BMW R nineT SCRAMBLER
BMW R NINET SCRAMBLER
‘Many manufacturers with a claim to “heritage” seem to have a scrambler model these days, and BMW had the ideal base with which to join the off-road themed retro revolution.’ We speak of the new R nineT Scrambler which we rode for two days in the Austrian Alps
IF THERE’S A hipster heaven, then I must be in it right now. I’m cruising along wearing an open-face helmet and goggles, on an aircooled BMW boxer with high bars, generous suspension travel, high-level exhaust and a brown bench seat.
BMW’s new R nineT Scrambler is so cool it’s positively glacial, which is appropriate because I’m riding it not towards a fashionable bar on a city high street, but on a smooth road that winds along the bottom of a broad, U-shaped valley that cuts through the Austrian Alps.
There’s a flaw in the idyllic scenario because the mountains that rise steeply on either side are partly lost from view in the rain that is peppering my beardless chin, and soaking my jeans. But the good news is that the Scrambler has been an absolute blast on the mostly wet two-hour ride to get here. (And I’m not a total fashion victim: my full-face lid and waterproofs are in the photographer’s car.)
Many manufacturers with a claim to “heritage” seem to have a scrambler model these days, and BMW had the ideal base with which to join the off-road themed retro revolution. The R nineT has been a big hit since its launch in 2014, selling more than 23,000 units despite a high price-tag and uncompromisingly sporty character. An off-road-inspired follow-up that would appeal to the custom crowd made perfect sense, especially if it could be made less expensive.
The R nineT Scrambler is the result, and if that name is woefully unoriginal, it at least confirms the bike’s origins. Its 1,170-cc, DOHC boxer motor is taken straight from the nineT (which is renamed the R nineT Roadster). Its maximum power output of 110 PS and peak torque figure of 119 Nm remain unchanged despite the new twin-silencer exhaust system, developed by Akrapovic, which helps the Scrambler get through Euro 4 emission regulations.
Most of the differences are in the chassis, which is based on a reworked tubular steel frame that retains a bolt-on rear subframe, and kicks out the front forks at a relatively lazy 29 degrees, against the sportier model’s 25.5 degrees. Those forks are 43-mm right-way-up units, rather than 46-mm upsidedowners, and have gaiters for an old-style look. They also have extra travel: 125 mm front and 140 mm rear against the standard nineT’s 120 mm at each end.
Off-road suitability is also enhanced to some degree by the front wheel, which is 19 rather than 17 inches in diameter, but diminished by the fact that to save cost the Scrambler comes with cast rather than wire-spoked wheels. The rear remains a 17-incher, but is a narrower 170/60 rather than 180/55. Further cost-saving comes from the front brake, which bites its unchanged 320-mm discs with Brembo’s ordinary four-piston, non-radial callipers.
Other savings come from the fuel-tank, which has a similar shape but made from steel rather than aluminium, and loses a litre of capacity along the way to hold 17 litres. The shock is adjustable for preload and rebound damping, as with the standard nineT, but preload adjustment requires a C-spanner rather than being
The Scrambler certainly had enough speed to be exciting on a launch ride that spanned two days and over 400 kilometres, on roads that were rarely straight
quickly done by turning a hand-adjuster.
The Scrambler also makes do with a single analogue speedo rather than twin clocks; and with single rather than dual seat, and no pillion foot-rest assembly. You even have to pay extra for an oldstyle model plate riveted to the steering head, a neat detail that comes as standard on the nineT.
Despite the rain that was already falling on the launch base south of Munich, the Scrambler felt good as I threw a leg over that neat ribbed seat, which, at 820 mm, is 35 mm taller than the original nineT’s, and reached forward to bars that have the same wide, raised shape but are bolted to risers that add a few centimetres of height to give a slightly more upright and roomy riding position.
The BMW felt better still as I accelerated away, enjoying its crisp throttle response, broad torque spread and abundance of flat-twin character. The radial eight-valve boxer lump might be 15 PS or so down on the modern liquid-cooled unit, but it still has more than enough punch for lively performance from a bike which, at 220 kg fully fuelled, weighs a couple of kilos less than the standard nineT.
The Scrambler certainly had enough speed to be exciting on a launch ride
that spanned two days and over 400 kilometres, on roads that were rarely straight, and varied between flowing curves and precipitous hairpins. The mostly wet weather was disappointing but at least ensured that there was never a dull moment, the BMW effortlessly sitting at 125 km/h or more when visibility allowed, and surging forward on request towards a top speed of about 200 km/h.
Equally importantly, it had plenty of mid-range punch when required, which mostly meant when I was following a car or tourist coach when the road ahead cleared to allow overtaking. A twist of the throttle sent the Scrambler surging through the spray, rarely needing a downchange through the six-speed box beforehand. Plenty of bikes would have provided much more protection from the elements, but few would have been significantly quicker or easier to ride.
Or a whole lot safer, although the Scrambler’s accessory traction control system, fitted to all the launch bikes, is BMW’s basic ASC (which just monitors front and rear wheel speeds) rather than a more sophisticated system incorporating a lean-angle sensor. At low speed in the wet it was easy to make the traction kick in by cracking open the throttle in a straight line, but I didn’t trust it to keep the wheels in line when exiting a turn.
The Metzeler Tourance Next tyres gripped well even on soaking roads although several riders reported slides, one chap taking a short off-road excursion as a result, fortunately without crashing. I was also impressed by the brakes, even when the roads dried, though riders who operate the front lever with only two fingers might miss the extra bite of the nineT’s radial callipers. On the slippery stretches I was glad of the ABS,
which worked very well when deliberately provoked, and remained in the background the rest of the time.
On seeing the Scramblers lined up in the rain outside the launch base, we’d all been glad that they were fitted with the Tourances rather than the chunkier off-road rubber that is an option. The many hundreds of bends that followed
over the next two days were great fun, thanks largely to handling which, although less sharp than the original nineT’s, allowed the bike to be cranked through hairpins with little effort and an admirably neutral feel.
Those gaitered, non-adjustable forks were sufficiently firm and well damped to allow precise steering, while also delivering good ride quality. The same was true of the shock, which occasionally felt a bit harsh over bigger bumps, but maintained pretty good damping control and contributed to the Scrambler’s longdistance ability. The thinly padded seat was more comfortable than it looked, although some riders were shifting around after a couple of hours.
The BMW was reasonably practical in other ways, too, despite its near total lack of weather protection; though I would not be so complimentary if the launch bikes hadn’t been fitted with invaluable accessory heated grips. The round mirrors were reasonably useful, though too narrowly spaced for a really clear view. The tank should be good for over 250 km; shame there’s no fuel-gauge (let alone consumption information), as well as no tachometer.
Despite those hot grips we finished the second day’s ride of several hours feeling slightly damp and cold, but were unanimous in praise of a bike that had proved quick, dependable and enjoyable despite the conditions. BMW’s addition to motorcycling’s ranks of Scrambler models has an appealing blend of retro looks, character and all-round performance. In a way this dual-purpose boxer is a throwback version of the R 1200 GS, providing reduced power, weather protection, range, electronic assistance and suspension travel.
On the other hand, it’s also simpler, lower, more than 20 kg lighter, and less expensive, costing roughly 10 per cent less than the standard R nineT and 15 per cent less than the R 1200 GS. However, buyers will need to spend more if they want to carry a pillion, keep their hands warm, or personalise its looks with parts that range from a screen and headlamp grille to hard or soft luggage, via tank knee-pads, cylinder-head covers and a titanium Akrapovic silencer.
For riders who fancy a retro flat-twin and prefer the Scrambler’s off-road image, perhaps the only reason not to invest in one is the rumour that BMW are developing a Paris-Dakar inspired variant — along with another naked roadster and a half-faired café racer — for production next year. The air-cooled boxer story looks set to run and run. And why not, when the result is as stylish, versatile and fun to ride as this?