BMW R Nine T Scrambler

Soon scrambles morphed into motocross, invading America in the mid-1960s as marques like CZ, Greeves and Husqvarna literally set the pace with purpose-built race bikes. Thus, for the first time, a division between the original street-based “scramblers” and bespoke “motocross” machines formed, the two factions deviating like distinct species on Charles Darwin’s evolutionary tree.

Marketing masterstroke

But the scrambler spirit was strong. With way more street bikes than pure dirt bikes sold annually, in the 1960s, manufacturers began equipping street bikes with off-road-style components, including skid plates, high-mount exhausts, cross-braced handlebars, abbreviated high-mount fenders, universal tires and slimmer gas tanks. The exciting, young-at-heart and immensely saleable street scrambler was born.

Honda was an early entrant into this newfound segment with the famed 250cc CL72 and 305cc CL77 and then built up the CL line with displacements ranging from 70cc to 450cc. (Too bad Soichiro never OK’d a CL750 — has anyone ever built a one-off?) Then a line of Motosport models — still basically street bikes at their core — ranged from 70cc to 350cc. BSA, Triumph and Norton, and lesser-known Euro marques like Italy’s Benelli, Ducati and Parilla, and Germany’s NSU and Zundapp, also proffered street scramblers. Even (Sears) Allstate and Montgomery Ward, heavies among American department stores in the postwar decades, sold scramblers through their catalogs. What a time it was!

For a while, at least. Because the scrambler scene eventually flickered and dimmed as motorcycling approached the 1980s, and street-legal enduro bikes — spurred by Yamaha’s groundbreaking ’68 DT-1 and evolving from there — proved that a good dirt bike could also work reasonably as a street bike. For many riders, that was a better alternative than a street bike (i.e., any “scrambler”) working poorly as a dirt bike.

Luckily for classic bike fans, more than a half-century later, riders still remember or at least recognize and appreciate the scrambler era of the 1960s and 1970s. Which is why, with retro styling representing a viable profit center for manufacturers, many offer such bikes today. And big surprise, styling remains the essential draw. Enter the current BMW R nineT Scrambler, retailing for $12,995.

A bewildering prospect

In principle, a scrambler — or really, any dirt bike — using a wide flat-twin engine like BMW’s seems bizarre. The reasons: 1) Rocks, roots or ruts may catch the cylinder heads or headers in tight conditions; and 2) Riders may run afoul of the intakes or heads when extending their feet or legs to catch a slip or slide or balance their bike in loose or off-camber terrain. Obviously undeterred, BMWs competed in the International Six Days Trial, the Paris-Dakar Rally, and the company produced numerous on/off-road models, starting with the 1980 R80 G/S and continuing with the newly announced 2024 R 1300 GS some 44 model years later.

The R nineT Scrambler is based on BMW’s well-proven 1,170cc opposed-twin found in the R nineT roadster, throwback R nineT 100 Years, minimalist R nineT Pure, and Dakar Rally-inspired R nineT Urban G/S. Proving that trends repeat generationally, it is essentially a street bike wearing high-rise mufflers — just like its scrambler forebears.

Punchy boxer

The engine is air/oil-cooled, departing from the R 1250 GS adventure bike’s air/liquid cooling. And thanks to digital electronic fuel injection, it fires at a touch of the start button — no setting of chokes or enrichers, no lean hiccups or sneezing when the engine is cold. Select your ride mode if you wish (the bike starts up in Road) and engage the 6-speed gearbox. Smoothly roll on the throttle, slip the clutch and the R nineT Scrambler moves away.

If you’re a Beemer veteran, you know all about the torque-pulsing characteristics of bikes with longitudinal crankshafts, also including Moto Guzzis and, to a lesser extent, smaller-displacement classics like Honda’s CX500 and GL650. (In contrast, engines with transverse crankshafts — nearly all other machines, actually — feed these inertial forces into the frames differently, quashing such reactions.) Fortunately, the R nineT has a counter-rotating balance shaft that may quell some of this, although its main purpose is likely to broaden the engine’s harmonic sweet spot for smoother running.

BMWs haven’t always shifted smoothly (correct technique is essential on older models), but this gearbox does, and the gear ratios are nicely spaced. But what’s nicer still is the engine’s complete lack of fussiness. Drop the revs and accelerate in a high gear, or twist its tail in a lower gear and rocket to the rev limiter — the engine simply doesn’t care. Because torque. And that’s a great advantage of many large-displacement twins, whether they’re from Bavaria or Bologna, Lake Como or Milwaukee, Hinckley or Hamamatsu.

Sweet handling

Looking at the R nineT Scrambler, you might not consider the minimalist 2-piece trellis frame — bolted to the engine and spiking up to the steering head and rearward to the seat and swingarm — could possibly handle the claimed 109 horsepower (produced at a leisurely 7,250rpm) or keep the machine composed at speed. But it does, with the 19-inch front, 17-inch rear tires, robust single-sided cast-aluminum swingarm and conventional fork and adjustable monoshock (“paralever” in BMW parlance) rear suspension all doing their parts. That said, in another clue that this R nineT is a scrambler in name only, the suspension offers just 4.9 inches front and 5.5 inches rear travel — way closer to that of a 1954 BSA Gold Star than to a 2024 KTM 450SX-F.

Unlike some BMWs of yore, handling is crisp and steady despite the chassis’ rangy geometry: 60.1-inch wheelbase, 28.5-degree steering rake and 4.4-inch steering trail. Not too many years (okay, make that decades) ago, such dimensions were common for big road burners, but they sure didn’t handle as well as the R nineT. You can thank suspension quality and modern radials (120/70 up front and 170/60 out back) in large part for this. The rubber ties everything together on the tarmac, making BMW’s Scrambler a nice street ride.

The ergonomics are likewise agreeable, with a slightly forward-leaning seating position that proves sensible for around-town work and supreme on the highway, where a bit of an “attack position” helps combat wind blast. Add a fairing or tall windscreen if you want.

Options, options

The awesome-looking Option 719 model reviewed here wears cosmetic appointments such a red rear frame section and unique graphics for the 4.5-gallon tank and includes a $1,000 electronic options package with traction control, engine brake control, cruise control, heated grips, and an adaptive LED headlight whose beam automatically adjusts for safer cornering at typical lean angles (up to 25 degrees). Modeling the simplicity inherent in early scramblers, the instrumentation is restricted to a single round meter incorporating an analog speedometer supplemented by a multifunction display with a trip computer that’s controllable by toggling a switch on the left handlebar. Also included is an expanded choice of ride modes (Dynamic plus the standard Road and Rain, the latter of which offers relaxed power delivery and enhanced traction control).

Numerous standalone accessories range from a high seat (no cost) to low suspension ($250), off-road tires ($75), spoke wheels ($495 to $525), and various billet aluminum packages ($1,000 to $1,200). Also available are a separate tachometer, integrated turn signals, vintage-style valve covers, a leather side bag and more.

Dunno about dirt

If you really want to test the theory that today’s street scramblers — 60-plus years after the segment was created — are great in the dirt, here’s a challenge. Throw a set of knobbies on the R nineT Scrambler; we think you’ll snake through sand and mud way better than with the standard road rubber but will find that knobby tires do not a true off-roader make. Frankly, neither the R nineT Scrambler’s dimensions, specs, nor dynamics are there. In specific, the bike weighs 492 pounds, there’s woefully too little suspension travel or ground clearance (7.0 inches), the underslung exhaust collector is highly vulnerable to damage, and the frame geometry is more suitable for LA to Boston via Interstate than the LA-Barstow to Vegas dual-sport ride.

But you’ll learn a lot by trying. So definitely go for it! MC