Rod Chapman•29 Sept 2016

REVIEW

2016 BMW R nineT Scrambler launch review

Name: 2016 BMW R nineT Scrambler launch review
Brand: BMW

A dual-purpose retro ripe for customisation – BMW expands its 'Heritage' line with its striking R nineT Scrambler…

Motorcycling's retro scene is as strong as ever, with most manufacturers offering at least one model that promises to transport riders back to their youth – to when the bikes that caught their eye were generally, through age or financial wherewithal, far out of reach.

The genre certainly isn't new – indeed brands like Harley-Davidson and Indian have underpinned their future by playing the heritage card – and now BMW's R nineT Scrambler is jumping into the fray with Triumph's long-established Scrambler and Ducati's more recent, err, Scrambler.

What is a scrambler? The trend first appeared in the 1950s and continued on through the '60s and '70s. Basically it was the practice of taking a road bike, cutting off all the non-essentials and getting it ready for off-road use and/or competition. Motocross racing in the UK was originally known as 'scrambles', in fact.

To that end, BMW's R nineT Scrambler is ready for both the road and the dirt – at least dirt roads, if not the local motocross track. But there's more to the story than that, as a flick through BMW's accessories for the model will show.

BLANK CANVAS

There are all manner of factory bits and pieces to customise the R nineT Scrambler, which allows the model to tap into a very strong theme in modern motorcycle culture. With a number of high-end and home-grown boutique bike shops producing exotic bespoke café racers, bobbers and more, BMW's latest is looming large for those who'd like a certain look, those who'd then like to modify that look, and those who don't want the mechanical issues and upkeep that go hand in hand with old-school hardware.

It's also a sibling for the original R nineT, which first hit Australia in mid-2014. While retaining the same engine, chassis and drivetrain, the Scrambler adopts a larger 19-inch front wheel (17 inch for the original), higher handlebars, a conventional fork (instead of an inverted fork), regular four-piston front brakes (as opposed to radial-mount stoppers), a higher seat height (820mm versus 785mm), a more upright ride position, longer suspension travel and higher-set, vertically stacked exhausts.

To showcase the R nineT Scrambler's abilities, the model's national press launch took place over two days through the Sunshine Coast's hinterland. BMW Motorrad had mapped out a route that took in road and dirt in equal measure, with the test fleet sporting aggressive but road-legal rubber (Metzeler Karoo 3, a no-cost option) and a variety of genuine accessories.

The Scramblers allure begins long before you turn a key. Beauty is in the eye of the beholder, but it’s a stunning think to look at and the visual appeal holds up on closer inspection. The multitude of brackets, the wiring and all the various fasteners are quality affairs, and there are any number of aesthetic highlights – thinks like the alloy rims, the beautifully detailed Akrapovic pipes, the LED taillight and the period-esque tan seat, among others.

At 820mm, the seat isn't especially high – it shouldn't prove too troublesome for the majority of riders to get a foot down. It is on the firmer side, however – it's no touring saddle but it's just fine for extended day trips.

READY TO RUMBLE

Firing the beast up produces an evocative rasp from those vertically stacked pipes, and a characteristic clockwise lurch from the Boxer flat-twin on blipping the throttle. Along with the standard R nineT, BMW's 'Heritage' bikes are the last remaining models in the BMW lineup to sport the marque's air/oil-cooled, 1170cc V-twin – all the other R-series models have gone to the liquid-cooled 'Wasser Boxer'.

That's not to say the Scrambler is a poor cousin, because that couldn't be further from the truth. Weighing in at 220kg wet, a small handful of revs is all that's needed to get the Scrambler bolting out of the blocks, and winding it on in anger sees the speedo needle sweep around the dial with surprising pace. The look might be retro but the performance is bang up to date.

Abundant low-down torque bleeds seamlessly into a stonking mid-range. The top-end has decent puff too, meaning there's strong urge pretty much throughout the rev range. As for the numbers, 110hp at 7750rpm and 116Nm at 6000rpm is ample to get this mechanical artwork moving.

After a brief technical presentation at Brisbane custom motorcycle house, Ellaspede (which is well worth a look if you happen to be in the city's West End precinct – see ellaspede.com), we threaded our way through the city to hills to Brisbane's west. The ride position is relaxed – a slight forward incline which, given the lack of bodywork or a screen, pretty much negates any pressure on the wrist at anything over 60km/h.

There isn't masses of legroom but I'm 188cm tall and I didn't find this aspect too taxing – certainly not for day tripping, anyway.

What did initially take me by surprise is the Scrambler's steering geometry. I was expecting a sporty machine that could be flicked lightly through the bends, but the rangey front-end requires a more considered approach.

A closer look at the specs tells the story. The 29-degree rake is heading towards cruiser territory, while the 19-inch front-end shod with dual-sport rubber also plays its part (BMW is yet to determine the Scrambler's standard rubber, but expect something like Metzeler's Tourance or similar).

Add to this a healthy wheelbase of 1522mm, and the Scrambler was never going to match the original R nineT (1476mm wheelbase, 25.5-degree steering head angle) in the sporting stakes.

Choose a line and stick to it, that's the mantra, but once familiar with its considering turn-in the Scrambler tracks straight and true, and with a sense of confidence that's rarely dented by bumps or dips. Neutral steering and healthy ground clearance add to the fun, making the Scrambler a surprisingly swift and effective package on tight mountain roads – I'm sure these thing will, with an experienced pilot behind the 'bars, claim plenty of sportsbike scalps on our average Aussie road surfaces.

MOUNTAIN THRILLER

That surefooted nature was showcased to great effect over the two days we spent criss-crossing the hills of the Sunshine Coast hinterland, where the Scrambler's longer travel suspension (125mm and 140mm versus 120mm and 135mm for the standard R nineT) and more conservative geometry lapped up the rough bitumen surfaces and made light work of the dirt sections.

Don't get me wrong, this is no R 1200 GS when it comes to off-road antics, but the Scrambler will competently and comfortably handle itself on your average Aussie dirt road, corrugations and all. The upright ride position and wide handlebars are a big help here, the latter giving plenty of leverage when needed.

Time and again I found myself with a broad smile plastered across my face as the Scrambler took yet another challenge in its stride. The final challenge came on the beach at Noosa, where we guided the bike over the soft sand with the waves crashing just metres away. No, beach riding might not be your first thought when you lay eyes on a Scrambler, but it can do the job all the same!

Here the Metzler Karoo 3s again proved their worth (my unceremonious dumping of the bike down to rider error, not the rubber!). These tyres are truly impressive – they cling on through the blacktop bends with tenacity, the only hint they're at their limit being the traction control light winking on on the speedo. The do produce quite a whine on the road at lower speeds, but this fades away at 80km/h or more, when the throb of the Boxer twin and the wind noise take over.

The Scrambler comes with anti-lock braking as standard (and heated grips and chromed header pipes) here in Australia, but for $450 you can add traction control into the bargain. After traversing the roads we did on this ride I'd say it's money well spent. Best of all, both anti-lock braking and traction control can be switched on or off on the fly via the bar-mounted button and can be switched on or off independently, meaning you can have the anti-lock braking off and the traction on, or vice versa, or both on or both off.

While we didn't get a chance to obtain a comprehensive fuel figure on this launch, at the first fuel stop the first bike took 6.9L after a distance of 131km. That's 19km/lt or 5.3L/100km. A frugal figure, in any case, and one that translates to somewhere approaching a safe working range of nearly 300km. Incidentally, the Scrambler get a litre less capacity from its tank than the original R nineT.

THE VERDICT

For me, the biggest takeaway from this launch was the Scrambler's versatility. It's a beautiful thing to look at and it's ripe for customisation, but it really does handle and it has a surprisingly potent engine. It'll happily bar hop, cruise, or go for sporting strop, all capped off with decent dirt road ability.

At $19,150 plus on-roads it might not have the superior spec of the original R nineT, but it's $2840 cheaper and offers far greater riding flexibility. The Scrambler isn't easy to categorise but that's half its appeal. If the model's piqued your interest, a test ride is a must – I'm sure you too will find the Scrambler engaging, unique, and – above all else – a whole heap of fun.

SPECS: BMW R NINET SCRAMBLER

ENGINE

Type: Air/oil-cooled, DOHC, eight-valve, boxer flat-twin

Capacity: 1170cc

Bore x stroke: 101mm x 73mm

Compression ratio: 12.0:1

Fuel system: Electronic fuel injection

PERFORMANCE

Claimed maximum power: 110hp at 7750rpm

Claimed maximum torque: 116Nm at 6000rpm

TRANSMISSION

Type: Six-speed

Clutch: Dry, constant mesh

Final drive: Shaft

CHASSIS AND RUNNING GEAR

Frame: Tubular steel three-part space frame

Front suspension: Conventional 43mm fork, non-adjustable

Rear suspension: Paralever shock, adjustable for rebound and preload

Front brakes: Dual 320mm discs with four-piston calipers

Rear brake: Single 265mm disc with twin-piston caliper

Tyres: Metzeler Karoo 3 – 120/70 ZR19 front, 170/60 ZR17 rear

DIMENSIONS AND CAPACITIES

Claimed wet weight: 220kg

Seat height: 820mm

Wheelbase: 1527mm

Fuel capacity: 17 litres

OTHER STUFF

Price: $19,150 (plus on-roads)

Colours: Monolith Metallic Matt

Warranty: Two-year/unlimited kilometres

Bike supplied by: BMW Motorrad, www.bmwmotorrad.com.au

Standard equipment:

Anti-lock braking
Heated grips
Chrome exhaust

Optional equipment:

ASC traction control, $450
White LED indicators, $150
Anti-theft alarm system, $325
Cross-spoke wheels, $580
Off-road tyres, no-cost option
Hand-brushed aluminium fuel tank with sanded weave weld, $1425
Hand brushed aluminium fuel tank with visible weave weld, $1325
High seat in brown (850mm)

Accessories

Stowage:

Waterproof tankbag, $475
Rear softbag, $525

Design:

Aluminium tank hand brushed, with visible weld seam, $4117
Aluminium tank, hand brushed, with ground-down weld seam, $4117
Knee pads, $80
Silver cylinder head cover, left and right, $757
Black cylinder head cover, left and right, $910
Chrome cylinder head cover, left and right, $1068
Matt chrome-plated housing for the instrument cluster, $167
Silver cove 'bar ends, $148
Classic emblem, $40
Front and rear cross-spoked wheel, $4400
LED flashing turn indicator (set of four), $308
Front and rear cross-spoked wheel, $4400

Sound:

Single seat bracket for Scrambler rear silencer, $661

Ergonomics and comfort:

High, brown Scrambler motorcycle seat (850mm), $661
Brown Scrambler single seat bench (820mm), $830
Black R nineT rider's seat (825 mm), $451
Black Custom rider's seat (815 mm), $649
Black R nineT passenger seat, $383
Comfort rear seat, black, $404
Alpine white Scrambler windscreen, $471

Navigation

BMW Motorrad Navigator V with lifetime mapping incl. mounting, $1528

Safety:

Plastic cylinder-head cover guard, $209
Aluminium cylinder-head cover guard, $391
Aluminium engine guard, $313
Protective grille for the headlights, $299
Safety plug for oil filler neck, $42
Brake disc lock with anti-theft alarm, $374
Anti-theft alarm, $287

2016 BMW R nineT Scrambler launch review

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