By Zaihan Mohd Yusof

WHAT'S the big deal with BMW's latest 1,000cc sportsbike, the S1000RR?

After all it's just another in-line four cylinder motorcycle. You could also argue that compared to the big four
Japanese companies (Kawasaki, Honda, Suzuki, Yamaha), which have decades of experience in building
in-line four motorbikes, BMW was late in getting to play in the sandbox.

Yet, in its first attempt to fight the Japanese crotch rockets, BMW may have just built a formidable machine-
one that is a hard act to follow. This is a vehicle that the world's motorcycle press has dubbed the "new king".

For a company that is known for its comfortable, boxer-engine tourers and continent-hopping bikes, the
S1000RR could change the way the next generation of Japanese litre bikes are built.

Like many others,we had to see what the fuss was all about at the bike's launch on Thursday at the BMW
show room in Alexandra Road. On the surface, the S1000RR looks like any other Japanese sports bike.

It has the same buttock-numbing, small pillion seat. Its nose-down riding position and banana-style swing arm are all too familiar, just like a compact 600cc sports bike.

But it is what's inside that has enthusiasts raving. Its 999cc engine churns out a class-topping 193hp at 13,000rpm.
The S1000RR is also the lightest in its class with a wet weight of about 204kg.

In terms of electronic gadgetry, the BMW could be the smartest thing yet on two wheels. It has four different traction control modes, from Rain (for wet and slippery riding conditions) to Slick (for circuit riding only).

To prevent accidental activation, you would need to disconnect a special plug behind the fuel tank to select the Slick mode.

A gyroscopic sensor monitors the bike's lean angle during cornering and limits the amount of throttle allowed for that mode. In Rain mode, you are less prone to crashing as power is limited to the rear wheel and gradually increases as the bike is straightened when exiting corners.

The S1000RR even has anti-wheelie and anti-stoppie controls. The onboard computer senses when your front
wheel lifts (when there's too much acceleration, especially over a crest) or when your rear wheel is raised
(during hard braking).

It settles the chassis by varying the inputs to the brakes. Like Honda's CBR600RR, there's also a race anti-
lock brake system, which doesn't shudder during operation.

To top it off, how about a powershifter for quicker shifting of the gears during acceleration?

Disarm

If you think that all the smart technology cramps your riding style, don't fret. You can disarm them.

These features are in place for safety, especially for riders still unfamiliar with the characteristics of a powerful
motorcycle. Other features on the S1000RR are the easy-to-access numbered suspension dials and the handlebar-
mounted button which activates the traction modes.

This way, your hands remain on the handlebar when you select your traction mode. All these wizardry differentiates the S1000RR from the current Japanese sports bikes available today.

But there's a steep price to pay. It costs $43,000 (machine price only), while a more sporty paint scheme in red, white and blue, costs an extra $1,000.

Out of the 10 S1000RRs ordered for the Singapore market, three have already been bought, BMW said.

While on paper, BMW may have beaten the Japanese manufacturers this time, some would argue BMW would still need to prove itself in the Super bike World Championship.

This article was first published in The New Paper.