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BMW has refined its high performance roadster, the S 1000 R, for 2021, and has focused on dropping a little weight, tuning the handling and improving the quality of the power, instead of taking the more common route of just increasing power. To me, that sounds like a wise approach for a bike that's already making 165 horsepower.
For 2021, the S 1000 R edges ever closer to being an S 1000 RR sport bike but with a handlebar and less fairing coverage. Several of the changes are borrowed from BMW's flagship sport bike. Indeed, the S 1000 R already had enough plastic bits that it was a little difficult to call it a naked bike. If you're looking for a more laid-back, all-around street bike, BMW has some other offerings for you, perhaps with a boxer engine. The S 1000 R is for performance-oriented riders. BMW describes the riding experience as "roadster look combined with supersports riding dynamics."
Still, some of the changes will pay off for street riders, not just track-day junkies (who will probably still choose the S 1000 RR anyway). While the peak horsepower is 165 at 11,000 rpm and peak torque of 84 foot-pounds arrives at 9,250 rpm, BMW has retuned the engine to provide a flatter torque curve and says 70 percent of peak torque is available as low as 3,000 rpm. BMW also gave the S 1000 R longer gear ratios in fourth, fifth and sixth so it can cruise on the highway at lower rpm. BMW mentioned reduced noise and better fuel mileage as benefits, but one of the few complaints about the BMW liter engine has been vibration at higher rpm, and I suspect the change in gearing is at least partly aimed at reducing those criticisms.
BMW says the 2021 model is 14 pounds lighter, bringing the weight down to 439 pounds in base form. The M package reduces weight another 11 pounds. Weight was cut from both the engine and the new frame, which BMW calls the "Flex Frame" and uses the engine as a stressed member. The frame is also narrower in the rider's knee area.
One feature we just saw introduced on the Yamaha Tracer 9 GT that is also present on the new BMW is a bit of ergonomic adjustability. On the BMW, it's the handlebar only that can be adjusted, but it's a welcome start. The handlebar can be set in two positions and optional risers allow further adjustment. It's not much, but anything that shows that manufacturers are beginning to acknowledge that we humans are not all the same size and shape is a positive development, in my view.
The top roadster gets a new LED headlight up front that replaces the distinctive but not universally popular asymmetrical headlights that had appeared on multiple BMWs in recent years. There's also an optional adaptive turning light available for improved illumination during cornering.
Another new feature that was borrowed from the S 1000 RR is the 6.5-inch TFT display that's customizable with a wide range of information, so you can track your maximum lean angle for benchracing bragging rights, if that's your thing, or use the Bluetooth app to link to your smartphone for arrow navigation.
In terms of electronics, the S 1000 R comes standard with a six-axis IMU, three riding modes, traction control, ABS, an up-and-down quickshifter and hill-start assist. Optional packages add other riding modes and additional adjustability, such as launch control, a pitlane speed limiter, the ability to adjust wheelie control and now, new on this model, the ability to adjust engine braking.
In typical BMW fashion, this is where it gets complicated, because five different packages are available that offer different features — some of them for appearance, some for performance, some for convenience. On top of those packages are numerous options to choose from. So while the 2021 BMW S 1000 R starts at a base price of $14,995 in the United States, you're unlikely to walk into a dealer and find a base model available. Until you determine which package you want and which options you'll choose, it's impossible to say how much you'll pay to ride your S 1000 R away from the dealership.
So although I often ding BMW (some other manufacturers, too) for their complicated nomenclature ("Dynamic Pro," "Riding Modes Pro," "Headlight Pro"), I do applaud a few of the steps taken here with the S 1000 R. Surely 165 horsepower is enough for a street bike, so having more of it available over a wider spread is a bigger improvement than merely adding more up top. And the small tweaks for rider comfort and adjustability, even on a bike that puts performance ahead of practicality, are welcome.
| 2021 BMW S 1000 R | |
|---|---|
| Price (MSRP) | $14,995 base |
| Engine | 999 cc, liquid-cooled, 16-valve, inline four-cylinder |
|
Transmission, final drive |
Six-speed, chain |
| Claimed horsepower | 165 |
| Claimed torque | 84 foot-pounds @ 9,250 rpm |
| Frame | Aluminum composite bridge |
| Front suspension | 45 mm inverted cartridge fork; 4.7 inches of travel |
| Rear suspension | Single fully adjustable shock; 4.6 inches of travel |
| Front brake | Dual Hayes four-piston calipers, 320 mm discs, ABS standard |
| Rear brake | One Brembo single-piston caliper, 220 mm disc, ABS standard |
| Rake, trail | 24 degrees, 3.8 inches |
| Wheelbase | 57.1 inches |
| Seat height | Adjustable from 31.9 to 32.7 inches |
| Fuel capacity | 4.4 gallons |
| Tires | 120/70R17 front, 190/55R17 rear |
| Claimed weight | 439 pounds |
| Available | 2021 |
| More info | bmwmotorcycles.com |
