Time flies by, especially in the cockpit of a sportbike. Still, it’s hard to believe that BMW’s S 1000 RR literbike has been in the wild for over 12 years. Over this time it’s created a sizable troupe of active-duty superbike riders who like strafing apexs at racetracks worldwide.

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BMW Motorrad USA and Kern Track Days teamed up to host a two-day trackday at the 3.4-mile Circuit of The Americas racecourse in Austin, Texas. Open to all sportbike riders, on any type of motorcycle, Double R fest celebrates all things speed. We participated aboard an up-spec M-badged S 1000 RR ($24,715 as tested) equipped with Pirell’s do-it-all Diablo Supercorsa SP V3 tires.

The S 1000 has been fully overhauled for the 2020 model year (read the 2020 BMW S 1000 RR First Ride Review) to be everything to anyone who wants to ride a sportbike and who can also afford its lofty MSRP, which although high, is admittedly reasonable in the segment. With its wide array of electronics, this BMW is a motorcycle that can be tuned to go from mild to wild with a few presses of a button.

Over the years we’ve spent considerable time behind the windscreens of all versions of the S 1000 RR, including the 2021 BMW S 1000 RR MC Commute Review and 2020 BMW S 1000 RR MC Commute Review articles and videos. This German superbike balances on the fine line between everyday street bike and track bike.

What we really like about the S 1000 is how maneuverable it is when in motion, especially with up-spec’d carbon fiber wheels. It’s agility is especially evident when navigating the tricky esses section at COTA. Although the feel of the DDC suspension isn’t our favorite at every circuit, its wide range of adjustability is undeniable. This, along with the plethora of engine power, brake, wheelie, ABS and finite level of traction control adjustment, makes it easier to dial in the motorcycle for skill and/or circuit layout. We’re also big fans of the user interface, especially the bright and crisp 6.5-inch color TFT display and Motorrad’s signature multi-wheel setup. While we didn’t use it at the circuit, the Bluetooth setup works well for street use.

Speaking of electronics, BMW Motorrad USA finally allows customers to unlock either torque or horsepower electronically via an ECU reflash. This helps mitigate the annoying power lockout on U.S. spec S 1000 RRs. Still if it was our bike, we would reflash the ECU entirely to have full, unadulterated access to the S 1000 RR’s mighty power band— nearly 200 horsepower. However, note that doing so will void the three-year unlimited mileage warranty.

A less noticeable improvement is the switch from Hayes-sourced calipers to Nissin-components, including a radial master cylinder. As always, the braking package feels nice and sharp and offers a pleasing range of ABS adjustment for riders of various skill levels.

As always, this German-made superbike impresses not only with its sheer performance, but in a lofty level of adjustability that allows virtually any rider to feel like a pro. From the exhilarating feel of the engine to its sharp, well-damped handling, it’s no wonder the S 1000 RR has garnered such a loyal trackday following.

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Photography/video/edit: @AdamWaheed

Motorcycle Riding Gear Worn

Helmet: Shoei X-Fourteen
Custom Helmet Paint: Tagger Designs
Suit: Alpinestars Race Replica V3 with Tech-Air Race Vest
Glove: Alpinestars GP Plus R V2
Boots: Alpinestars Supertech R

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