So, keep it to fire roads and gravel trails and you should be OK. When it boils down to it, this is a 498-pound street bike with 70/30 tires and a teeny bit more suspension. This is a good thing, but the suspension is too stiff and there's not much you'll be able to do about it as the front is non-adjustable and the rear only lets you play with preload.
Suspension travel is increased slightly over the Roadster, with 4.9 inches up front and 5.5 inches in the rear. The suspension is where you can start to see how BMW saved money, and it's a disappointment considering how much the marketing department wants you to believe you can have fun off-road. In addition, the bars are wide but not in the pleasant way that gives you extra leverage - these were just unwieldy. It's 2 inches longer (60.1 inches vs 58.1 inches) and there are three more degrees of rake (28.5 degrees vs. You'll get used to it over time, but it's truly a shock considering how good of a handler the R nineT is purported to be. It might be easy to blame the larger front tire or chunky tread, but the presumable culprit is a chassis modified for off-road stability.
My first few corners with the Scrambler were surprising - it was ponderous and it inspired very little confidence at low speeds.
#Bmw r ninet scrambler plus#
of torque and seven miles per gallon (now down to 45 mpg) from the Roadster, but you won't notice the difference in torque and the gas mileage is still good enough. The six-speed transmission is excellent, plus the gearing is well-spaced for our test loop and I had no issues with missed shifts, false neutrals, or any sort of clunkiness. Some slight modifications to the fuel map for Euro 4 compliance have cut 2 lb-ft. It's like a dog tugging at its leash-it wants to go! At idle it shakes, and blipping the throttle in neutral gives you the characteristic BMW Boxer pull to the right. The Boxer Twin engine is a good match from a personality standpoint, too. Not once was I begging for more power at any point during the ride. The torque is great for pulling away from a stop or slow speed situations, and the power means the Scrambler has no problem cruising well above legal freeway speeds if you're able to put up with the wind. It produces 110 horsepower and 86 pound-feet of torque, instantly putting it above everything else in the category. The air/oil-cooled Twin is one of the Scrambler's best features. It's a little silly to get excited about the extra 'clearance' of a high-mount exhaust when the headers are one of the lowest parts of the bike, but remember-form over function. Better news: the Akrapovic high-mount exhaust looks and sounds great. Good news: it looks better in person, especially when adorned with the optional cross-spoke wheels. So, going into the press launch, I had very high hopes for the Scrambler, even if I was apparently the only person out there that thought it wasn't a very good looking motorcycle when I first saw photos of it. I think the R nineT is beautiful and while I personally have not yet had a chance to ride one, it's been well received by reviewers and consumers. In the last few years, I've used a K75C, R1100S, K1200R, and an R1150GS as daily riders. The second thing you should know is that I'm a BMW fanboy. Obviously, some cost-cutting measures were implemented to make this happen, and we'll look at those more in detail in a moment. The first thing you need to know is that the Scrambler costs $13,000, making it a significant $2,095 cheaper than the R nineT. I suspect you can guess what the answer is: if I had to buy a new scrambler tomorrow, I'd be in line at the local BMW dealership. So, when BMW announced they were joining the "turn an existing bike into a scrambler" party with the R nineT, I was curious to see if it would bring something new to the table or if it was just like all the other silly scramblers. Truth be told, I don't really care for them because I think they're a compromise that puts form over function. It's about looking adventurous, whether or not you're getting the bike dirty. It's not about having a truly off-road capable bike it's about having a bike that looks like scramblers from the 60s. The thing is, the definition of the term has evolved. Ducati should get some special credit for building a platform from scratch for their Scrambler, but it should be obvious by now that scramblers are back.
It's taken some time but other manufacturers like Moto Guzzi and Yamaha have followed suit by taking existing bikes and slapping on some parts. More Dust! 10 Rad Custom Scrambler Conversionsįast forward to 2006: Triumph brings the Scrambler back and gets us all nostalgic for Steve McQueen by bolting on bits to a Bonneville.
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