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One tank of gas through a 2022 BMW R nineT Pure

Jan 28, 2022

Pure — without any extraneous and unnecessary elements, free of any contamination, free from sin.

I felt this in my bones when I first laid eyes on the BMW R nineT Pure. It is a bike that is unapologetically raw, a deviation from the tech-filled world we live in. First looks can be deceiving, though. Is the R nineT Pure truly a blast from a simpler past, or just some clever marketing to dress up a budget model? 

One tank of gas on my favorite back country roads should be enough to reveal the truth behind this simple yet compelling machine.

A close up view of the BMW R nineT round LED headlight
Simplicity doesn’t have to mean cheap or subpar. This simple round headlight for example is an adaptive LED that BMW describes as “offering significantly improved illumination of the road surface when cornering up to a lean angle of 25 degrees.” Photo by Jen Dunstan.

Curb appeal

With the familiar round headlight, tubular frame and naked engine, the R nineT Pure harkens back to an older era of motorcycling, a time before fairings and winglets. 

A close up of the BMW logo badge on the motorcycle tank
Mies van der Rohe is quoted as saying “God is in the details,” in which case the R nineT Pure in 719 trim is divine. Photo by Jen Dunstan.

What helped this particular model of R nineT Pure escape the ordinary was the up-spec 719 aluminum tank and billet accessory option. It resembled a Howard Hughes aircraft of the golden era of aviation, a simple yet aerodynamic form in brushed metal that was ready to take flight. 

A close up view of the handlebar and instrument cluster on the BMW R nineT pure motorcycle
Apart from the DOT mirrors (solved by a quick swap to bar-end mirrors) and strangely oversized clutch and brake reservoirs (perhaps less easily solvable), the R nineT continued to deliver on the promise of a riding experience reduced to the essentials only. Photo by Jen Dunstan.

Sitting in the cockpit of the R nineT, I appreciated a largely unobstructed and uncluttered view, which was a taste of the ride to come. There was no huge windscreen, busy TFT dash or other distractions. The dash itself is one of the most austere analog dials I’ve seen on a modern bike. No data overload here — just the speedo, engine indicator lights, fuel light and that is basically it. One small miss in my book is the lack of a tachometer, but despite all the fuss today over flashy TFT dashes, it felt refreshing to be freed of endless menus and screens. Switching ride modes, engaging the cruise control, or flipping on the heated grips were all straightforward operations accomplished with a press of a button on the handlebar clusters (assuming you have the optional Select Package on the motorcycle — more on that later).

With a riding position that’s more “sitting on top” than “sitting in,” the R nineT nearly disappears from view, leaving you with the sensation of flying. The riding position itself was very neutral and comfortable, a natural bend in the knees and elbows that alludes to (dare I say it?) all-day comfort. At the very least I had not a single complaint on my back country afternoon ride.

A close up view of the BMW R nineT Boxer engine cylinder head, side view.
The iconic opposed-twin Boxer engine is an unforgettable ride. It is a big motor with big character and a long history. Photo by Jen Dunstan.

Start your engine

When a motorcycle is as stripped down as the R nineT Pure, much relies on the character of the motor. Turning over the ignition of the air-cooled 1,170 cc Boxer creates a side-to-side swagger that would make anyone smile, especially the uninitiated like myself. Never having ridden the Boxer motor before, I do feel I have experienced it in its rawest and truest sense on board the R nineT Pure. While a newer, water-cooled version of the Boxer engine exists in models such as the R 1250 RT, the R nineT Pure utilizes the traditional air/oil-cooled configuration.

While I loved the cadence and physical nature of the Boxer, I did feel a little let down by the volume and sound of the R nineT stock exhaust. I hope an aftermarket pipe could help open it up a bit, because the visceral sensation I felt from the opposed twin was not being done justice on the audio side of things. 

As for motor performance, the R nineT produces power and torque to easily satisfy the needs of most street riders. In truth, after looking at the spec sheet, I was a bit surprised by how docile the big motor felt. I tried each riding mode, but quickly set it to the most powerful “Dyna” mode and left it there. I expected a more savage ride, but instead enjoyed sophisticated and refined power delivery on aggressive acceleration and a powerband that was very compliant in a variety of applications. 

Now might be a good time to mention the variety of add-ons that are available for the R nineT Pure, and how they can have an impact on performance and price. For instance, the “Dyna” ride mode described above is part of the add-on “Select Package," which also includes DTC (dynamic traction control), adaptive headlight, MSR (dynamic engine brake control), heated grips, and cruise control for $1,000. This particular R nineT Pure that I rode also included the Option 719 Aluminum Matte package ($1,550), Option 719 Billet Pack Classic ($1,200), and Option 719 Classic Spoke Wheel set ($950). Perhaps my experience of the R nineT Pure is not as unadulterated as I originally thought. 

A rear 3/4 view of the BMW R nineT Pure motorcycle perched on a cliffside vista
The R nineT Pure finds its happy place on meandering back country roads. Photo by Jen Dunstan.

A smooth flyer

The R nineT's suspension and brakes look like nothing special on the parts list, but the sum of the machine handles corners nicely. At a spirited pace through long sweepers and a handful of tight hairpins, the R nineT Pure performed without any protest. For a fairly heavy bike with a giant hulking mass of motor, the sharp turn-in on corners took me a bit by surprise at first, and then I came to rely on the nimbleness for the rest of the ride. 

A close up view of the front tire and front brake rotor on the BMW R nineT Pure.
320 mm dual discs and four-piston calipers provide enough braking for the weight and power of the R nineT Pure. Photo by Jen Dunstan.

A bit unsure of the brakes, I conducted several emergency stopping maneuvers in a quiet parking lot and again was impressed by the response. By no means do they clamp down with the same bitey sharpness of a sport bike, but they gave me confidence that the R nineT was prepared for evading whatever the road might have in store for us (mainly deer at this hour and season).

A front 3/4 view of the BMW R nineT Pure motorcycle with cloudy skies
I have a strange desire to see a classic BMW toaster tank on the 719 Aluminum R nineT Pure package. Perhaps better suited for its brother, the R nineT Racer. Photo by Jen Dunstan.

What I liked, what I didn’t like

There’s a lot to like about the R nineT Pure. From a riding standpoint, the bike is very true to its original design intent. It delivers a riding experience that is reduced to the essentials in the best way possible. Or, if you want to dress it up a little with accessories or upgrades, BMW has neatly laid out the catalog so a customer can make a bespoke configuration straight from the factory. It is nice to see an OEM handing back some of that control to the end-user; to strip down or add-on as they see fit.

There is the other side of that coin, though. Customizing the R nineT Pure comes with the risk of pricing it way beyond what is reasonable. While the base model starts at $10,995, the version I was riding was closer to $16,340. If I consider this bike in that lens, I have to admit there are many more motorcycles on the market offering so much more at that price point. 

So which is it exactly — a motorcycle that embraces simplicity, or a clever marketing scheme? The answer is both. The R nineT Pure delivers on that promise of a minimalist bike that forgoes the superfluous and focuses intently on the visceral experience of the ride. But it does so at a price point that doesn’t sit well with me. They say “less is more,” and I’m on board with that. The question the potential R nineT buyer has to ask is “How much are you willing to pay for less?” Is it worth the price to be Pure?

2022 BMW R nineT Pure
Price (MSRP) $10,995 base model
Engine 1,170 cc, air/oil-cooled opposed twin with two camshafts and four radially arranged valves per cylinder
Transmission,
final drive
Six-speed, shaft
Claimed horsepower 109 @ 7,250 rpm
Claimed torque 85.5 foot-pounds @ 6,000 rpm
Frame

Three-section frame consisting of one front and two rear sections, load-bearing engine-gearbox unit

Front suspension

Telescopic forks with 43 mm fixed-tube diameter, 4.7 inches of travel

Rear suspension

BMW paralever, central spring strut, adjustable for preload and rebound damping, 4.7 inches of travel

Front brake Twin four-piston calipers, 12.6-inch discs with BMW ABS Pro
Rear brake Single two-piston caliper, 10.4-inch disc, with ABS
Rake, trail 26.6 degrees, 4.1 inches
Wheelbase 58.8 inches
Seat height 31.7 inches
Fuel capacity 4.5 gallons
Tires 120/70ZR17 front, 180/55ZR17 rear
Claimed weight 483 pounds
Available Now
Warranty Three years or 36,000 miles
More info bmwmotorcycles.com