BMW set the bar high when it released the original S 1000 RR for the 2009 model year. Fast-forward to today and the German company is seeking to reclaim the top spot in the Superbike class with its 2020 S 1000 RR. Fully overhauled from the inside out, it awaited us at Alabama’s Barber Motorsports Park for its official US press introduction.
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The S 1000 RR is BMW’s top-of-the-line sportbike designed for competition, trackdays, street riding, and all-around sport fun. All of the wonderful qualities that we loved about the first- and second-generation bikes are present in this third-iteration machine, albeit in a smoother and more controlled fashion.
As always, it continues to deliver whooping engine performance, to the tune of 183 hp at the business end of the back tire as measured on our dyno (six more ponies than the 2017 machine). But for 2020 it’s even more agile and lighter-feeling. Specifically, the reengineered chassis has more favorable flex characteristics, especially when loaded, full throttle. But the most notable improvement is the way it steers.
It turns so much sharper than before. This makes for a bike that you can put exactly where needed on track. Even with its newfound agility, the S 1000 RR hasn’t given up any stability—which is important in a nearly 200-hp sportbike. Credit goes to not only the honed steering geometry but the improved rigidity balance and works-style inverted swingarm.
The optional M-spec carbon fiber wheels (available as a $3,700 upcharge as part of the M Package) further boost handling, especially when hustling the BMW from side to side, in quick transitions. This option also adds a lighter lithium-ion battery and embroidered “M” rider’s seat. It also unlocks the Ride Modes Pro settings, which allows the rider to tweak individual brake, traction, wheelie, and ABS control settings. There is, however, a caveat: You have to opt for the $1,400 Select Package, which includes cruise control, Dynamic Damping Control (semi-active suspension), heated grips, and Tire Pressure Monitoring System. This elevates the S 1000 RR’s MSRP to $22,095.
The M Package sheds 7 pounds from the curb weight. With its 4.4-gallon fuel tank topped off (0.2 gallon less capacity than the 2015–2018 model) it weighs 427 pounds. All told, the M Package-equipped 2020 S 1000 RR measures 32 pounds less than the machine it replaces—an amazing feat considering that the original double-R couldn’t be deemed obese.
The same crisp 6.5-inch color TFT-display that adorns the R 1250 GS keeps tabs on the motorcycle's vitals. Individual settings are manipulated via BMW's traditional multifunction control wheel on the left clip-on. The menu setup is different than the previous RR's but remains logically arranged. It will take some time to learn the menu structure and get familiar with all of the settings (there are a lot of them!).
The S 1000 RR has always featured an electronics package near the top of the class. But the new electronics package takes things even further, adding new features, as well as a tremendous range of adjustability. There are a dizzying array of settings to choose from. It would take a rider numerous trackdays and a pile of 190-series rear tires to dial in the ideal parameters. Still, it’s nice to know that BMW offers this high level of adjustability.
The new electronics package, as well as the restrictive US-spec ECU programming (the ECU won’t allow the engine to accelerate during full throttle application between approximately 5,800 and 7,000 rpm in certain gears) neuter the powerband as compared to the previous hard-hitting S 1000 RR.
This makes for a motorcycle that is easier to control but also less-connected feeling, and not as competent at setting fast laps. Rider’s seeking full access to the S 1000 RR’s muscle will require a European-spec ECU, or a reflash/reprogramming from the aftermarket.
Due to the electronic restrictions, it was difficult to decipher if BMW’s newly developed ShiftCam Technology, which modulates valve timing based on engine load/throttle application, performs as well as it does on the R 1250 GS adventure-touring and R 1250 RT sport-touring rig. Dyno testing reveals a flatter overall torque curve as compared to the 2015–2018 machine but with a slight reduction in peak torque (77 pound-feet).
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Videography: Jon Beck/@AdamWaheed
Video Edit: Spacemob Studio
Photography: Kevin Wing
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