BMW R nineT Urban GS 2017 — Specifications

Motorcycle: BMW R nineT Urban GS (2017)

Some motorcycles carry a history without having to write it down. When BMW released the R nineT Urban GS, no one questioned where it came from. The prominent beak, the Bavarian white and blue livery, the two-tone seat, the accordion-style fork protectors: all of this directly references the 1980s, the dunes of the Dakar, that R 80 G/S which had unknowingly invented an entire category. Forty years later, Munich reprises the score, but with an 1170 cm3 engine, 110 horsepower at 7750 rpm, and 116 Nm of torque. Nostalgia has muscle.

The BMW R nineT Urban GS test quickly reveals what the machine truly is: a NineT Scrambler dressed up to look like it ran the Paris-Dakar. This is not a criticism, but a lucid reading. BMW masters the art of declining a solid base into several distinct philosophies, like the NineT Pure for purists or the Racer for fans of retro-sport fairings. The Urban GS borrows the same air and oil-cooled boxer engine, the same three-section tubular frame where the block plays a structural role, and grafts on a 19-inch front wheel, a slightly increased suspension travel compared to the standard NineT, 125 mm at the front against 120 mm. Nothing revolutionary on paper, but enough to change the character of the beast. The weight of a BMW R nineT Urban GS, which displays 221 kg fully fueled, often comes up in discussions. It is a dense machine, noticeably heavier than its distant ancestor, and you can feel it in slow maneuvers.

The boxer, for its part, needs no introduction. Already well-known, proven for decades, it runs here in its air and oil-cooled version, which gives it that characteristic guttural sound and assumed vibrations at mid-range. We will not seek to exploit the theoretical 8000 rpm: this motorcycle is enjoyed between 3000 and 6000 rpm, where the torque expresses itself frankly. The six-speed gearbox and shaft drive ensure smooth progression, without jerks; the shaft drive is in the DNA of all R models at BMW, and the Paralever at the rear correctly manages acceleration reactions. The braking system, two 320 mm discs with four-piston calipers at the front and a single floating disc at the rear, is serious and well-balanced. ABS is standard, the ASC traction control remains optional.

The seat height of the BMW R nineT Urban GS is set at 850 mm, a figure that will not please those of short stature. On the road, the position is natural, slightly forward, with a high handlebar that gives that impression of quiet mastery. The minimalist instrumentation, a round speedometer with a needle and a small digital window for secondary information, perfectly matches the spirit of the machine. No superfluous electronic frippery, no endless driving modes. The dashboard tells a story. However, it is a pity that the spoked wheels with trail tires are offered as a paid option. On a machine sold for 13,550 euros and whose heritage/adventure positioning is central, this is a questionable choice.

The public that will turn to the BMW R nineT Urban GS is not looking to devour kilometers at 200 km/h on the highway, even if the motorcycle is theoretically capable of it. These are urban or long-distance drivers who want character, strong visual identity, and proven mechanics. Not track racers, not piste wanderers in the strict sense. Faced with the Moto Guzzi V85 TT or the Triumph Scrambler 1200, it defends its ground well on style, a little less on pure dynamism. But the BMW R nineT Urban GS test confirms one thing: for those who want to ride with the feeling of having a piece of history between their legs, it does the job better than anyone else.