Wunderlich BMW R nineT Urban G-S

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Wunderlich BMW R nineT Urban G-S

Wunderlich BMW R nineT Urban G-S

Wunderlich BMW R nineT Urban G-S

Wunderlich BMW R nineT Urban G-S

Wunderlich BMW R nineT Urban G-S

17th photos

Wunderlich BMW R nineT Urban G-S

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Yellow headlights and the 80s Dakar dejà vu is perfect.

Wunderlich BMW R nineT Urban G-S

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For the Wunderlich conversion, however, a pretty penny also has to be paid. Cost: 21,762 euros.

Wunderlich BMW R nineT Urban G-S

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Do, not just dream: the series G / S may look like Dakar, but only the Wunderlich conversion will make it there in proper style. It’s amazing how fundamentally the suspension, handlebar position and tires can change the character of the Urban G / S.

Wunderlich BMW R nineT Urban G-S

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Open your eyes and through – it’s actually way too beautiful to make you dirty.

Wunderlich BMW R nineT Urban G-S

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Like under a light brown chocolate icing: off-roaders don’t often sit, but they tend to sit tight and yet comfortable. The Wunderlich bench manages this balancing act.

Wunderlich BMW R nineT Urban G-S

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The Remus exhaust sounds like the original, but weighs less – at least without dirt.

Wunderlich BMW R nineT Urban G-S

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We have thought of everything: the Paralever strut, which can be adjusted in length using an eccentric, allows the ride height and wheelbase to be fine-tuned.

Wunderlich BMW R nineT Urban G-S

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The handlebar risers create unimagined space, the adjustable fork impressive suspension reserves.

Wunderlich BMW R nineT Urban G-S

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Various modifications turn the series machine into a completely different motorcycle.

Wunderlich BMW R nineT Urban G-S

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The engine is the only thing that remains unchanged.

Wunderlich BMW R nineT Urban G-S

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The rear shock absorber has 70 mm longer travel as well as adjustable rebound damping and low and high-speed compression damping.

Wunderlich BMW R nineT Urban G-S

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The fork has a 20 mm longer spring travel and adjustable rebound and compression damping.

Wunderlich BMW R nineT Urban G-S

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The rear conversion with luggage rack, fenders, mini indicators and license plate holder is available for 968 euros.

Wunderlich BMW R nineT Urban G-S

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On this tour, the dirt doesn’t stop at the brakes. Never mind. Still brings the machine to a safe standstill.

Wunderlich BMW R nineT Urban G-S

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The engine protection plate attached in the conversion, the windscreen, the oil cooler protective grille and the manifold protection have their right to exist on off-road trips.

Wunderlich BMW R nineT Urban G-S

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The conversion not only affects the appearance but also the weight – 225 becomes 237 kilograms.

Wunderlich BMW R nineT Urban G-S
markus-jahn.com

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The outstanding off-road performance almost makes you forget the almost 7,000 euros additional costs for the production bike. The front section literally bites into the gravel and makes gutters and holes in the suspension travel disappear.

Driving report Wunderlich-R nineT Urban G / S

Modification in Dakar look

If you think of the Dakar, Gaston Rahier and the 80s when you think of the yellow headlights, you are right when converting the BMW R nineT Urban G / S from Wunderlich. But he should have a pretty little sum in his account for her.

A.rno is to blame. “Take the blue one even in the field. It’s not a show bike. ”, The marketing man from Wunderlich teased when he pushed the in-house Urban G / S out of the workshop a few days earlier. But was that what he really meant? Did he really want to see how the machine descends in this ford, with its crash bars pushing its way through the slimy mud with its crash bars like a snow plow, lurching a few meters further up the embankment, spitting in the rev limiter? No matter. Arno Gabel’s answer would have been ignored by his colleague Jo Bauer anyway.

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Wunderlich BMW R nineT Urban G-S

Driving report Wunderlich-R nineT Urban G / S
Modification in Dakar look

Stunt professional tests Urban G / S

The full-time stunt professional unfolds the side stand of the BMW, puts it down with a grin, looks back at the other bank and puts his head to one side, demanding. I? Thereby? On the standard Urban G / S? With the Metzeler Tourance Next tires, which looked as smeared as a glazed donut on the damp dirt road? Forget it. I’m throwing in the towel.

Jo turns around. The broth splashes again, the boxer yells again. Again it doesn’t matter. Twice 30 meters were enough to finally burn the bike in clay. The mud covers the motorcycle like a light brown chocolate couverture from the tip of the fender to the license plate. Traces of a victorious final battle. Accepted. Two, three or, if you like, four to zero. The beers tonight are on me.

Chassis and seat height

In the morning the balance of power was far from clear. Because, like the Wunderlich BMW R nineT G / S, many drive around these days, the sawed-up, lifted or post-patinated rubber cows. It is not uncommon to roll on Contis coarse knit tires, with bellows-reinforced fork tubes and hand guards. But through downtown, not the Sahara. And they have cool names. Or at least a subtitle. Designed by is a popular choice. Including illegible signature, the author of which is known solely and exclusively to the owner. But the blue Urban G / S from Wunderlich is simply called Urban G / S. That should have puzzled us.

If only because it takes a few more looks than the first to even recognize the relationship to the basic variant. Urban G / S, that means with the BMW R nineT with 19 instead of 17 inch front wheel, upside-down instead of conventional fork, steel instead of aluminum tank and around 2,000 euros cheaper. The casus crack: the optical bridge to the original travel enduro, the R 80 G / S from 1980. The paintwork in the white, blue and red BMW motorsport colors and the red seat are eye-catchers.

Nevertheless, Wunderlich steals the show from the Munich woman. Already through its dimension. The spring elements lift the Urban G / S by Wunderlich 20 millimeters at the front and an impressive 70 millimeters at the back. There is no spillage. Only the lower half remains of the original, non-adjustable fork. A cartridge kit for rebound damping is located in the two extended stanchions on the right, the counterpart for compression damping on the left. And instead of the rear shock absorber, which can only be adjusted in the rebound stage, the retrofit monoshock can be adjusted all around with rebound, high and low-speed damping. The combo produced by the suspension specialist Wilbers is of course not a bargain. Around 1,400 euros go to the fork conversion, around 800 euros for the shock absorber over the counter – and also raise the seat height to an impressive 920 millimeters.

Driving behavior Wunderlich Urban G / S

Whoever stops reading because of this does not know Gaston Rahier. In the 80s, the Belgian won the Dakar twice in the gigantic BMW rally. He himself was just five feet tall. There is no question that the warhorse, who died far too young, would still climb the blue today. The yellow foiled main and auxiliary headlights alone, reminiscent of the Dakar pioneers who started with the yellow light required in France at the time, would bring tears to his eyes.

And he would feel just as comfortable in the saddle as he did then. Or like us now. It’s amazing how the driving experience changes with a few centimeters more suspension travel, the handlebars that are 20 millimeters higher and turned forwards, and a tighter seat. Compared to the comparatively delicate standard G / S, the Wunderlich bike resembles a space glider, no, a space runabout. Because the basic version hops through the country relatively uncomfortably, especially at the rear, the Wilbers spring elements suck away any wrinkles with complete ease, and keep the warhorse on course unimpressed. Sure, with the hardcore off-road Continental TKC 80 soling on asphalt, you stay far away from the limit area out of respect. And yet you quickly notice that the raised rear brings much more than just more suspension travel. Despite the boyish tires, the Urban G / S from Wunderlich steers in much easier, more effortlessly and more nimble than the normal G / S with its Metzeler Tourance Next, which is so famous on the road. The fact that the enduro from the Rhine valley with this set-up and without a steering damper even runs unabashedly straight on bumpy slopes is astonishing and should also be largely due to the finely tuned suspension elements.

Price and weight

Or do the remorse over the off-road detour still gain the upper hand emotionally? Because as much as Arno encouraged us to take the excursion into the countryside, the inhibition threshold for pulling the nicely decorated motorcycle through the dirt remains high. The painting of the standard tank, the frame and the plastic parts alone costs 1,800 euros, the rear conversion with the funny mini indicators costs almost a thousand. And the list of attachments is almost as long as the Dakar entry list. There is no place that cannot be covered, decorated or protected with spotlessly milled, folded or welded metal. The parts wring out the piggy bank again vigorously. If you book the all-inclusive package of the demo bike, you get a total of 21,762 euros, including the basic motorcycle.

A sum that weighs on your conscience. With pointed fingers we direct the Wunderlich over the first few meters of the dirt road. Just don’t quit. And still gain confidence in record time. The additional pressure on the front wheel makes the front section literally bite into the gravel. You get faster by the minute. Gutters, holes – so what. Fork and monoshock make the blows disappear somewhere in their suspension travel. And the good old air-cooled boxer harmonizes perfectly with this chassis. The technically unchanged flat twin pushes forward calmly and confidently, always leaving the scepter to the pilot.

The fact that Wunderlich packed twelve kilograms with all her tinsel and now weighs 237 kilograms goes unnoticed during this convincing performance.

Compared to the original BMW

And the original R nineT Urban G / S from BMW? Limps behind almost pitifully. Metallic the fork hits through even with small waves, and the tail shakes the pilot vigorously. It is hard to believe that the spring rates match those of the Wilbers parts both at the front and at the rear, so that the comfort results exclusively from the longer spring travel and the skillful damping adjustment. Ultimately, the comparatively low stooped posture when standing gives the chauffeur of the series G / S the rest. No, the retro moped is made for the paved part of this world. And even there it cannot hold a candle to Wunderlich.

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