The latest wave to catch in the motorcycle industry looks a lot like one that rolled in decades ago. Once again, it’s seemingly less about the motorcycle, and more about the “lifestyle”. This time, indicia include beards, flannel shirts and sunglasses tucked inside open-face helmets (? this time?).
Another difference is that there is more than one central player, unlike the Harley-Davidson “lifestyle” that brought out competition never genuinely legitimized by the Sturgis Rally crowd. The new movement has many players claiming the mantle of authenticity and legitimacy and no real leader.
For the time being, let’s call this the “Heritage Custom” genre. Other players would have to include the Ducati Scrambler (starting at under $9,000) and the Yamaha SCR950 (priced at $8,699). Oh, and we shouldn’t forget perhaps the most “authentic” players of all … older, used motorcycles (starting at $250 for an old, air-cooled wreck) that are simply fixed-up or customized.
Into this mix BMW introduced the R nineT back in 2014. Initially priced at $14,999, (currently $15,095 for the 2016 model we tested), BMW has clearly counted on a much more affluent customer than the grounded garage mechanics who certainly started this “movement” by acquiring used motorcycles from Craigslist before turning them into Café Racers and Scramblers crafted from spare parts. If there was any disconnect between the target customer (hipsters?) and their real-world budget, on the one hand, and BMW’s marketing campaign for a $15,000 bike (see photo), on the other, it apparently went unnoticed at the German firm. At least, for a while.
BMW marketing pic.
Most recently, a less expensive sibling to the R nineT has been introduced, i.e., the R nineT Scrambler priced at $13,000. This is simply a de-contented model. It is an R nineT sans aluminum fuel tank (the Scrambler’s is steel), wire-spoked wheels (the Scrambler’s are cast), radial-mount brake calipers and higher-end suspension components.
We aren’t here to evaluate lifestyle choices, of course, but we thought the context was important. The R nineT, and its growing list of family members, was not intended by BMW to push the performance envelope. The heart of the bike gives this fact away. Rather than the latest boxer, BMW installed the final air-cooled version of the 1170 cc opposed-twin engine. The claimed 110 horsepower gives away 15 horsepower, or so, to the latest liquid-cooled boxer unit found in other BMW models.
Together with the air-cooled heart, the R nineT receives a Paralever shaft-drive rear suspension unit, and inverted telescopic fork (not the Telelever, which BMW thought counter to the traditional look of this machine). The rear shock is adjustable for spring preload and rebound damping, while the fork is non-adjustable.
The R nineT is a beautifully crafted machine. It does not resemble anything made in a garage by anyone we are familiar with. That aluminum gas tank we mentioned has a brushed finish at the knees, and is part of a theme that includes several forged aluminum pieces, including fender mounts, triple clamps and an air scoop. It is not easy to find a plastic part on this bike, and the overall look, including the gold fork legs and wire wheels (17″ front and rear) round out a package both elegant and purposeful (and expensive). The brakes include quality, radial-mount Brembo calipers in front.
We understand the R nineT gets a lower final drive ratio, which improves acceleration delivered through the six-speed box. This bike is certainly quick with that big torquey lump moving just 490 pounds of curb weight.
As you might expect, the power comes on long and smooth. Throttle response is near seamless, and you can twist your right wrist at very low rpms without serious juttering and continue to wring the motor all the way to redline. The word “flexibility” comes to mind, making the six-speeds available often superfluous.
The ergonomics are reasonably comfortable, although perhaps a bit cramped for taller riders. The seat is firm and should provide decent support on longer rides, although without a windscreen, highway travel can be tiresome on more than short bursts (fear not, you can put a windscreen on the bike if you so choose).
This is a big bike, and handling is more than competent, but you can feel its mass. You don’t flick the R nineT into corners so much as bend it. At lower speeds, you can even feel slightly different levels of effort rolling through left-handers and right-handers thanks to the longitudinal crank.
Suspension action seems dialed by BMW just about right for the intended purpose of this bike. The fork is on the soft side, but still reasonably balanced with the rear shock. The brakes are powerful, with good feel, but not much initial bite. The clutch and brake levers are comfortable on the hands, and clutch pull is reasonably light for a large displacement twin.
The exhaust note is tuned by BMW To give a pleasant rip as you approach the redline at close to 8,000 rpm. This bike is so smooth, the “character” of an older boxer might be missing, for some. It feels thoroughly refined, just as it should be given the generational advances to this design begun many decades ago.
In short, the R nineT works very well as a refined German product. It is fast, smooth, predictable in its handling, and very attractive in its fit and finish. The ergonomics are not bolt upright like several competitors in the Heritage Classic category, but they are not uncomfortable, either, and provide a slight lean forward into the stiff headwind this powerful naked can so easily generate.
Of course, the R nineT, for many buyers, will be just a starting point for customization. In this regard, between official BMW accessories and the aftermarket (and your own imagination, if you have the skill for fabrication) you can turn the R nineT into something entirely unique. Whether you want to start that process with a bike this expensive, powerful and refined, is up to you.
The 2016 BMW R nineT starts at a U.S. MSRP of $15,095 (including ABS). Take a look at BMW’s web site for additional details and specifications.
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