Menus
- Scrambler, the nineT-tude rebel
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Conclusion
Scrambler, the nineT-tude rebel
To support the successful R nineT roadster, BMW unveils the Scrambler version, a hybrid with a strong flavor of the sixties’. Stylish, the novelty is more accessible and just as customizable.
The manufacturer reminds us as soon as the presentation of its new model, the group has been constantly beating new sales records for 5 years.. After 136,963 units sold last year, 80,000 machines have already been delivered since the beginning of 2016. In short, the counters are at the top and the vintage dynamic is also carrying this momentum..
With the success of the R nineT unveiled in 2014 for the brand’s 90th anniversary, BMW had for some time cast doubt on the production of a Scrambler. History of maintaining the suspense. But to be faithful to motorcycle history and counter an Italian star in this segment, the propeller firm had to offer a mythical hybrid. To the German concept of an essential and customizable machine is now added that of the machine "freed" from the road. Bavarian "pure motorcycle" enthusiasts now have their versatile holy grail: the R nineT Scrambler ….
Let us recall the origin of the novelty. Freedom, space…. principles inseparable from the concept of motorcycling. It was in the 1960s that the translation of this ideal appeared, a sort of absolute synthesis of ultimate mobility. One word to define it: Scrambler. The English verb to scramble groups together several ideas, rushing, climbing, pushing, pushing forward with difficulty and therefore defines the concept quite well. In fact, at a time when order still prevails overwhelmingly, the desire to escape, to get out of the societal straitjacket and therefore the open roads, is emerging in the practice of the motorcycle..
Escape from the asphalt and return to nature, a simple idea which must result in the creation of a suitable machine. A roadster, often a twin then, equipped with a large handlebar to facilitate piloting, nipple tires and exhaust in the high lateral position to improve crossing. Such is the engine of a handful of anti-conformists, passing indifferently from the road to the earth to give the motorcycle full and complete freedom. The phenomenon then generates competitions. Icon of this generation, Steve McQueen and his Triumph TR6 modified, both for racing (International Six Day Trial of 1964) and for cinema (la Grande Evasion, 1963). Forgotten to make way for the trails of the 80s, this style of machine returns more recently with the Voxan Scrambler (1998) but does not know how to find its audience, still not very sensitive to the charm of vintage.
You know everything, it’s time, too, to make our film on the handlebars of the Munich woman, on the mountainous roads of the Austro-Germanic borders.
Discovery
If its almost twin sister smells of the cafe racer, the Scrambler invents an aesthetic all its own. Based on the first, the design of the second is placed, remind the officials, under the sign of the economy. Strange speech to introduce this machine. Taking the engine block and most of the frame of the nineT, the novelty indeed displays many differences, more or less visible. Appearing more slender, she immediately evokes these cross-genre machines of past decades. And its satin verdigris color, discreet and elegant, is no stranger to this reminder. Elegant and discreet, this shade covers the imposing steel tank (and not aluminum), long and slightly convex. Striated and largely indented, its volumes with marked shoulders catch the eye. The can also loses one liter for a total of 17 liters (1 less) and underlines its curves, on the right side, with a brushed aluminum plate and logo covering the long air intake.
Single-seater version, our testing machines adopt a short, ridged saddle, always carried by two side plates with mesh openings and adorned with ornate screw covers. The stern ends in a thin arch, projecting license plate support and LED lights on a thin support. Almost identical to that of the nineT, the frame is one of the machine’s customization elements, made up of four parts (including the carrier motor) made of a trellis of steel tubes. At the bottom of the lower bindings to the block, it differs however, sporting a simplified horizontal junction. The cast plate is replaced by a tube. Harmless in appearance, this modification would be a major source of savings. Like its predecessor, the Scrambler is easily upgradeable. We can easily remove the long saddle support including the passenger footrests to shorten the machine and go solo. In the same idea, the harnesses of the engine wiring and other peripherals of the motorcycle are separated to allow further technical transformations and further optimize its look. Headlights or indicators thus accept the assembly of alternative electrical components.
The chassis incorporates, as a supporting element, the flat twin in its ultimate air and oil version. Black finish and light gray magnesium rocker covers dress the flat. Each of its cylinder heads houses two chain-driven overhead camshafts. They actuate the valves via ultra-light latches, suitable for high speeds. Unchanged, the Bavarian block of 1170 cm³ and bore / stroke ratio of 101/73 mm delivers 81 kW (110 hp) at 7,750 rpm and develops a maximum torque of 11.6 da.Nm at 6,000 revolutions, or 0.3 units less than the nineT . Euro4 standard (EEC R41-04….) Obliges.
Between the two models, the transmission ratios are identical. The twin pulses flow to Akrapovic silencers, placed here in the upper left side position. Rather stylish, these elements receive perforated plates to protect their surface.
Lower down, the usual shaft and cardan transmission takes place in the single-sided arm located on the right side. Its movements are managed, over 140 mm (ie 20 more), by a shock absorber unit adjustable in preload but without the forged wheel of the cafe racer…. The trigger is modulated by a screw located at the base of the element.
Aesthetics and Scrambler concept also define the front axle. On this model, the fork is very classic and devoid of adjustment. Its dip tubes, enclosed in wrought and arched tees with blunt surfaces, are hidden behind bellows.
Travel, 125 mm, increases by only 5 units. The geometry is clearly evolving, with a column angle going from 25.5 to 28.5 °! Likewise, the offset is increased, while varying the trail from 102.5 to 110.6 mm and the wheelbase from 1.476 to 1.527 mm. Stability should be there and a steering damper ensures unwanted movements.
Mimicking the brand’s former productions, the steering column displays its identification plate. The direction indicators (optional LEDs) are placed in the lower position at the radiator level. Nicely attached to the lower crown, the round optic surrounded by brushed stainless steel incorporates the BMW emblem in its center on the bulb cover. The whole dominates a very (too) short mudguard fixed to the sleeves by a single aluminum plate.
The rims are of the same metal, with five star spokes, but to get out of the bitumen, BMW equips its Scrambler with a 19-inch front element. The rear remains in 17 and the whole team is equipped with Metzeler Tourance Next envelopes in 120/170. As an option, Karoo 3 nipple tires from the same manufacturer will be used..
Wheel rotation is controlled by four-piston axial front calipers driving 320mm discs. In contrast, the double piston retarder clamps a 265 mm element. ABS is standard, traction control optional and both are disengageable indifferently…. to better appreciate "the offroad".
Attractive, the BMW takes care of its image and its finishes, integrating wiring and hoses very satisfactorily. Surface treatment, trim elements, tapered tees design, the machine is convincing by adapting the nineT recipe. Certainly…. However we regret this strange choice of economy, limiting the Scrambler in its specific ambitions. Thus, the suspension travel is frankly too limited (those of a Ducati Scrambler are 150 mm) and above all, the tangential spoke rims (of the GS) could be standard and not optional. Same observation, in my opinion, for the solid perforated metal shoe, again on the list of options…. with the headlight grille (not road approved….!).
In the saddle
As for our test in the mountains, the Scrambler takes altitude, the seat passing to 820 mm against 785 on the cafe racer. A little more ground clearance and accessibility preserved thanks to the narrowness of the saddle. Welcoming, the volumes of the tank offer a natural shelter for the knees. The legs also benefit from this development, the footrests, enduro type but sheathed by default, also being lowered by 5 mm and moved back by 15. The flexion remains limited and the bust barely tilts, inducing a slight pressure on the legs. cuffs to grip the wide handlebars.
Attached to the aluminum top bracket via solid bridges of the same metal, the large hanger precedes a single tachometer including an LCD window. Controlled on the left stalk, it displays the clock, odometer, three partial engine temperature information and the reserve fuel gauge indicator. No tachometer (optional) or gear engaged indicator light. The block is quite small and minimalist. Standard, the graphics could have had a touch of more class and readability. Good point on the other hand, the levers are adjustable in spacing.
In the city
We find with pleasure a demonstrative mechanism as soon as it is started. Purring, the Scrambler plays an ample and alert score, sometimes imitating a bit of an all-terrain machine. The charm acts quickly, especially as each gas stroke accompanies these hoarse vocalizations of the usual left-right jitter of the flat twin.
The Scrambler displays a very Germanic benevolence. The controls are smooth, precise and the box locks perfectly but sometimes sharply. Devoid of inertia but equipped with a mobile crew more present than that of the liquid version, the air-oil flat delivers a pleasure of every moment. Not very discreet, the BMW resonates its exhausts between the walls, always ready to give the gas to the slightest tricolor by wall. But, always civilized, the German block still shows its great flexibility, picking up on a trickle of gas in sixth at less than 2,000 laps..
Another common feature is the balance of the machine and its ease of handling. Returning 2 kilos to the roadster, the Scrambler takes its 220 kilos with ease but is less agile in urban areas due to its more open geometry. The turning radius is correct but our mount prefers gymkhanas less saturated with traffic.
Motorway and expressways
Angry, the R nineT Scrambler tears from the asphalt in a bellicose rumble. But with a little less enthusiasm than the roadster. Standard Euro4, its block seems less sparkling and the engine curves confirm this feeling. However, nothing to undermine the morale of the pilot. From 90 km / h, the times are sufficient on the last report and, by entering a speed, we jump the mobile baffles without batting an eyelid..
Launched at the legal motorway, the machine shows some vibrations in the handles, but without being annoying. A frank rotation of the grip quickly takes the crew to high speed. The "double shaft" block likes high revs and never gives up before you do. At more than 200 km / h, you will therefore return the hand before him, overcome by the air pressure. The stylish machine is more suitable for trips on the secondary network. Even outside the tracks.
Departmental
The great escape is yours…. It sounds a little easy, but it’s a pretty tangible feeling. On the winding roads of the Austro-Germanic borders, the R nineT Scrambler is a real pleasure, whatever the pace. By rolling on the couple, we appreciate the general softness of the machine, draped in the sonorous and virile staccato of its exhaust. Arms outstretched, dominating the tank framed by the cylinder head covers, one can easily imagine riding an airplane roaring towards the horizon. Fairly logical for a former airplane engine manufacturer. Taking its driver along in a hectic smoothness, the BMW is appreciated at a contained speed. The availability of the flat twin makes it possible to evolve on the last report almost everywhere, as long as one is not slowed down by an annoying one. But she also knows how to adopt a more sporty rhythm.
However, we then enter a dimension that is a little less pleasant. Already sensitive at low speed, the inertia on angel changes becomes more noticeable. In question, a 19-inch front wheel and the geometry dedicated to stability. In addition, the suspensions, with the hydraulics very open, sometimes make move the Scrambler during the passage in fast curves, on bumpy roads approached strongly on the angle. Likewise, strong go-arounds pack the Bavarian on its shock absorber and sometimes generate some oscillations. Nothing frightening, especially since the steering damper suppresses any undesirable effects. And as the raises make the air vibrate with an angry roar, we do not hesitate to play straight rubber. The good ground clearance allows to keep a good rhythm and to make work the rubber. Under control of the traction control, the almost 12 da. Nm of torque energize the exits of turns and the machine rushes towards the next curve. Well staged, the box allows to exploit the mechanics without real hole in acceleration. And in the revs, the engine makes speak its power and brings a frank thrust.
In the winding, the German asks to be taken more than the nineT but benefits from a rear tire in 170 which attenuates the effects of the geometry and facilitates the passage from one angle to another. Thus, in tight turns, the wide handlebars allow you to adopt an authoritarian steering. Responsive, the Scrambler wedges on the angle and holds the trajectory, sometimes widening a little. She is also a good brakeman. Sensitive, mass transfers plunge the fork but the machine remains rather neutral when the brakes are applied on the angle.
Soft, the damping absorbs most of the small bumps in the asphalt but is less comfortable on dry compressions. All the more unpleasant as the seat is not a model of comfort. A denser seat is available as an option and should allow stages of more than 200 km without too much tanning your seat..
Apart from an escapade on the way, I could not test the novelty on earth. Its suspensions should be limited there but one will engage there more serenely than with the roadster, especially once adorned with essential accessories (spoked rims, notched tires and shoe….).
Part-cycle
Rigid trellis frame, carrying motor, paralever and steering damper…. the Scrambler lacks a little more rigor in its suspensions. The cardan transmission does not call for any comment and the whole makes it possible to take full advantage of the BMW mechanics..
Braking
Less superlative than the radial elements of the roadster, the axial calipers bring power and progressiveness and will be more suited to evolutions on paths.
Comfort / Duo
Only solo machines were offered to us. For the pilot, the pretty base poses some limits after 200 km. Much more successful, the driving position provides good ease. Check the comfort seat box and take out your checkbook if you want to ride for a long time.
Consumption
We recorded 5.7 liters per 100 km on average for our almost 400 km of testing. A very honorable score given the displacement and performance of the Scrambler.
Conclusion
Like the roadster, the new R nineT Scrambler is an attractive machine, both for its mechanical life and its evocative and elegant style. Efficient and very well finished, its flat twin gives it an iron heart in a velvet case. However, thus offered and priced at € 13,550, it seems to me rather Image Scrambler. A real versatile machine, at the price of an R nineT, or € 15,400, would seem to me to be a better choice. The options catalog will suffice, you might say. As already mentioned, suspension with much more important travel, spoked wheels and shoe would have placed the BMW above the lot. Especially since the legitimacy of the German brand in all terrain is no longer to be proven ….
Against the German, the competition is quite different. Lighter as much in displacement as in weight and performance, the Scrambler 800 Ducati do not compete with the Bavarian. Especially in price. From € 8,999 for the Icon to € 11,290 for the Flat Track Pro, the Italians play in a different segment. Across the Channel, the Triumph Scrambler asks for € 10,295 but a new version based on the 2016 Bonneville should see the light of day. Finally, note the arrival of the SV650 Scrambler, € 7,999.
Top of the range, the R nineT Scrambler comes to support its predecessor roadster in the vintage hybrid segment. Less expensive, the novelty is more versatile while remaining largely customizable. If you hadn’t given in to the nineTitude, the Scrambler will make you the new rebel in town and in the fields.
Strong points
- Sleek aesthetics
- Personalization concept
- Engine character and availability
- Intoxicating sound
Weak points
- Instruments not very readable and too common
- a little bit of comfort
- Limited suspension travel
- Optional spoked rims
Datasheet
Test conditions
- Itinerary: small varied roads + interurban highways with a bit of town
-
Colors
Monolith metallic matt
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Or maybe a bobo scrambler…
But it is effective all the same.