Duel BMW R nineT Scrambler Vs Triumph T120 Black: you got the look, bobo !
In motorcycles as in many other fields, retro is currently on the rise. For this duel, MNC has therefore selected two new machines with classic and classy looks: the BMW R nineT Scrambler and the Triumph Bonneville T120 Black !
Page 2 – The Triumph in the retro of the neo-BMW
Despite their similar dimensions (length, width, height can be found in the technical sheets on the last page), our two motorcycles of the day do not overlap in the same way. With its much lower (-3.5 cm) and narrower saddle, the Triumph strides like an average displacement…
This impression is reinforced with its tank thinner than that of the BMW, although the latter is skillfully hollowed out at the thighs. Less apart therefore, the legs are also less bent on the Bonnie: they open 90 ° if you step back on the saddle, which also allows you to press your knees against the rubber pads..
On the Scrambler, the driving position is a hint more "sporty": the footrests are posted higher and back, while the handlebars are wider (81 cm Vs 76.5), flatter and more distant. The pilot therefore naturally leans forward, but no weight constrains the wrists.
When you start the engines, you can also see big differences. Still as lively astonishment, the BMW flat-twin tilts the bike slightly to the right with each heavy throttle. The sound of the high exhausts is particularly exciting and immediately makes you want to do battle..
In contrast, the parallel Triumph twin is less lively, less (com) in a hurry: the tachometer needle goes up then down with a certain calm, while the low pots sing just, but a lower tone. Clearly, the Scrambler driver and the T120 Black driver do not fit into the same category !
No jealousy with regard to the adjustments of the levers: the two pairs have small plates (in metal on the English, in plastoc on the German) to change their spacing. On the left side, however, we immediately notice a difference…
The clutch control of the BMW is actually harder than that of the Triumph whose anti-dribble system clearly relieves the pilot’s hand. To face the Parisian traffic jams, – the left forearm of – Site definitely preferred to drive the Bonneville !
For maneuvers with the engine off, motorcyclists a little short on legs or light will be more comfortable on the English with more compact size, better turning radius, and whose weight does not seem to exceed much that of the German, contrary to what the manufacturer files indicate.
The T120 Black scores two additional points at the start of the meeting thanks to its much better padded saddle than that of the Scrambler and its central stand (standard) which allows you to park your beautiful and easily pamper his chain. The BMW only has a side that must be fetched far below the cylinder. The gimbal is advertised as "maintenance free"…
Very soft and progressive, the clutch control of the Triumph must not be released too quickly: the first gear of the box is long! When the engine has just started, so the automatic choke sets idle high, the motorcycle tends to trot a bit fast in the parking lot. !
On the BMW, we engage the third gear more quickly to walk in agglomeration, and the wisest can even go up to sixth. The Boxer is more flexible than the Twin: the German windmill resumes without flinching from idle while the English watermill asks to be kept above 2000 rpm.
The red zone of the English being reached from 7000 rev / min (against 8500 rev / min on the German), its engine operating range is therefore smaller. At the same time, the gear ratios are longer on the Bonnie, which means that you have to play with the clutch at low speed, to play with the selector in traffic jams or turns..
Why (not) crampons…
If the engine of the Scrambler shows good will in town, the chassis on the contrary does not let itself be done … Decked out with its studded tires, the "Behème" is reluctant to turn, at first only because past a certain heading, the motorcycle suddenly dives into the bend !
Here is a first element of response that Site brings to those who were rightly wondering: "BMW offers studded tires on the Scrambler at 0 €: why deprive yourself?" Because the behavior of "our" Scrambler tested this summer with Metzeler Tourance Next was much more intuitive…
Very unpleasant, the two-stroke angle taking of the Karoo 3 is difficult to integrate by the pilot. The assimilation is in any case much harder than on the Bonneville which has a small tendency to engage at very low speed in the alleys, but gradually leans in roundabouts and bends..
Likewise, in the event of a refusal of priority by an indelicate road user or an unexpected lane change by a bastard, the driver is more serene on the T120 than on the Scrambler: on the BMW indeed, the sudden grip of the right lever invariably results in the intervention of Bosch ABS.
Another disadvantage of nipple tires on asphalt: noise! While taking the ring road, MNC realizes that the slight buzz perceptible at 45-50 km / h becomes oppressive past 65 km / h. The sound volume of the tires is such that it almost completely covers the beating of the engine … which makes the handlebars vibrate. !
The slight shuddering of the Scrambler’s handlebars, associated with the cool morning temperature, make your hands ants … and you want to leave this damn periphery as quickly as possible! Controlling the T120, on the other hand, we could turn around Paris all day. But it would not be interesting for our test, nor good for our bronchi.
On small roads, the two bikes can finally stretch their rods and without any surprise, the BMW takes the lead, easily dropping the Triumph. MNC observes that to take advantage of the 110 German thoroughbreds, the pilot must properly wring out the right handle, the pull of which is longer than that of the T120.
By choosing the stylish studded tires, the pilot must accept not to benefit from the full potential of the engine when accelerating: on the first three gears that we chain without touching the clutch – it rests! -, the traction control (optional!) is forced to erase the high speeds of the flat-twin.
On the Bonneville – and on dry roads, as was the case throughout our driving – traction control (standard!) Never comes into action: the grip of the Phantoms is more than enough to transmit the 80 horses of the Twin. On wet fat, on the other hand, "traction control" could be beneficial….
Site is much more skeptical as regards the interest of the "Rain" mode, selectable by driving from a large button placed on the right stalk and locked when the pilot cuts the throttle and disengages quickly. The docility of the "Road" mode and the constant watch of the traction control will allow you to ride – with peace of mind in the rain..
To set the pace in the sun and in the bendy sections, the T120 Black requires a minimum of commitment from the driver: the inertia of the 18-inch front wheel is felt beyond 70 km / h and gently warms the arms and pecs. On the Scrambler they stay cold…
Against all expectations, the Motorcycle Journal of the net attacked much less hard on the handlebars of the nineT Scrambler: the studded tires do not inspire much confidence. Too bad because with "100% road" tires and its rigorous chassis, the BMW provides very good road holding and benefits from satisfactory ground clearance..
Likewise, if the Scrambler’s 4-piston front calipers are less biting and powerful than those fitted – radially! – on the "short" R nineT, they would have no trouble supplanting those 2-pistons which equip the Triumph. With its "all-terrain" tires, however, MNC did not tempt the devil on braking..
When accelerating, as we have seen, MNC has given itself a little more freedom. The opportunity to realize that the front axle of the BMW becomes oddly light when you put – really – the right handle in the corner: the steering damper is not there to look pretty !
In winding roads, the Triumph reacts more sharply than the BMW when going over bumps or when the pilot takes the brakes. Above all, the fork, adjusted – once and for all at the factory – a little harder than the shock absorber unit at the rear, moves the whole thing and invites the pilot to switch from "arsouille" to "mop" mode..
At the end of the curve, it is the German who is less precise, the fault of a rear mono shock absorber adjusted a bit soft in order to compensate for the discomfort of the saddle … in vain: after half a only hour, the tester perched on the Scrambler already regretted the Bonnie !
Rather big arsouille or big mop ?
On expressways, the BMW therefore lacks comfort in terms of the saddle, but also at the level of the footrests which sizzle slightly at around 130 km / h and will therefore tickle those who ride with sneakers with thin soles.
Another source of discomfort: the buzzing of the tires which, after having largely reduced towards 100 km / h, reappears as if by (dis) enchantment just before 130 km / h and becomes annoying again at 140 km / h meter, pace that the ‘we would however like to maintain on the motorway. On long distance, the backfiring of the pots also ends up boring.
On the Bonneville, on the contrary, nothing disturbs the pilot apart from the cool wind against which the heated grips should nevertheless struggle … Tiny and unfortunately far too hard, the button cannot be pressed through gloves. Even with bare hands, the control is too difficult to press: it is really difficult to scroll through the three levels !
With the tachometer needle set just above 3,500 rpm, the Bonneville tumbles at 130 km / h in the last gear without the slightest vibration. It would only take a small bubble to consider "cruising" very far from your office or home !
More enduring on the Triumph, the rider is as "autonomous" as on the BMW. Despite its much smaller tank (-2.5 liters), the Bonnie enjoys a comparable autonomy if we were done at the average consumption of our test: 5.3 l / 100km for the wise English Twin against 6.5 l / 100km for the turbulent German Boxer.
In the retro of the "neo" R nineT Scrambler during our driving due to lower engine performance, the T120 Black finally wins this new duel that it had started in front thanks to an irreproachable finish, a complete equipment and a more intuitive behavior. than the studded BMW.
Price question, the Bonnie with its deliciously vintage style marks one last point. Two hundred euros more expensive than when it was released – a consequence of Brexit, already ?! -, the T120 Black requires an additional extension of 125 € to customers who would like to afford the T120 Black "gray".
The invoice for the Triumph for "nostalgo-bobo" bikers, lovers of pretty neo-retro, therefore reached € 12,250, or 1,300 euros less than the BMW intended for more "sportivo-bobo" bikers (also), fans of machines retroactive…
Lower than the original R nineT, the price of the Scrambler (13,550 €) is higher than that of the Triumph, and much more with equivalent equipment: 400 € for the essential spoke rims, 215 € for the heated grips which are also appreciable that the ASC traction control (+315 €) is reassuring, while the temperatures begin to drop … Little papaaaaa Noël !
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