Launch: BMW R nine T

There’s always a bit of a worry when something that looks as good as the BMW R nine T isn’t going to come to the party in the performance stakes. You know, like a New Year’s Eve celebration – a mountain of anticipation but when the time comes to enjoy the moment it’s all a little underwhelming.

But there isn’t any cause for concern, as this high performance fashion piece handles, stops and goes with the best of the roadsters out there. In fact, it’s probably sets the standard, with the combination of a modern chassis, rumbling old-school 1170cc air-cooled Boxer engine and powerful brakes.

It’s a clever design, and one that seemingly encapsulates current cafe racer trends with 90 years of BMW Motorrad tradition and heritage. And the attention to detail is also immaculate, from the aluminium panelling to the billet bits, logo, round headlamp, riveted model plate on the steering head, forged aluminium seat mount, seat stitching and high quality wire wheels.

But don’t call it a retro bike, says BMW. Rather, it “synthesizes state-of the-art technical features from high performance sports machines with classic principles derived from 90 years of BMW Motorrad, and applies them with compelling craftsmanship”. There you go!

There’s no doubt the R nine T is outside of the BMW’s normal ‘comfort’ zone, but we probably won’t be using that refrain for too much longer: the company does have plans to bring more ‘classic heritage’ bikes to market, which could spawn a whole new segment to join the existing Adventure, Tour, Roadster and Sport ranges.

Commonsense dictates that the R nine T has joined BMW’s Roadster segment for the time being, where it sits alongside a bike which the Bikesales Network rode the day after the R nine T – the explosive S 1000 R nakedbike (review HERE).

The two bikes that are poles apart: the S 1000 R with all its contemporary wizardry and the R nine T that draws on a massive gene pool of BMW road and adventure models from days past. It’s that rich genetic code which gives the machine such a depth of character, way beyond its glorious appearance – but for some the looks may be all that they need.

The R nine T’s charm offensive starts – and probably makes its most emphatic statement -- with the air-cooled engine, which recently has been superseded by the new water- and air-cooled unit powering such bikes the current R 1200 GS series and the R 1200 RT sports tourer.  The air-cooled engine may have been superseded but certainly not unwanted, and for a heritage bike like the R nine T it’s just about a match made in heaven: a broad spread of torque that drives with purpose from 2500rpm and peaks at 6000rpm (119Nm), and a top end (110hp/81kW) that still packs a punch for those who still like going fast.

Much has been said and written about this mill over the last few years, and in R nine T guise it’s as crisp and smooth as ever, and you can still peel out of turns a gear or two higher and know that it won’t let you down. And it loves to rev, as the power builds eagerly to the 8500rpm redline, the cardan shaft drive earning its keep.

The engine produces a satisfying burble through built-up areas, and at high speed the twin megaphone silencers emit quite a meaty roar. There’s a bit of crackle on the overrun as well.

But don’t for one second think the R nine T’s CV is all about being mellow, as 110hp doesn’t quite fall into that category. And at 222kg, the R nine T is appreciably lighter than the heavier RT and GS bikes which this engine used to power, so there’s even more room to ‘move’ in R nine T guise.

The R nine T doesn’t have ride-by-wire or riding modes, so simplicity is the key. There’s only one colour option as well – black.  The only other technology ‘piece’ on the machine is anti-lock braking, which is a safety commitment that BMW has made with all its production models.

It’s actually quite invigorating to get on a machine which only has one riding mode. I’m not complaining, technology is wonderful, but it’s also kind of nice not having to worry about making setup decisions – and so it is on the R nine T.

The engine is a stressed member in the bike, and the modular frame concept allows the pillion frame sub-frame to be unbolted (eight screws) and removed so it can become a sportier solo mount. BMW is pushing the customisation theme hard on the R nine T, and there’s no doubt that aftermarket suppliers will be lining up in their droves to assist, fuelled by what already is a strong demand for the bike. In Australia, the number of bikes pre-sold upstaged the S 1000 RR superbike.

Still on the customisation theme, BMW has manipulated the bike’s electrical system – basically separating the engine and vehicle harnesses -- so that the amount of effort in fitting accessories such as LED blinkers, etc can be kept to “a manageable level”.

Genuine accessories for the R nine T include carbon covers (engine and front wheel), stowage (tank and rear softbag), an Akrapovic silencer to replace the twin megaphones, seats and heated grips – but it would be nice if they were standard items. Remember, it’s not a retro bike…

For full details on accessories, visit www.bmwmotorrad.com.au/au/en/index.html or contact your local dealer.

Now that we’ve established the R nine T is quick in a straight line, we can categorically state that it handles beautifully as well. The suspension isn’t cheap parts bin stuff: the bike has S 1000 RR forks, albeit without adjustability, which are a departure point from the Telelever system usually fitted to BMW’s Boxer models. The rear suspension is Paralever with a single-sided swingarm, with adjustment for preload and rebound, while the tyre sizes are sporty 120/70-17 (front) and 180/55-17. That rear tyre is married to the standard 5.5-inch wheel, but BMW has designed the swingarm in such a way that it can accommodate a six-inch wheel as well.

The suspension is taut without being too firm or soft, and it allows the R nine T to really hunker into corners with some real purpose, the slight forward cant pushing your tummy against the 17-litre fuel tank. The front-end is especially strong, and you can peel into a corner, especially big, wide sweeping ones, with some real purpose. For a roadster, that’s mightily impressive, and shows that BMW has crafted a beautifully balanced chassis which can go pound-for-pound with the engine. In that unflappable sense the R nine T is the out-and-out Roadster.

And that extends to the brakes, the radial four-piston monobloc calipers and braided brake lines more than up to the job of arresting the R nine T, although the transition from off to on is a little too fearsome. It’s not a major issue, but just a little at odds with the overall user-friendliness of the R nine T.

The bike is priced at $20,950, with the only ex-factory option being the alarm ($505). Compared to a bike like the $18,790 S 1000 R, that retail price may initially raise some eyebrows, but not against the direct opposition, which includes the Moto Guzzi Griso ($21,990). You can also throw in bikes like the Harley-Davidson 1200 Custom ($18,790) and the Triumph Thruxton ($13,990) into the mix, but both at a far lower level of spec.

The R nine T simply continues BMW’s recent knack for getting things right. This is a Roadster that doesn’t take any shortcuts, and the bonus is having that sweet Boxer engine ready to rock and roll, all sorted and full of bravado. If this is the beginning of a new classic heritage family, then we’re laughing.

R NINE T IN BIKE SHOWROOM

TRANSMISSION
Type: Six-speed
Final drive: Cardan shaft
Clutch: Dry

OTHER STUFF
Price: $20,950
Colour: Black metallic
Test bike supplied by: BMW Motorrad Australia, www.bmwmotorrad.com.au
Warranty: 24 months, unlimited kilometres