The S1000RR’s 999cc Inline Four now claims 199 peak horsepower at 13,000 rpm. Peak torque rises fractionally to 83 lb-ft (one lb-ft), but BMW touts that “near-peak torque is on tap constantly between around 9500 and 12,000 rpm.” Redline remains unchanged for the 2015 model at 14,200 rpm.
Engineers focused on the S1000RR cylinder head and intake system to achieve the aforementioned power gains. Lighter intake valves and a new intake camshaft are sourced, with the intake and exhaust ducts also modified. The intake manifold was reshaped, with throttle valves moved closer to the cylinder head, and a smaller servo motor for the throttle valves has increased airbox capacity. BMW also hails a larger air intake at the top of the fairing for optimal performance.
A new stainless steel exhaust sheds 3 kg (6.6 pounds), the lion’s share of the 2015 model’s weight reduction to a claimed 449 pounds (fully fueled and equipped with optional Race ABS). The former 4-2-1 design now exits out a twin-pipe rear exhaust canister. While the new bike’s silencer is larger, the S1000RR has dropped the bulky pre-silencer exhaust section that was a distinctive feature on the predecessor model.
Chassis updates include a “lighter frame structure” (the full details of which aren’t explained) and revisions to steering head angle, wheelbase and swingarm pivot point. Suspension remains fully-adjustable, with the HP4-derrived Dynamic Damping Control (DDC) suspension offered as a factory-fitted option.
More electronic options are available for 2015, the most notable perhaps being cruise control. Three riding modes (“Rain”, “Sport” and “Race”), Race ABS and Automatic Stability Control (ASC) come standard, but the optional Pro riding mode offers two additional engine maps (“Slick” and “User”) as well as a tunable Dynamic Traction Control (DTC) system and Launch Control. The latter system also features a programmable pit-lane speed limiter. BMW’s optional HP Gear Shift Assist Pro is also available.
A redesigned instrument cluster helps keep track of all the electronic additions, featuring a redesigned LCD display. BMW also notes a new electrical system and more powerful sensor box, as well as a 1 kg (2.2 pound) lighter battery.
Styling has also been updated for 2015. The S1000RR retains BMW’s asymmetric headlight aesthetic, but with a different bent, transposing the large and small sides. The new exhaust layout is a distinctive styling revision, but the bodywork has gotten a thorough update as well.
The perennial class leader in MotoUSA’s Superbike Shootouts, we look forward to seeing the updated Beemer battle against a revitalized literbike class in 2015. Stay tuned.
2015 BMW S1000RR Superbike Specifications:
Engine: Inline Four
Bore x Stroke: 80 x 49.7mm
Claimed Horsepower: 199 hp @ 13,500 rpm
Claimed Torque: 83 lb-ft @ 10,500 rpm
Valvetrain: DOHC, four valves per cylinder, 33.5mm intake and 27.2mm outlet
Clutch: Multi-disc anti-hopping oil-bath clutch, mechanically operated
Gearbox: Constant mesh 6-speed gearbox
Final Drive: Chain
Frame: Aluminum bridge frame, engine self-supporting
Front Suspension: Upside-down telescopic fork, stanchion diameter 46mm, spring preload, adjustable for compression and rebound
Option DDC Suspension: Electronically adjustable damping
Rear Suspension: Aluminum double-strut swingarm with central spring strut, spring preload, adjustable for compression and rebound
SA DDC: electronically adjustable damping
Wheelbase: 56.1 inch (1425mm)
Steering Head Angle: 66.5°
Front Brakes: Floating dual 320mm disc brakes, radial-mount four-piston fixed calipers
Rear Brakes: Single 220mm disc brake, single-piston floating caliper
ABS: BMW Motorrad Race ABS (part-integral, can be switched off)
Traction Control: BASC standard, with optional DTC
Front Wheel/Tire: 3.5 x 17″ / 120/70 ZR17
Rear Wheel/Tire: 6 x 17″ / 190/55 ZR17
Seat Height: 32.1 inch (815mm)
Claimed Curb Weight: 449.7 pounds
Fuel Tank Capacity: 4.6 gallons