Every once in a while a motorcycle comes along that raises the bar, in terms of performance, sophistication and visual appeal. The original Honda CB 750 was such a machine, another was the Ducati 916. The BMW S1000RR most certainly is.

It represents a quantum leap for BMW, a manufacturer who has, in the past, been accused of making fast cars but slow motorcycles. The S1000RR is as fast as greased lightning, more sophisticated than the space shuttle and as easy on the eye as Demi Moore... in a “GI Jane” sort of way.

Probably the two-wheeled equivalent of a V10-engined M5, the S1000RR specification makes interesting reading, not least because it’s a thinly disguised version of the BMWs piloted by Troy Corser and Ruben Xaus in the World Superbike Championship. The one-litre, liquid-cooled engine is a race-bred, inline, across-the-frame four cylinder. It’s brand new from the ground up and said to develop 142kW – that’s 193hp @ 13 000rpm. The red line is at 14 200rpm, while the torque peaks at 9 750rpm. BMW insiders whisper that the published power output is meant to satisfy the spoil-sport “greenies” in Germany who believe bikes should be limited to 200hp. In reality, they say, the output is north of the magic double ton.

Could this be true? It could, but BMW hides it well with a series of electronic hurdles that riders must first jump in order to reach the promised land of unfettered horsepower. These hurdles are the engine mapping “steps” designed to allow riders of less-than-expert ability come to terms with the machine without regular visits to the surrounding scenery. They’re absolutely necessary, in my opinion. Before you say I’m getting soft, having criticised engine mapping systems before, let me say that BMW’s electronic safety nets make absolute sense and are vital in a machine that’s so far in advance of the average rider.

Central to the system is a fly-by-wire throttle, that essentially uses rider input as a guide and allows the computer to deliver power, traction (yes, traction control is standard) and the level of ABS (its variable) according to conditions, whether its rainwater on oilsoaked roads in mid-Johannesburg, or the challenges of the fourth gear sweep at Zwartkops race track – the scene, incidentally, of my test. The mapping is set by the touch of a button and gives you a choice of Rain, Sport, Race and Slick settings. BMW encouraged me to start with Rain and work my way up the ladder. Rain mode reduces maximum output to 150hp, and activates nanny sensors on the amount of lean and throttle opening you’re allowed. I’d say it’s a good setting for very wet conditions, beginners and those who feel at home on a 600ccsized machine. Next up is Sport mode.

Here the maximum horsepower is available, but throttle response is still moderated and smoothed out of the corners. BMW say it’s for use on country roads, but I believe this should be the default setting for around town, everyday riding. Race mode is for the track. It was my preference simply because it delivers razor sharp throttle response. It’s the mode I found not only the most exciting but the most rewarding in terms of pay-back for effort on the race track. There is one more setting. This is Slick mode and – yes, you guessed it, it’s designed to work with super-grippy slick race tyres. Its use was strictly forbidden during the test because road tyres were fitted to the test machines. The rule was easily enforced because switching to the setting is facilitated by a special key.

Once turned, that promised land of unfettered horsepower I mentioned is revealed. It’s a land in which the traction control, which plays a big part in normal riding, is reduced in efficacy, allowing crowd-pleasing wheelies to be performed, and for those capable of ‘backing it into a corner’ to demonstrate this skill. Slick mode also adjusts the Race ABS to accommodate the added grip of race tyres. While ABS, Race ABS and traction control (TC) are integrated into the various riding modes, they can be switched off altogether (individually or together) in all modes. Incidentally, the TC system is taken straight off the WSB racing machine and combines a host of sensors to determine the optimum attitude of the bike through any corner, including lean angle. It presented me with a challenge, never having ridden a machine with this level of sophistication on board before:

Could I simply whack the throttle open on corner exit and leave the electronics to sort out the optimal exit speed? I guess I could, but you have to be brave to pin the throttle with the bike cranked over mid-corner. You have to be even braver to switch the TC off, of course. So far I’ve probably given you the impression that the bike is not for the faint-hearted. Well, thanks to the level of electronics, it is. Let’s say it’s not a bike for the foolhardy. If you know your limits and are bold enough to admit them to yourself and the bike (in terms of activating the appropriate nanny settings), you’ll be fine. Space is going to limit the amount I can say about the bike’s features.

Yes, there is infinitely adjustable suspension – but I left it in standard position during my ride. I can imagine playing with the settings at a track day - simply for the pleasure of experiencing the differences they make to the already superb handling. I could tell you about the clever exhaust system that incorporates “‘interference butterflies” that mute the sound at low revs (so the bike is quiet around town) but allow an amazing howl to emanate once the throttle is wide open and the tach is heading towards the soft limiter at just over 14 000rpm. I could also tell you how gratifying the “flat-shifter” was, allowing seamless, clutchless gear changes going up the ‘box with the throttle on its stop.

All performance bikes should have one. At first glance, the power band would appear to be quite thin – between the 9 500rpm torque peak and maximum power at 13 000rpm. But it isn’t. There are bags of “oomph” from as low as 3 000rpm in all modes. I’ll leave you with a question: Are the Race ABS and standard slipper clutch the most impressive features of the S1000RR? Working in tandem, I’d say they are, particularly on a race track. Just two fingers on the brake lever (front and rear brakes are integrated, except in Slick mode) are all that’s necessary to haul the bike from the other side of 230km/h for a first gear corner in a shorter time than you can blink.

And changing down from fourth to first is accomplished with no rear wheel lockup or hop – thanks to the standard slipper clutch - to set up the most stable of corner entries. You can buy a bread-and-butter version of the S1000RR without the Race ABS and traction control and a few other goodies. My advice? Go for the fullhouse option. You won’t be sorry. At R 177 000 it’s a bargain. I’ll bet this price won’t last once the first shipment is sold out.