2017 Yamaha SCR950 launch Scrambling, cruiser-style - MOTOR GERR

Scrrrrsh! The sound of footrest-on-tarmac contact makes Pine Tree State jump; it’s solely the primary corner, and therefore the Yamaha SCR950’s Bridgestone path Wings aren’t even heat however. however we’re already grinding unclean grooves into the Sardinian coastal road on either side, and therefore the SCR is revealing its cruiser-based origins.

Because, right up front, it’s necessary to grasp the SCR950 is coming back at the road scrambler scene from a very totally different perspective compared to bikes like Ducati’s Desert Sled, Triumph’s Street Scrambler and BMW R NineT Scrambler.

None of these machines use a chassis and engine borrowed from a cruiser; the SCR will. it's an even steel tube frame, 41mm forks, short-travel twin rear shocks, single front disc and 942cc, 51bhp cool 60° V-twin because the XV950 bobfloat, XV950R and XV950 Racer series.

To give the SCR package a scrambler’s appearance, a replacement rear subframe lifts the 950’s flat seat height to a additional standard 830mm over the XV’s laid-low 690mm, and new bars and pegs pull up the SCR’s riding position into what's a comfortable, natural, uncomplicated stance. Wire-spokes on aluminum rims (with aforesaid Bridgestone path Wing tyres), a slim 13-litre fuel tank, steel mudguards and range boards on the facet panels complete the SCR950’s scrambler image.

But once eighty some miles of thumping, thudding, clonking and scraping Yamaha’s new SCR950 street scrambler on a mix of twisting Mediterranean roads and loose gravel trails, 2 things ar crystal clear: first off, Yamaha couldn’t build a boring bike if they tried and, secondly, the SCR950 could be a pretty basic machine.

It’s rare to return across associate degree engine that utterly overwhelms its chassis currently, plus once it’s creating 51bhp and seems additional peak torsion (59lb.ft) than power unit. however the SCR’s motor could be a funky, fun, unintimidating and civilised unit, tramping on swimmingly and cleanly from low revs (no tacho), and parturition down a gentle stream of acceleration through its belt final drive all the approach from 1st to fifth (where the belt generates a particular whine over 60mph). this can be a buoyant, thrashable, good-natured engine. once was the last time Yamaha designed a motor that wasn’t?

And it pushes the SCR’s chassis to the limit terribly, terribly simply. The 950’s single front disc, pointlessly wavy, doesn’t have the bite or power of newest set-ups and it takes a number of miles to recalibrate my riding vogue to suit, with a few of wide-eyed panic moments. The rear disc, on the opposite foot, is lots fierce. ABS is that the SCR’s state of grace – it’s not a refined system, however a minimum of it prevents disaster once the suspension offers up beneath braking.

Which it will, as a result of the SCR’s springs also are rudimentary. With restricted travel, springing and damping, it solely takes a number of potholes – on road or off – to bottom the bike with a jarring jolt. this can be not a classy set-up. but the SCR is agile – steering is exceptionally lightweight and therefore the bike flicks simply from facet to facet. Steering lock, however, is restricted – which means immeasurable paddling of feet in automobile parks, that then suggests that immeasurable contusioned shins as they are available into contact with the wide footrests.

In terms of apparatus, the SCR950 is thin – one clock with digital speed, no tacho, a few of trip meters and a clock, and that’s your ton. Build quality is variable – the fuel tank is seam-free, while not the unpleasant be part of on its lower edge, however the clutch and brake levers ar regarding as low-cost as they are available.

But Yamaha have lots of accessories with that to customize the SCR – associate degree ally bash plate tidies the front profile of the bike up and, if you’re thinking of scrambling, is value adding for cover. The optional cross-country serrate footrests ar sensible too – and kinder to shins.

And despite the SCR’s restricted chassis dynamics, the 950 continues to be associate degree absolute gas to ride. The engine is such a pearl and therefore the suspension therefore perverse that, once it’s pushed, the SCR appears like it’s really being ridden instead of merely responding to rider inputs during a cold, shrewd approach.

And, as such, the SCR950 is associate degree old-school, re-purposed cruiser; a throwback to less complicated times once all you required to travel cross-country was a Steve McQueen stare and therefore the can to try and do it, instead of a flagship techno-marvel that might win the port. And if that’s your issue, you’ll love the SCR950.

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