2017 BMW R nineT Pure/Racer review

When it comes to producing retro-themed products that sell, automotive manufacturers tread a fine line. In the car world the trend is to produce oversize takes on yesteryear's classic – the VW Beetle, Mini and Fiat 500 being prime examples – but on two wheels it’s the models that adopt a minimalist aesthetic that seem to hold the most appeal. I'm talking bikes like Triumph's Bonneville, Kawasaki's W800, Ducati's Scrambler and Moto Guzzi's V7 – the list goes on.

Now add to that BMW's 'Heritage' range. We've already reviewed the base-model R nineT and R nineT Scrambler, but we recently snaffled the keys to two more variants – the R nineT Pure and R nineT Racer.

Both these Beemers adopt the same tubular-steel space frame and air/oil-cooled, 1170cc Boxer flat-twin engine, and both aim to provoke wistful gazes in any rider of a certain age who remembers similarly styled bikes from the first time around, and anyone who years for a simpler motorcycling time. Like hipsters, for example.

Band of brothers
The Pure is, as its name suggests, a back-to-basics, no-frills machine. You do get ABS, however, and a single clock (a speedometer) with some basic functions in the inset digital display. It retails for $17,690 plus on-roads and is only available in grey.

The Racer, which costs nearly $1500 more, comes with the front fairing, twin clocks (speedo and odometer) plus a trip computer, switchable ABS and traction control, and LED indicators. It also scores clip-on handlebars, as opposed to the Pure's flat handlebar.

Rather than aiming to emulate a specific model, both these bikes seek to evoke the nostalgia of a certain age, in this case bikes of the 1960s and '70s, and to that end I reckon BMW has done a superb job. Style is so subjective, but to my eye both these models look superb – especially the Racer in its white and BMW Motorsport-inspired colours.

Bikesales Editor Mark 'Mav' Fattore and I recently grabbed the pair and set off on a meandering day trip from Melbourne through central Victoria, taking in sweeping bends, the historic Tooborac Hotel for lunch (try the plum and caramelised onion chicken parma!) and the odd café stop – just the sort of use you'd associate with bikes like this.

Non-identical twins
What did we learn? Several things. Firstly, retro styling doesn't have to mean retro performance. Both powered by the air/oil-cooled Boxer with identical outputs, these bikes churn out wide, creamy waves of torque from just off tickover to high up in the rev range, with peak power available just a little below the indicated 8500rpm redline.

There's simply gobs of grunt available on demand, and while there's not enough to rip your arms from their sockets, there's more than enough for fast progress – like double the open-road limit progress, or so we're told…

The fuelling is spot on – crisp without being over-sensitive at low speeds – and the vibration is nicely tamed. There are enough vibes to blur the mirrors ever so slightly and retain that raw Boxer edge, but not enough to irritate.

Unlike Boxer models of yore, the six-speed gearbox in each model is sweet, shifting with precision and speed. It can be a bit of a pain to find neutral at a standstill, however, but that might improve with age – both our bikes only had a handful of kays on their clocks.

At 100km/h both models are pulling just 3500rpm in sixth gear, at which point there's still plenty of oomph on tap for highway overtakes. These are lazy, understressed engines that could lope along indefinitely – although whether you too could sustain this regimen is another matter.

Click go the wrists
You see, the Racer's faithful looks also come with faithful, race-inspired ergonomics. It's a head-down, bum-up affair, complete with a bum-stop seat. If you're closer to 50 than 20, and the meaning of the term 'core strength' has faded with the mists of time, it doesn't take too long for the aches and pains to set in – mainly in the wrists for me, with the knees, back and neck following in due course.

It's a stark contrast to the largely upright ride position of the Pure, which is coupled with an easy stretch to the broad handlebar. It's far comfier for longer rides, although at speeds in excess of 100km/h you do tend to become a human windsock.

The seats on both are quite firm and we found the trailing edges of the fuel tank dug into our thighs a little, meaning our knees didn't quite fit flush against each bikes' flanks.

Still, these ergonomic irritants aren't of any real concern, because the bikes themselves are so much more than the sum of their parts.

The Racer in particular just makes you feel great. It transports you back to the race tracks of the '60s, and the emotions it evokes when you're winding it on – chin on the tank, the clocks looming large as you peek over the screen – is hard to describe in any meaningful way.

The stock pipes produce a wonderfully fruity note and this also adds to the sensory onslaught, the deep burble complemented by a sharp crack when you blip the throttle at a standstill. Who cares about chiropractor bills? You won't be thinking about them until you park the Racer at day's end, and the adrenalin beings to wear off…

Pure and simple
The Pure, on the other hand, is far more forgiving by virtue of its accommodating ergonomics. But, surprisingly, it's also easier to get through the bends. Why? Because while both of these bikes have virtually identical steering geometry (rake and trail of 26.4 degrees and 103.9mm for the Racer, 26.6 degrees and 105.0mm for the Pure), they're both quite conservative and slow steering.

It takes a really good shove of a clip-on to get the Racer to tip in or change line at speed, while the Pure's broad 'bar affords a heap of leverage, allowing you to muscle it through corners without too much fuss.

Both bikes are fitted with non-adjustable steering dampers, but with the geometry they have you have to wonder if they're more about form than function…

However, once committed to a line both these models are rock solid – they both instil a stack of confidence and goad you to wind that throttle on even harder.

The suspension comprises a non-adjustable 43mm conventional fork up front mated to BMW's Paralever at the rear, the latter adjustable for preload. It's a firm set-up and over big hits and potholes you'll be checking the mirrors in an effort to spot your kidneys bouncing down the road, but on a smooth surface these bikes are bliss.

Brembo holds up its end of the deal with a stonking set of twin-disc, four-piston front stoppers. Not a heap of initial bite but heaps of power and good progression and feedback – along with that torquey engine, they cap off packages with no small measure of performance.

Fuel economy for the pair comes in at around 6.0L/100km, with the Pure sipping a little more probably due to its less flattering aerodynamics. With 17 litre tanks, that's a safe range of around 250 kilometres.

And then we come to the finish, which is – in a word – sublime. Both the Racer and the Pure are simply gorgeous things to look at, and the closer you get the more you'll find to visually savour. Quality paint, top-notch welding and tidy wiring and bracketry – this quality of construction would pass muster even with significantly higher pricing.

Summing up
BMW Motorrad has hit a bull's-eye with both these Heritage models. They look great, they go great, and the pricing is thoroughly realistic for what's on offer. The abundant performance is a very welcome surprise, and the general finish of each is beyond reproach.

I'll take a Racer for sunny Sunday afternoon jaunts through the hills, aching joints be damned, and I'll keep the Pure for general duties. Huge smiles come standard with both.

SPECS: BMW R nineT Pure/Racer
ENGINE
Type: Air/oil-cooled, DOHC, eight-valve, four-stroke, 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 (81kW) at 7750rpm
Claimed maximum torque: 116Nm at 6000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame: Tubular-steel space frame, engine as a stressed member
Front suspension: 43mm conventional telescopic fork, non-adjustable
Rear suspension: BMW Paralever, adjustable for preload
Front brakes: Dual 320mm discs with four-piston Brembo calipers
Rear brake: Single 265mm disc with twin-piston Brembo caliper
Tyres: Metzeler Roadtec Interact – 120/70ZR17 front, 180/55ZR17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 219kg / 220kg
Seat height: 805mm
Wheelbase: 1493mm / 1491mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $17,690 (plus ORC) / $19,150 (plus on-roads)
Colours: Catalanograu uni (grey) / Lightwhite uni
Warranty: Two-year/unlimited kilometres
Bike supplied by: BMW Motorrad Australia
Web: www.bmwmotorrad.com.au