Hypersport Comparison 2012 BMW S1000RR

BMW 2012 BMW S1000RR Hypersport Comparison

Where those Hyperbikes glide across the pavement absorbing bumps and potholes with ease, the BMW’s suspension translates every inch of the pavement directly to the rider. A great quality for sure on the racetrack or your favorite back road, however on most other surfaces it can be overwhelming and make it less comfortable for longer rides. While acceptable for its class, the front fairing and windscreen aren’t even close to being effective at shielding the rider from wind on the highway, which again compromises the comfort quotient.

At freeway speeds the level of engine vibration can’t be deemed bad, it’s more significant than the other bikes plus the mirrors don’t offer as clear of what’s behind. However it’s not all negative, as the German bike is the only machine to offer electronic heated hand grips as an option straight from the factory—a big plus when riding in cooler weather. The digital instrument display is easy to read but lacks a fuel gauge.






At the drag strip the BMW proves to be a much more difficult motorcycle to launch. Its smaller wheelbase (2.3 inches shorter than the Japanese bikes), higher center of gravity, and snappy top-end biased powerband make it very tricky to get moving as the bike wants to wheelie the entire way down the road in the lower three gears. True, the S10000RR we tested employs wheelie control but it doesn’t offer the correct calibration for it to be really useful in an advanced rider’s hands. So we left it off for the test.

Even still the Beemer shot off to 60 mph in 3.12 seconds putting it ahead of the Suzuki but behind the Ninja. It continued on through the quarter-mile in a time of 10.25 seconds at a speed of 147.1 mph. One particular feature that works in its favor is its optional electronic Gear Shift Assist. This allows for immediate upshifts by simply applying upward pressure on the gear shift lever which saves fractions of a second over a manual set-up. Another plus is the copious amount of feel available from the cable-actuated clutch, though it definitely isn’t as durable as the set-ups on the bigger bikes as cable tension had to be adjusted after each run.

Although it doesn’t fit the standard definition of a Hyperbike the S1000RR is such a well-rounded motorcycle that it’s easily competitive in the class. It’s got the acceleration plus the agility and handling that the bigger bikes could only dream of. Problem is it is nowhere near as comfortable to ride for extended periods of time. Plus, even with its fantastic rider safety aids including ABS, traction control and adjustable engine power modes, it still demands a lot of attention from its rider. Not only that but it is the most expensive bike in the test. However if none of those things bother you and you’re concerned only about speed the BMW will be hard to pass up. 

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BMW R1200CL

BMW R1200CL

BMW Yet despite all the chassis changes, it’s the new CL’s visual statement that represents the bike’s biggest break with its cruiser-mates. With its grip-to-grip sweep, the handlebar-mounted fairing evokes classic touring bikes, while the CL’s distinctive quad-headlamps give the bike a decidedly avant-garde look - in addition to providing standard-setting illumination. A pair of frame-mounted lowers extends the fairing’s wind coverage and provides space for some of the CL’s electrics and the optional stereo. The instrument panel is exceptionally clean, surrounded by a matte gray background that matches the kneepads inset in the fairing extensions.


Although based on the R 1200 C, the new CL includes numerous key changes in chassis, drivetrain, equipment and appearance, specifically designed to enhance the R 1200’s abilities as a long-distance mount. While it uses the same torquey, 1170cc 61-hp version of BMW’s highly successful R259 twin, the CL backs it with a six-speed overdrive transmission. A reworked Telelever increases the bike’s rake for more-relaxed high-speed steering, while the fork’s wider spacing provides room for the sculpted double-spoke, 16-inch wheel and 150/80 front tire

The CL’s riding position blends elements of both tourer and cruiser, beginning with a reassuringly low, 29.3-inch seat height. The seat itself comprises two parts, a rider portion with an integral lower-back rest, and a taller passenger perch that includes a standard backrest built into the top box. Heated seats, first seen on the K 1200 LT, are also available for the CL to complement the standard heated grips. A broad, flat handlebar places those grips a comfortable reach away, and the CL’s floorboards allow the rider to shift position easily without compromising control. Standard cruise control helps melt the miles on long highway stints. A convenient heel/toe shifter makes for effortless gearchanges while adding exactly the right classic touch.

Like all motorcycle companies, BMW is in business to make money. And while BMW's motorcycle business has been strong of late (with 2001 sales up 13.5% compared to 5% for the general motorcycle market and its worldwide sales doubled in the last four years, bringing total worldwide production up to 85,000 last year), BMW is still not hitting the most lucrative of segments, cruisers,  hard enough.

BMW accounts for just 2% of the American market, with sales anticipated to hit 15,000 for the first time. And while BMW ranks third in the Touring category, the long-distance class represents just 18% of the total on-road market in the U.S. Of the 813,611 streetbikes sold in the U.S. last year, the Cruiser category held 51% of the market. BMW's R1200C, introduced in 1997, dipped into that pie. The new R1200CL is meant to straddle the line between pure cruiser and touring bike for another bite at the pastry. 

Complementing the fairing, both visually and functionally, the frame-mounted lowers divert the wind blast around the rider to provide further weather protection. Openings vent warm air from the frame-mounted twin oil-coolers and direct the heat away from the rider. As noted earlier, the lowers also house the electronics for the bike’s optional alarm system and cruise control. A pair of 12-volt accessory outlets are standard.

 Like the K 1200 LT, the new R 1200 CL includes a capacious luggage system as standard, all of it color-matched and designed to accommodate rider and passenger for the long haul. The permanently attached saddlebags include clamshell lids that allow for easy loading and unloading. Chrome bumper strips protect the saddlebags from minor tipover damage. The top box provides additional secure luggage space, or it can be simply unbolted to uncover an attractive aluminum luggage rack. An optional backrest can be bolted on in place of the top box. Of course, saddlebags and top box are lockable and keyed to the ignition switch.

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