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• Easy-going mobile
• Video: Yamaha XSR 900 Abarth and Yamaha SCR 950
• Unexpectedly relaxed and easy on the road
• Many similarities and significant differences
• Performance always under control
• The SCR 950 does not have any enduro genes
• Offers for the Yamaha SCR 950

Yamaha

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Yamaha SCR 950

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There is 110 millimeters of spring travel at the rear, that’s okay for cruisers, but marginally little for scramblers

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The screwed-on subframe and one-piece bench give the SCR 950 a seat height of 830 millimeters

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19 inch tires at the front, 17 inches at the rear, delicate studs, new handlebars and seat: the SCR 950

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Yamaha SCR 950

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Yamaha SCR 950

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Yamaha SCR 950

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Yamaha SCR 950

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Gravel goes, but on softened ground it’s quickly over

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Yamaha SCR 950

Yamaha SCR 950 in the driving report

Easy-going mobile

Everyone knows the recipe for scramblers: retro look, low weight and a powerful motor or a little more weight and a stronger motor. At Yamaha they see things differently, as the new Yamaha SCR 950 proves.

Scramblers, i.e. two-wheelers in a classic enduro design, are finding more and more fans. Good examples of this are Ducati’s Scrambler series or BMW’s Boxer-Klettermax. The Italians combine little weight with a powerful L-twin, while the Bavarians rely on over 100 hp engine power for the more than four hundredweight of their scrambler derivative. What both have in common: they are not afraid of easy terrain, the name not only describes the visual shape. Which brings us to Yamaha. The Japanese would like something from the scrambler cake. Your recipe for the new Yamaha S.CR 950 looks very different from the Europeans.

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Yamaha SCR 950 in the driving report
Easy-going mobile

Yamaha SCR 950 a sham?

In Hamamatsu, the basis is the XV 950 R, the neat, air-cooled cruiser in the range. It is neither powerful nor light, on the contrary heavy and not quite as powerful. Can that work, or does the Yamaha SCR 950 turn out to be a sham? At the presentation in Sardinia you probably already suspected the question why serious terrain plans are called into question from the outset. No, the SCR 950 should not be suitable as a retro hopper. Look trendy and have enough potential for easy gravel paths – that’s the requirement. Well, let’s do the test.

Video: Yamaha XSR 900 Abarth and Yamaha SCR 950

Unexpectedly relaxed and easy on the road

The thick Vauzwo hangs fine on the gas, pulsing calmly through the speed range with its almost long-stroke design (bore 85 mm, stroke 83 mm). That is not particularly lavish. At 5,500 revolutions, the engine delivers a little over 54 hp, then it’s over. But there is already a decent 79.5 Nm of torque at 3,000 rpm. And they are good for pulling the corners of your mouth up, because the Yamaha SCR 950 swings unexpectedly loosely and easily through the radii on the road. 252 kilograms with a full tank cannot be concealed, but the SCR 950 still manages to put people in a good mood at the Winkelwerk. There are several reasons for this. On the one hand there are the changes compared to the XV 950 R.

Many similarities and significant differences

Both motorcycles do not differ in terms of basic technical data such as performance, suspension travel and brakes, but they still have significant differences. The Scrambler is now enthroned at a seat height of 830 millimeters. A full plus of 14 centimeters compared to the cruiser starting point. This is made possible by a bolted rear subframe. It now takes on the one-piece bench. In addition, the Yamaha SCR 950 received an enduro handlebar with a central strut, the footrests moved 150 millimeters backwards and three centimeters upwards. Overall, this results in an upright, fairly casual sitting position. The only thing that bothers a little is the air filter box mounted on the right side, which prevents close knee contact.

Performance always under control

The bottom line is that the conversion measures make the Yamaha SCR 950 an easy-going mobile. You always have the power under control, the brakes – individual discs front and rear – bite properly, and if things get tight, the somewhat roughly regulating ABS prevents the risk of falling. In every bend, the footpegs scratch grooves in the asphalt without being too irritating. In terms of driving dynamics, the transformation from the XV 950 R to the SCR is definitely a win. Yamaha wants to underpin this with a short excursion over some gravel roads. But it rained heavily.

The SCR 950 does not have any enduro genes

The dusty subsoil has turned into something clayey and musty. The limits of the Yamaha SCR 950 are quickly shown, the profile of the Bridgestone TW 101 at the front and TW 152 covered with mud in no time at all. The rear stereo dampers with only 110 millimeters of spring travel swing the white flag. The fun ends here. If it were dry, the SCR 950 would surely master this passage, so it is only enough for handlebar swing and unfeeling lurching around. But as Yamaha has already said: The SCR 950 does not have enduro genes, other retro hoppers can do that better. If you get the look, you have to pay 9,895 euros. This is what the SCR 950 stands for at the Yamaha dealer. Not a bargain and 400 euros more than for the cruiser variant. In return, the Scrambler offers a noticeable plus in driving fun. From this point of view, the new Yamaha scrambler baking recipe turns out to be quite successful.

Offers for the Yamaha SCR 950

Used Yamaha SCR 950 in Germany

The price-performance ratio of the Yamaha SCR 950 is greatly improved on the used motorcycle market. You can find Yamaha SCR950 in good condition and at low prices: Used Yamaha SCR 950 in Germany

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