BMW S 1000 R 2014 Test

It feels like yesterday that I was standing in Mallorca amid unusual winter cold. The print media colleagues pulled long faces looking out the hotel window that morning: 0.5 degrees, slush on the roads, and a BMW guide warning us with a serious expression about the adverse conditions. Back then, at the end of 2013, I was to test the brand-new BMW S 1000 R for 1000PS BMW's first serious foray into the high-performance naked class. Riders who had previously scoffed at electronic aids like ABS and traction control suddenly went quiet. This was going to be a test of a special kind. I still remember exactly that ghostly ride on mirror-smooth asphalt, which felt like ice skating with 160 hp. Even in sixth gear, barely above idle, the rear wheel wobbled threateningly. But while my adrenaline shot up, the S 1000 R's electronics stayed calm. The then-revolutionary traction control saved my life, it felt like, every few seconds as I fought my way up the mountain. What BMW's engineers had created was a technological masterpiece: they turned their uncompromising S 1000 RR superbike into a still-brutal but surprisingly everyday-usable naked bike. When conditions improved in the afternoon on the other side of the island the sun even came out the S 1000 R revealed its second personality. With 160 hp and a fully fueled weight of just 207 kilograms, it turned out to be a true acceleration beast. In fast corners I pulled through at up to 180 km/h, while over crests the front wheel inevitably rose skyward. The big question on my mind back then: do you feel the nominal 30 hp less compared to the RR? In the saddle it hardly felt that way. Thanks to a modified camshaft profile, the engine actually had 10 Nm more torque in the midrange than the supersports bike and that's exactly what made the S 1000 R so explosive and fun in everyday use. What particularly impressed me back then was the wealth of technology. With the optional Sport and Dynamic packages, the S 1000 R turned into a true electronic marvel. The lean angle sensors, the dynamic traction control system (DTC) and above all the dynamic suspension (DDC) were absolute milestones in this segment in 2013. "The chassis guru spent a whole year fine-tuning the setup," BMW product manager Sepp Mächler revealed to me at the time. That diligence paid off in a wide variety of situations the bike behaved exemplarily, whether in tight corners, in the city, or at 240 km/h on the autobahn. My verdict at the time was clear: the S 1000 R set new standards in the high-performance naked segment. With its outstanding engine, excellent chassis and advanced electronics, it redefined the category. But how has it held up over the years? What do those who spent not just two days in Mallorca, but years riding this machine, have to say?

Before I get to the community's long-term experiences, a brief look at the evolution of the S 1000 R. The first generation, which I got to test in 2013, remained largely unchanged until 2016. In 2017 came a bigger update with slight visual changes, a Euro4 adaptation and small technical improvements. The truly big overhaul then arrived in 2021 with the second generation, which became significantly lighter and got a completely new design. Here, though, I want to focus on the first generation, built from 2014 to 2020, which today represents an interesting used buy. How has it held up over time? To find out, I dove deep into forums, social media and owner experiences and what I found confirmed much of what I already suspected during the original test. Particularly interesting were also the comments under our YouTube video from back then. 300,000 people have watched the video many of them enriched it with their comments.

https://youtu.be/iPNItx4CuH4?si=7FaF5Fd4rIJhjMcM

"After 50,000 kilometers I can say: this bike is a gem that you'd only get out of my cold, dead hands." That's how numerous long-term owner reports read, more or less. What began as a technological edge has evolved over the years into a legend albeit with a few limitations that only came to light in long-term use. In conversations with owners and after analyzing our community's posts, a clear picture emerges: the engine is considered nearly indestructible even after years of intensive use. BMW's stated maintenance intervals of 10,000 kilometers are seen as realistic by many, though some high-mileage riders recommend doing the oil change a bit earlier. But there are critical voices too. A recurring topic in owner reports is the electronics that flagship feature that impressed me so much during the test. "The electronics are brilliant when they work," sums up one Austrian owner. Some users reported failures of the ABS unit, especially on early-year models. BMW, however, responded with goodwill and an improved part from 2016 onward. The expensive DDC suspension also sparked discussion: while generally praised in the early years, some high-mileage riders noticed early signs of fatigue after 40,000 to 50,000 kilometers. It's also interesting to look at the different equipment variants. During my test I had a fully equipped version with the Sport and Dynamic packages. The community agrees: "Without DDC and DTC it's only half as good," writes a longtime owner under our video. Indeed, the base models seem to be less sought after, which is also reflected in used prices. A well-equipped model holds its value significantly better. What hardly anyone criticizes is the engine's sheer performance. The first generation's 160 hp is still considered more than enough for nearly any situation today. The engine's flexibility is repeatedly highlighted an aspect that already struck me positively during the original test. One major point of criticism, though not directly related to the bike itself, was the initial pricing. At just under 13,000 euros (Germany) for the base model, the S 1000 R initially seemed like a bargain. But many buyers quickly realized that for a truly well-equipped example, you had to shell out significantly more.

After more than ten years in service, a well-founded judgment can be made about the technical longevity of the first S 1000 R. The inline four-cylinder engine is considered extremely robust, and examples with over 100,000 kilometers are no rarity. But as with every bike, there are typical weak points that have emerged over the years. On early models (2014-2015) there were isolated problems with the alternator, which manifested as sudden electronics failures. BMW quietly improved this. Another well-known point is the clutch, which needs to be replaced after about 30,000 to 40,000 kilometers under sporty riding. Maintenance costs sit in the upper-middle range more expensive than Japanese competitors, but cheaper than comparable Ducatis, for example. A major service including valve clearance check runs 500 to 700 euros, depending on the workshop. Many owners report, however, that they do work themselves between official inspections the engine is comparatively accessible, and routine jobs like oil and filter changes can be done with a bit of skill. A topic repeatedly discussed in forums is tire wear. The enormous power and high torque take their toll, especially on the rear tire. Michelin Power 5, Bridgestone S22 and Pirelli Diablo Rosso Corsa II are particularly often mentioned all with wear behavior appropriate to the bike's performance potential. The Brembo brake system is universally praised and considered absolutely reliable. Even under intense track use, no problems are reported. Brake pads last between 10,000 and 15,000 kilometers depending on riding style, brake discs considerably longer. As for electronics, besides the aforementioned ABS problems on early models, there are isolated reports of onboard computer failures. These occur rarely, though, and were resolved without issue under warranty. A recurring minor annoyance is the turn signal relays, which occasionally give up the ghost a cheap replacement part, but annoying in everyday use. Spare parts availability remains excellent even ten years after market launch. Even for the first generation, you can still get all relevant parts without long waits. This applies especially to wear parts, but also to more specific components like electronic parts or fairing elements.

Ten years after market launch, an interesting dynamic has developed on the used market. The first generation of the S 1000 R (2014-2020) is now available at an attractive price but remains surprisingly stable in value. A well-kept example from the last production year 2020, fully equipped, still costs around 11,000 to 12,000 euros a sign of the model's lasting popularity. Particularly interesting for price-conscious buyers, however, are models from 2015 to 2017. Here you get a lot of bike for the money, typically between 7,000 and 9,000 euros, depending on equipment and condition. The 2016 and 2017 models currently offer the best price-performance ratio. Availability on the used market is good, but not overwhelming. The S 1000 R sold solidly, but not in the masses like the GS models, for example. A look at the 1000PS market typically shows sufficient listings nationwide in Germany, with a tendency to decrease in the summer months when demand rises. What should you pay particular attention to when buying? The community agrees: the equipment is decisive. Another important point is the maintenance history. In particular, the valve clearance check every 20,000 kilometers should have been demonstrably carried out. Typical wear points to check are the aforementioned clutch, the quality of the brake fluid (should be changed every two years) and of course the general condition of the electronics. A good tip is to test all electronic systems thoroughly especially the various riding modes and, on equipped models, the DDC. Another thing to watch out for is crash or accident damage. The S 1000 R's power tempts sporty riding, and not every previous owner was able to resist that temptation. Scratch marks on handlebar ends, footpegs and fairing are typical indicators of a crash. In doubtful cases, it's worth taking a look at the fork tubes scratches here can cause expensive follow-up damage. Mileage plays a subordinate role for the S 1000 R, as long as maintenance is in order. Many in the community share this assessment the engine is considered extremely durable as long as it has been well maintained.