BMW's new S1000RR is really super (From Dorset Echo)

BMW's new S1000RR is really super

11:32am Tuesday 9th March 2010 in

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CAN the Germans really produce a superbike capable of rivalling the Japanese and Italians at the first attempt? It appears about as probable as me beating Valentino Rossi to the chequered flag.

But I have to say, after riding BMW’s new S1000RR, the bike is more than just impressive: it really could be a future champion.

Slip-streaming another rider, I dive into Portimao’s last right-hander high in third gear, skimming the apex with my knee. I whack the throttle open as the rider in front traces a fat black line on the asphalt. I’m probably laying equally impressive darkies but as he insists on keeping the throttle to the stop, I follow his example without question. Of course I’d normally exercise far more caution, but the S1000RR’s traction control has boosted my confidence.

The gear-shift light blinks furiously, encouraging me to shift without shutting the throttle. I grab another gear; the optional HP quick shifter cuts the ignition for a fraction of a second and enables fourth to be engaged. I do my best to find shelter behind the small windscreen as the needle runs to the red zone like a madman. The front wheel lifts briefly to crest a small rise and when the front tyre reconnects to the tarmac, the steering damper tempers the flailing handlebars that threaten to flap wildly out of control.

Up to fifth and sixth, I dive into the madness. I force myself to keep the throttle to the stop for gear after gear as the horizon rushes towards me in a wall of speed that is almost too fast to register.

Portimao’s straight never seemed this short before, not on Ducati’s 1198S or on KTM’s RC8R. With the security of ABS brakes, I grab the anchors without hesitation, especially as in slick mode, the ABS won’t be activated when the rear starts to step out. I shift down to third and stay late on the brakes to the apex. There’s a light vibration in the front forks, but that doesn’t prevent me from putting the S1000RR exactly where I want it.

At this very moment, I feel convinced that this is the very best stock superbike currently available.

However, I wasn’t a fan from the first encounter. A day earlier, I’d studied the S1000RR on display in the launch hotel in Portugal and was torn by the combination of innovative design at one side and a finish that leaves room for improvement on the other. The asymmetric fairing and headlight design has divided biking population; but in my opinion, it’s not only brave, but stylish too. However, there are a few incidentals that are less attractive. The windscreen has no less than eight visible bolts compared to the flush finish on Yamaha’s R1, the seat lock is sunk into passenger seat rather than being housed underneath the rear unit, and the plastic additional parts on fuel tank look cheap.

If the S1000RR had shared the same price tag as Aprilia’s RSV4 Factory or Ducati’s 1198S this would be unacceptable. But at £10,950 for the basic model - and £12,235 for the Sports version with ABS and DTC (Dynamic Traction Control) the standard bike’s cost is comparable to Japanese superbikes.

This is BMW’s first attempt at producing a really competitive superbike and they’ve hit the nail head on. It’s not only cracking good fun; it’s easily capable of holding its own in a group test.