The biggest news to come out of Milwaukee for the 2020 model year is the all-new Live-wire electric motorcycle, which we’ve already ridden and reviewed. Harley-Davidson has announced the wider availability of technological features that debuted on the Live-wire, as well as several new or updated models, including the Low Rider S, Road Glide Limited, Heritage Classic and three CVO models.
First seen on the Live-wire, H-D Connect is a subscription-based cellular service that allows riders to connect with their motorcycle using their smartphone and the Harley-Davidson app. H-D Connect provides key vehicle information (e.g., battery voltage, fuel level, available range, riding statistics and more) as well as remote security monitoring, including tamper alerts and stolen vehicle assistance. H-D Connect is a standard feature on 2020 Touring (except Road King/S and Electra Glide Standard models), Tri Glide Ultra, CVO models and Live-wire, and it includes free service for one year.
Also seen on the Live-wire, Reflex Defensive Rider Systems (RDRS) is a suite of electronic riding assistance features, including cornering enhanced linked braking, ABS, traction control and drag-torque slip control; hill hold control; and tire-pressure monitoring. All RDRS features are standard on CVO models (though on the CVO Tri Glide, nothing is “cornering enhanced”), and they are available as options on all Touring models except the Electra Glide Standard.
Chopper-style, Dyna-chassis Low Rider models have been in Harley-Davidson’s lineup since the late ’70s. The Low Rider S, a dark, bare-knuckled version that entered the ring for 2016, was built around a 110-cubic-inch Screamin’ Eagle Twin Cam V-twin. When Dyna models were rolled into the Softail family for 2018, the standard Low Rider got a new chassis and the Milwaukee-Eight 107 V-twin while the S took early retirement.
The Low Rider S is throwing punches again for 2020, and it packs a wallop with a Milwaukee-Eight 114 V-twin good for 119 lb-ft of torque at 3,000 rpm (claimed), up from 114 lb-ft at 3,750 rpm on the previous model. Its Gloss Black Ventilator air intake with exposed filter is said to improve airflow and its 2-into-2 offset shotgun mufflers look menacing in black but their sound is family friendly. Now rolling on the updated Softail chassis, the LRS has a shorter wheelbase, less rake and more trail, and claimed curb weight is 679 pounds, seven more than its predecessor.
Its premium Showa suspension includes a 43mm USD single-cartridge fork and a coil-over, free-piston rear shock with adjustable preload; front travel is unchanged at 5.1 inches, but rear travel has more than doubled at 4.4 inches. Radiate cast wheels, with a 19-inch front and a 16-inch rear, are finished in Matte Dark Bronze and they carry triple-disc brakes with standard ABS.
Inspired by the West Coast style, the Low Rider S has a 1-inch diameter motocross-style handlebar perched atop 4-inch straight risers, a color-matched mini fairing, a high-back solo seat and black finishes on nearly every surface. At 6 feet tall with long limbs, I had some trouble folding myself into the LRS’ cockpit.
The pegs are high and set back, which put my knees well above my hips. Fortunately the seat is well padded, but an hour of riding was about all I could handle before needing to stop and stretch. Such a locked-in seating position can leave a rider’s lower back vulnerable to bumps, but the rear shock did an excellent job of softening hard impacts with no bottoming-out or jolts to the spine.
With serious grunt, a responsive chassis and 30 degrees of cornering clearance, the Low Rider S is just as happy on a back road as it is cruising around town. It’s available in Vivid Black and Barracuda Silver; pricing starts at $17,999.
Replacing the Road Glide Ultra for 2020 is the new Road Glide Limited, which is mechanically identical but offers premium features such as painted pin-striping, a gloss-finish inner fairing, heated grips, Slicer II Contrast Bright wheels and new tank, front and rear fender medallions. With its frame-mounted shark-nose fairing contributing to light steering feel, we’ve always been impressed by the handling of Road Glides, and its triple Split-stream vents create smooth airflow around the rider with minimal buffeting.
Powered by the Twin-Cooled Milwaukee-Eight 114, which belted out 101 lb-ft of torque at the rear wheel at 3,000 rpm in the RG Ultra we strapped to Jett Tuning’s dyno last year, I cruised along with minimal vibration and heat, always plenty of grunt available to make a pass or pull me out of a deep bend. The Road Glide Limited has premium suspension, linked Brembo brakes with ABS, a Boom! Box GTS infotainment system with color touchscreen, H-D Connect and dual Daymaker LED headlamps.
The Harley-Davidson Custom Vehicle Operations lineup is made up of models from other Harley-Davidson lines. CVO models aren’t in stock, because the CVO team customizes these bikes to offer more power, more performance, and more premium style. They also generally get more standard equipment, including upgraded infotainment, navigation, and more.
The legendary Honda CBR600RR returns for 2020. Ever since the CBR600RR rolled onto the scene back in 2003, it has become the standard for 600cc super-sports motorcycles. Featuring top of the range technology, MotoGP inspired aerodynamics, and the perfect blend of performance and handling, the CBR600RR is a true racing replica to dominate the streets on.
Powered by a tried and tested 599cc liquid-cooled inline four-cylinder engine that produces 113 horsepower and 48.7 lb-ft of peak torque, the CBR600RR offers exceptional performance in a package that’s light and nimble on the roads. The secret to the CBR600RR’s success isn’t the engine performance; it’s down to the handling.
Built on top of a lightweight twin-spar aluminum chassis, the CBR600RR features top-notch Showa Big Piston forks and a Unit Pro-Link single-shock, combined with Honda’s incredible HESD (Honda Electric Steering Damper) technology that offers optimum damping force, courtesy of the ECU.
It’s no wonder that the CBR600RR platform has chalked up plenty of victories in the World Super-sport Championships over the years. It offers ample firepower wrapped in a compact and nimble package. Today’s CBR600RR takes engineering and styling cues directly from the MotoGP winning RC213V, making it more fearsome than ever before!
For 2020, the CBR600RR is available with or without ABS, both in Matte Black Metallic finishes.
High-level sport-bike performance needn’t always come in large packages, as proven by the popular CBR600RR, which is equally at home on twisty back roads and dedicated race circuits.
The model that has earned eight World Super-sport titles a strong engine and front suspension featuring Honda’s 41mm Big Piston Fork for exceptional handling and supple action.
With its diminutive size and nimble demeanor, the GLA-class feels more like a hatchback than many of its crossover competitors. As the smallest and cheapest of Mercedes-Benz's SUVs, its interior is neither as luxurious nor as spacious as you might expect for a vehicle with the prestigious three-pointed-star badge.
Plenty of high-end technology features are on offer, but the GLA has gone a while without updates. That means it's less appealing than the newer A-class sedan, which boasts a more attractive design inside and out. A new, fully modernized version of the GLA-class should arrive sometime within the next year.
We think that the 2020 model year will be the last for the current-generation GLA before a new model arrives for 2021. As such, Mercedes-Benz did not make any changes for the 2020 model year.
The base GLA250 comes with front-wheel drive, while the 4Matic comes with all-wheel drive. Among its many option packages, we’d choose the $1900 Premium package, the $350 Smartphone Integration package, and the $1650 leather upholstery to make the interior feel a bit more plush.
The GLA250's turbo 2.0-liter four-cylinder engine makes 208 horsepower and mates to a seven-speed automatic transmission. Front-wheel drive is standard and all-wheel drive (4Matic) is optional. While that doesn't sound like meaningful muscle, the power-train does a remarkable job of pulling the GLA250 around so long as you keep up the revs. During light-footed, around-town driving, the GLA feels sluggish.
At our test track, our all-wheel-drive test vehicle managed a quick 5.8-second blast from zero to 60 mph thanks to its launch-control feature—a rarity in this segment of SUV wannabes. For comparison, the X1's quickest time was recorded as 6.3 seconds.
Due to the GLA250's raised ride height, there is body roll when cornering, but otherwise the handling is sharp and athletic. The chassis is competent and lively during spirited driving, but when pushed to its limit, the GLA250 is quick to remind you that you're not behind the wheel of a sports car. The effects of the firm suspension are a rough ride over uneven roads and the odd choppy highway ride. The steering is light but precise; however, extra heft in the wheel would be appreciated. Around town, the light steering aids maneuverability, so the compromise is acceptable.
The GLA compares very favorably with the competition in fuel economy. It's important to note that the GLA250's turbocharged engine requires premium gasoline, but so, too, do the X1, the Infiniti QX30, and the NX. Over our 200-mile highway fuel-economy test route, the GLA250 4Matic managed an impressive 34 mpg, outpacing the aforementioned rivals including the hybrid version of the NX.
Overall, the GLA250's design is stylish and sophisticated, although some of the material finishes are less refined than what we'd expect from a Mercedes-Benz. Panel fit and finish doesn't match the rest of the Mercedes-Benz lineup, either. The manual tilting-and-telescoping column makes it easy for the driver to find a comfortable position, but power-adjustable controls would be nice at this price point.
The GLA250's cabin is on the small side. The front row is roomy enough for two adults, but the back seat is cramped to the point that rear head- and legroom are the worst in the class. For those with small children, this may not pose a problem, but if you're expecting to take the GLA250 on a long trip with four adults, it will be a tight squeeze.
The GLA250's rear cargo area is one of the smallest in the segment. If carting bulky items is part of your daily routine, be sure to do a test run to ensure your items will stow. We fit five carry-on cases behind the rear seats and 16 in total with the seats folded flat, but the X1 managed to fit seven behind its rear seats and the Volvo XC40 swallowed an impressive 23 carry-ons with its seats folded.
An 8.0-inch infotainment screen is standard and perches atop the GLA250's dashboard. Navigation is optional, as is Apple CarPlay/Android Auto integration, and onboard Wi-Fi. A small rotary knob on the center console controls the infotainment system, but there are still a few menus that can cause frustration.
One example is that you must unplug your Apple CarPlay– or Android Auto–enabled phone to access the built-in navigation. Connecting with Bluetooth is easy, and audio quality for both phone calls and streaming music is very good.
No crash-test results are available for the GLA-class from U.S. agencies, but Mercedes-Benz does offer a comprehensive list of standard safety gear. Driver-assistance technologies are available, but mainly as pricey options that drive up the bottom line. Key safety features include:
Standard forward-collision warning and automated emergency braking
The GLA250 features a four-year or 50,000-mile limited warranty with trip-interruption protection and roadside assistance. Both BMW and Lexus offer the same coverage, but Lexus adds a six-year or 70,000-mile powertrain warranty to the mix. No manufacturer in the class tops BMW's three-years or 36,000-miles complimentary scheduled maintenance coverage.
Limited warranty covers 4 years or 50,000 miles
Powertrain warranty covers 4 years or 50,000 miles
The 2020 Mercedes-Benz GLC-class is the company's best-selling model because it combines the style and versatility that consumers want. Mercedes-Benz's compact crossover pampers passengers with a luxurious interior and provides more space than most sedan trunks.
Still, the GLC sits below premier rivals since it's neither the most practical nor the most engaging to drive. Its standard power-train is dutiful albeit unremarkable, and there's a plug-in hybrid model for increased efficiency.
The lineup offers a smorgasbord of cutting-edge infotainment content as well as advanced driver-assistance technology. While the 2020 GLC-class casts a wide net for crossover shoppers, it won't catch those seeking a more capacious and exciting SUV.
What's New for 2020?
The 2020 GLC-class adds several significant updates that include revised styling, new technology, and more power. Along with an enhanced plug-in-hybrid model, which has a bigger battery and substantial torque increase, the gas-only models have a new turbocharged four-cylinder engine that makes an additional 14 horsepower.
Mercedes says its 4Matic all-wheel-drive system has been overhauled for better handling, too. All GLCs have a redesigned grille, new LED head- and taillights, fresh wheel designs, and subtle rear-end changes. The interior receives the latest MBUX infotainment system with redundant controls and a newly available 12.3-inch digital gauge cluster.
Which One to Buy?
We're smitten with the sportier Mercedes-AMG GLC43, which we review separately, but the GLC43 starts at $60,495 and is more crossover than most consumers want. Those considering the tamer models should select the regular GLC300 with the optional 4Matic all-wheel drive for another $2000.
Although it already has a host of desirable standard features, we'd improve its luxury cred with the Leather Seating package that swaps the faux-leather for the real deal. We'd also choose the packages to secure passive entry, ventilated front seats, a heated steering wheel, and the suite of driver assists.
Engine, Transmission, and Performance
A 255-hp turbocharged four-cylinder mated to a nine-speed automatic transmission is the GLC300's standard power-train. Front-wheel drive is the default setup but all-wheel drive—called 4Matic—is optional. The GLC300 4Matic we drove in Germany had mostly responsive acceleration and well-behaved transmission behavior.
The 2020 GLC350e plug-in hybrid receives several updates that include a more powerful electric motor, bigger battery, and an improved charging system. While we haven’t driven one yet, it's set to compete with plug-in rivals such as the updated BMW X3 xDrive30e and Volvo XC60T8.
The Mercedes lacks the driving verve of the Porsche Macan—see the AMG-tuned versions for maximum engagement—but the GLC-class at least delivers a smooth and quiet ride.
Fuel Economy and Real-World MPG
With a plug-in hybrid available, the GLC-class looks to satisfy those who prioritize fuel economy. While the 2020 GLC350e has been updated for increased all-electric driving range, neither Mercedes nor the EPA has released estimates.
The gas-powered GLC300 is expected to earn 22 mpg city and 29 mpg highway, and the all-wheel-drive model sacrifices 1 mpg in both categories. However, we haven't had a chance to test their real-world efficiency on our 200-mile highway fuel-economy route.
Interior, Comfort, and Cargo
The 2020 GLC-class interior delivers attractive materials, wonderful build quality, and comfortable passenger accommodations. Mercedes also stocks the GLC with luxurious standard equipment that includes dual-zone climate control and power-adjustable front seats with heated cushions.
The SUV also can be upgraded with leather surfaces, head-up display, heated rear seats, ventilated front seats, and more. Unfortunately, the GLC is less generous with its limited interior cubby storage and mediocre cargo capacity, which measures 19 cubic feet behind the rear seats and 57 cubes with the back seats folded.
Both volumes are smaller than the BMW X3 that offers 29 and 63 cubes, respectively.
Infotainment and Connectivity
Mercedes gives every 2020 GLC a versatile infotainment system that benefits from a variety of control inputs and contemporary features. The standard 10.25-inch touchscreen supports the company's latest MBUX software that responds to voice commands.
The system also can be operated by touch-sensitive controls on the steering wheel or a mostly intuitive touchpad on the center console. While Apple CarPlay and Android Auto capability are standard, the fanciest audio system and wireless charging cost extra.
Safety and Driver-Assistance Features
The GLC hasn't been crash-tested by the National Highway Traffic Safety Administration (NHTSA), but it was named a Top Safety Pick+ by the Insurance Institute for Highway Safety (IIHS). The Mercedes SUV also offers all the latest driver-assistance technology. Key safety features include:
Standard forward-collision warning and automated emergency braking
Available lane-departure warning and lane-keeping assist
Available adaptive cruise control
Warranty and Maintenance Coverage
Mercedes-Benz provides competitive warranty coverage compared with premium rivals. However, the German automaker doesn't provide the complimentary maintenance that BMW and Jaguar do.
Limited warranty covers four years or 50,000 miles
Power-train warranty covers four years or 50,000 miles
The 2020 BMW S1000RRis what happens when government regulations ruin what is otherwise a good motorcycle. If you’ve been paying attention to the S 1000 RR (Yes, that’s its technical name, with spaces between letters and numbers. I’m scrunching them all together from here on out.), you’re already aware it’s been available in Europe for some time as a 2019 model year – and the reviews are raving.
But now it’s slowly trickling into US dealers as a 2020 model, and this review won’t be quite as amazing – and it’s not entirely BMW’s fault. I wasn’t sure why there was a discrepancy, but after talking with some other journos who have ridden the European version, I think I know why. More on that later.
On paper at least, the 2020 BMW S1000RR has all the right upgrades a full makeover, 10 years in the making, deserves. First and foremost, the asymmetrical headlights are gone! While half the room is rejoicing (myself included), others are surely crying. Alas, time and fashion ultimately move on, and from the outset of the redesign, S1000RR global brand ambassador Nate Kern, says BMW had two goals: to make the new model at least one second faster than the old bike around any racetrack and to lose 25 pounds.
It’s interesting to note that a bump in power wasn’t a specific target, but in these days of Ducati Panigale V4s and Aprilia RSV4 1100s, maybe that’s just a given. Of course, simply bumping power is one thing – making more usable power is another.
So, let’s get straight to it: BMW did a masterful job in its complete revamp of the S1000RR engine. Nothing has been carried over from before other than the inline-Four cylinder configuration. Engine specs are basically what you’d expect from a literbike of this caliber: 80mm x 49.7mm bore and stroke, four titanium valves per cylinder, DOHC, and a 13.3:1 compression ratio. For reference, the Ducati Panigale V4 R measures 81mm x 48.4mm (for a 998cc displacement) with a 14.0:1 compression ratio.
To take another inline-Four as an example, Kawasaki’s ZX-10RR measures 76.0mm x 55.0mm (also equaling 998cc displacement) with 13.0:1 compression. BMW’s highly oversquare engine can hit a rev ceiling of 14,600rpm. Despite the Kawasaki’s longer stroke, it can still spin to 14,800rpm, while Ducati has employed some kind of wizardry to get its V4R to fly to 16,000rpm.
But back to the BMW; in the interest of lightness, things like the oil/water pumps are integrated, and the ram air funnels are plastic instead of cast aluminum. If that wasn’t enough, even the intake valves are hollow! The result, says BMW, is a peak of 205 hp and 83 lb-ft of torque in an engine that’s 0.5-inch narrower – and 8.8 lbs lighter – than before.
Those are all staggering figures in their own right, but the most practical improvement the new engine has over the old is the addition of BMW’s Shiftcam Technology, otherwise more commonly known as variable valve timing. The technology isn’t new, but it’s the first time it has been used on the S1000RR. Our own Dennis Chung gives a good explanation of the tech here. While the engine in the explanation is BMW’s 1254cc Boxer Twin, the concept is the same.
I’ll assume you already know the advantage of variable valve timing – a broader spread of torque without sacrificing peak power – and in the case of the S1000RR, the result is at least 74 lb-ft of torque available from as low as 5,500rpm. Considering the engine spins to 14,600 rpm, that much torque within a 9,000 rpm window is simply awesome.
Or at least it would be awesome if the ECU allowed the engine to produce its power like BMW engineers meant it to be delivered. In the case of the US models, we were lucky enough to flog around Barber Motorsports Park, cracking on the throttle in second gear upon corner exit delivered a noticeable disconnect between right hand and rear wheel.
At first, I attributed this noticeable bog in power as the six-axis IMU telling the lean-sensitive traction control to kick in and save my bacon, confirmed by noticing the TC warning light on the dash flashing wildly. As the day went on, and TC levels became less restrictive, the light went away (meaning TC was no longer stepping in) but power never returned. Instead, there was an ever-present flat spot until around 6,000rpm, when BMW’s Shiftcam Technology was allowed to take over, unencumbered, and deliver a wallop of power all the way to redline.
Why is this? At risk of losing their jobs, BMW reps understandably didn’t want to negatively comment on the record about their halo bike. So, the assembled journos, especially those who had ridden the European model – which they say doesn’t behave this way – stepped in and came to the only logical conclusion we could think of: EPA/DOT sound regulations forced the US S1000RR to be tuned differently to meet the standards, this despite the fact the S1000 is already Euro5 compliant.
In effect, the BMW’s secondary butterflies are electronically told to stay closed through the range the EPA test is performed. Once past that point, all hell can break loose again. Let’s just say, when presented with this hypothesis, BMW didn’t try to correct us.
Nonetheless, when allowed to roam free and uncorked, BMW says the new S-thou has met the 1-second-faster goal around all the tracks it has tested at. An impressive feat, for sure, but maybe more impressive is the weight loss plan the new bike was put on. From the outset, sportbikes are designed to be as light as possible, so to shed 25 pounds is incredible.
To do this, the new S1000RR had to start with a clean slate design; nothing is shared between old and new models. The aluminum frame, dubbed the “BMW Motorrad Flexframe”, is all new with tuned flex characteristics for better handling. In the process of tuning this flex, wall thickness was taken into consideration, with the final frame weighing 3 lbs less than its predecessor.
A new trellis-type subframe is used, and weight was taken off as many places as possible – including the wheels, suspension, even the fairing thickness – to achieve the 25-pound total weight loss goal. The chassis and suspension changes alone account for 11 lbs of that diet. Opt for the M performance package and you’ll see a further 7 lbs chopped off, thanks to carbon fiber wheels and a lithium-ion battery. The M package also gets you an adjustable swingarm pivot.
Sitting on the new bike feels familiar and different at the same time. The seat itself is plush and comfortable (for sportbike standards), just like its predecessor, and if you’re the type of street rider who just can’t bring yourself to ditch the fully-faired sportbike for a naked, the reach to the bars isn’t terribly low. A narrower gas tank means your knees aren’t spread out as far as before – a small but noticeable difference.
As the saying goes, power is nothing without control, and the S1000RR relies on Marzocchi for suspension components front and rear. A 45mm inverted fork rests out front, and a piggyback shock handles bump duties, both fully adjustable and the latter mated to a swingarm directly inspired from BMW’s World Super-bike program. Base models get the standard suspension, but opt for the Select or M Package and bumps get absorbed electronically via BMW’s revised Dynamic Damping Control.
Radial-mount, four-piston calipers are standard fare in sportbike land, but interestingly, as the rest of the category moves toward 330mm rotors and Brembo calipers, the S-thou gets 320mm discs and non-Brembos (from Hayes, I think…). ABS is there, and depending on the package you buy, it can be adjusted or turned off.
To keep everything in line, a total of four riding modes (Rain, Road, Dynamic, Race) are available which affect throttle response, ABS, and traction control. Thing is, if you want to adjust any of those settings, you’re SOL. Doing that costs money, on top of the $16,995 for the standard bike. Here’s a handy chart to try and clear up some of the confusion:
Confusing things even further is the ability to mix and match some of these options, but nonetheless, there are a few things to point out here. The primary one is the adjustability you’re afforded with Ride Modes Pro. Here you get three additional “Race Pro” modes, allowing you to tailor every setting – DDC, DTC, ABS, engine braking, wheelie control, throttle sensitivity, HSC (Hill Start Control), and DBC (Dynamic Brake Control).
If you’re intimidated by these sophisticated electronics, don’t worry; actually understanding each option is the tricky part. Navigating through them is easy with BMW’s left-hand scroll wheel, just as easy to operate on the S1000 as it is on any of BMW’s other offerings. The other buttons are fairly simple to operate, and information is displayed on a crystal clear 6.5-inch TFT display that’s easy to read, even in direct sunlight.
Confusing things even further is the ability to mix and match some of these options, but nonetheless, there are a few things to point out here. The primary one is the adjustability you’re afforded with Ride Modes Pro. Here you get three additional “Race Pro” modes, allowing you to tailor every setting – DDC, DTC, ABS, engine braking, wheelie control, throttle sensitivity, HSC (Hill Start Control), and DBC (Dynamic Brake Control).
If you’re intimidated by these sophisticated electronics, don’t worry; actually understanding each option is the tricky part. Navigating through them is easy with BMW’s left-hand scroll wheel, just as easy to operate on the S1000 as it is on any of BMW’s other offerings. The other buttons are fairly simple to operate, and information is displayed on a crystal clear 6.5-inch TFT display that’s easy to read, even in direct sunlight.
In the interest of full disclosure, the motorcycles BMW put us on had the Select and M packages already installed, meaning this was as optioned-out as most people will get and even lighter than the standard S1000RR. This includes the carbon fiber wheels which had me worried since carbon doesn’t give you any warning or clues before giving up the ghost in dramatic style. Still, BMW says these carbon wheels are included in the bike’s warranty.
The bog on track is one thing, but without a street ride to judge if this bottom-end and midrange flat spot is really that bad, I’m left with an incomplete picture of the engine’s true character. Speaking of character, this new engine vibrates excessively. While I initially thought it was just my particular motorcycle, others in attendance made similar comments.
I suppose a lack of counterbalancer is the price paid for lightness. That said, above 6,000rpm the new 999cc Four is a ripper. I imagine a pipe and reflashed ECU would really liven things up even more. Clicking through the gears in either direction is lightning fast with BMW’s revised quickshifter, which is worlds better than on the old model. A bonus for racers and/or track junkies: changing to GP shift is mega simple.
In Road mode, the Dynamic Damping is soft and plush, with suspenders getting noticeably tauter with each successive ride mode. Impressively, 90% of the damping is controlled electronically, says Steve Weir, one of BMW’s race engineers. It isn’t until you slide to the Race Pro modes where things change. Still, the valve stacks within the fork and shock are standard pieces, meaning they can be revalved to your riding style like any other suspension – and still have electronic assistance.
The weight savings helps the BMW turn-in and transition very easily for a liter-class sportbike – this sensation no doubt enhanced by the carbon fiber wheels. But while I felt I could pilot the Aprilia RSV4 1100 Factory with pinpoint accuracy, the BMW never delivered that same sense of precision. The front end doesn’t do anything it shouldn’t, but it also doesn’t deliver the same telepathic feedback I get from the Aprilia. Granted, one day doesn’t afford much time to play with settings.
And there are a lot of settings one can mess with on the RR. For track purposes, the traction control is highly sophisticated. Once put into the Pro mode, the TC is adjustable on the fly, and thanks to the six-axis IMU, its intervention could eventually be tailored to my liking (meaning one of the lower settings). What I don’t like is the +/- scale BMW uses, placing +7 and -7 as the maximum/minimum intervention settings (not counting off), with zero being the middle ground. Placing zero as off with a sliding scale up to 14 would be less confusing to me, but I digress.
On the braking front, the RR delivers a soft initial bite on the 320mm discs, with a gradual and linear progression in stopping power. It’s not quite up to par with Brembo Stylemas and 330mm discs, but I never felt lacking in the brake department. Granted, Barber isn’t very hard on brakes. Those feelings may change at, say, Road America.
