BMW S 1000 RR

The story of the S 1000 RR started back in 2008 when it made its public debut as a race bike, followed by entering the WSBK championship a year later. Although the motorcycle didn’t quite make a mark in road racing, the production model which debuted some time later took the sportbike world by storm. It not only went on to set the benchmark in terms of electronics but the performance also matched the rivals which existed for years before that.

Fast forward to 2024, when the dominance of electric vehicles looks inevitable, the S 1000 RR exists in all its glory, having gone through multiple updates over the years of its existence. The latest version is the most electronically advanced, most powerful, and dynamically supposed to be the most efficient RR yet. And we, at BikeWale, got fortunate enough to spend some glorious time with the top-spec Pro M Sport trim of the motorcycle. Here’s how it went.

After carrying on with the unique, asymmetrical fascia for close to 10 years, the S 1000 RR received its biggest visual, and mechanical makeover in 2019. While the latest model isn’t a huge departure from its predecessor, the inclusion of the M 1000 RR-like winglets lend its menacing face a more dramatic and imposing visual flair. The wings make it look more muscular, substantial, and more serious about ripping a race track. The Pro M Sport variant, in particular, looks more attention-grabbing than the rest of the variants thanks to BMW’s M Division graphics which is a conspicuous combination of red, blue, and white. It doesn’t go unnoticed, especially on Indian roads where teenagers gawking at it, clicking pictures, and demanding rev bombs becomes a regular affair. The presence of the ‘M’ badge at multiple places only speaks of its exclusivity.

BMW has bestowed the S 1000 RR with a host of updates thereby making an already delicious package even sweeter. The list of changes is a long one. The cast aluminium frame is lighter and more flexible, the rake, trail, and wheelbase are longer, and the ride height has increased. Sachs suspension have made way for electronically adjustable Marzocchi forks while Hayes brakes have been swapped with Nissin calipers. The Pro M Sport also gets carbon fiber wheels and heel plates along with a lighter battery, all of which have aided in a weight reduction of 3.5kg over the standard trim.

While the 999cc, inline four-cylinder engine has been retained, the internals have been tweaked to extract 3bhp more, taking the peak output to 207bhp. The redline occurs at a towering 15,000rpm! It also gets BMW’s ShiftCam technology for an efficient distribution of torque across the rev range. And just like the design, the airbox and 46-teeth sprocket have been borrowed from the M 1000 RR. Aiding its performance further is the 17.1kg downforce produced by the winglets at 300kmph.

Where the S 1000 RR is truly mind-boggling is in the electronics department. While the standard trim comes with four preset riding modes, the Pro M Sport offers three additional customisable Race Pro modes which give you access to the new Brake Slide Assist and DTC Slide Control functions. To fully exploit these new add-ons and have fun while at it is only a seasoned track rider’s cup of tea.

It comes with all the other niceties expected of a litre-class machine such as cruise control, heated grips, TPMS, launch control, wheelie control, quick shifter, data logger, lap timer, and more. All of it can be monitored and tweaked on a large TFT screen through a rotary toggle switch which some may find complicated to get used to initially. Also, there are dedicated buttons to set the traction control level and activate heated grips.

The S 1000 RR feels like a quintessential litre-class sportbike out on the road, albeit a more forgiving one. Crank it up and the engine settles into a bassy hum which cleverly hides the ferocity it demonstrates in the higher revs. Slot it in the first cog and get moving, and the clean pull from as low as 2,000rpm instantly impresses. It feels quite civilised and tractable till about 6,000rpm which makes pottering around in the city effortless. I was literally flicking my way spiritedly through moving traffic in third gear, riding the wave of torque, treating the bike like an automatic.

As soon as the road opens and you whack open the throttle to get past 6,000rpm, you’re taken aback by the transition in its personality. The bike darts ahead explosively as you feel a whack in your stomach and get thrown back in the seat. If you’re unprepared, you might have your hands slip off the handlebar, such is the intensity of the propulsion. All of this unfolds while you still have a lot of revs left at your disposal. I just remember one or two instances when I could muster the courage to hit the redline in lower gears. To give you a perspective, the bike can do 150kmph in third gear while the tacho is hovering close to 6,000rpm. The redline is at 15,000rpm, remember? It’s insane!

Even with the electronics working in full swing, the intrusion is progressive. In Rain mode, the throttle response is softer and the power delivery is much mellower than in Sport mode. The quickshifter is one of the best in the business and going up and down the cogs clutchless is addictive with some pops to accompany on every downshift. While there is some buzz at higher revs, you’ll seldom notice them as you’ll be busy re-calibrating your senses to comprehend the smashing punch from its 999cc engine.

Turning in is just a matter of gently tapping the inside bar. The motorcycle changes direction with agility and progression in equal measures. While throwing it into corners is effortless, the action isn’t razor-sharp enough to take you by surprise. Once leaned over, the S 1000 RR feels like it’s on rails as it sticks to the line with phenomenal precision and stability. Similarly, the brakes deliver all the bite you need to bring this 207bhp monster to a halt on a dime, but with enough progression to help you modulate the braking performance easily.

What I had a problem with on largely imperfect Mumbai roads was the ride quality. In every setting, the suspension setup felt unforgiving and I kept bobbing on the seat even through minor dips and crests. Also, the seat on the Pro M Sport variant is a thin sheet of foam which gets extremely uncomfortable for anything close to two hours of continuous riding. It should come in handy on track though, where you need more feel than comfort. Nevertheless, for a litre-class track missile, this is really comfortable with the seat being very roomy and the fuel tank design being accommodating to your knees in any position, regardless your height.

What makes the S 1000 RR Pro M Sport quite special is the fact that , in terms of overall package, it sits very close to the homologation special, M 1000 RR, but demands almost Rs. 20,000 less. It boasts the typical litre-class bike traits but offers a certain level of friendliness and comfort at the same time. It’s spine-chillingly fast, turns with a ballerina-like elegance, stops as if it hit a wall, and the electronics work seamlessly. Meanwhile, the tractability and seat space come off as a pleasant surprise. The seat cushion is almost non-existent but considering the track duties it’s meant for, we can’t really complain. I just feel the entire process of navigating through different screens on the TFT should’ve been less complicated.

To conclude, if you’re a skilled rider and want a fast sportbike for regular trackdays and some street riding, the S 1000 RR Pro M Sport is a phenomenal value for Rs. 25.25 lakh (ex-showroom).

Photography by Kaustubh Gandhi