Yamaha SCR950 Review: 'A Scrambler? Maybe not, but it's the most fun I've had all year!' - Motofire

Yamaha SCR950 Review: ‘A Scrambler? Maybe not, but it’s the most fun I’ve had all year!’

The first custom bike I built was a 1966 Honda CL77 Scrambler. Yup, Scrambler, that’s what it was actually called half a century ago, and Honda were a decade late to the desert sledding party even then.

I restored mine, (see here) fitted trials tyres, alloy mudguards and exhibited it at the 2nd Bike Shed show. People still wax lyrical about the bike as if I’m some sort of design genius, but in reality I didn’t really do a huge amount. It took ages but most of the bike is still bone stock. I just looked at old pictures of Bud Ekins and Bill Robertson Jr doing the Baja 1000 reconnaissance run in 1962 and began to daydream.

The scrambler moniker has already been toted by nearly all the other manufacturers so Yamaha opted for SCR950 to name the new version of their XV950 (Bolt if you’re American).

Yamaha aren’t suggesting customers are stupid enough to be hoodwinked by a word but they just needed an angle. The all-new Jacked Up XV With Knobblies doesn’t exactly trip off the tongue. The company responsible for kickstarting the custom scene at manufacturer level with their Yard Build programme the thick end of a decade ago are of course totally serious with their intentions – to build good motorcycles and sell them, but there’s also a seam of fun running through the organisation and product lineup.

So what is the SCR?

Well, the motor is the same 942cc air cooled V-twin found in the XV with ceramic bores and roller rockers, pumping out 52hp and 80NM of torque. I’ve heard on the greasy grapevine that there’s another 10 horsepowers chomping at the bit behind the restrictive air filter housing and exhaust. Longer forks, with rubber gaitors, and piggyback shocks combine with a taller steel subframe to move the SCR away from its cruiser roots. The flat saddle looks the part and is aimed at allowing the rider to move around, rather than just providing a pillion perch. Pegs are shunted rearward 130mm and up 30mm for a more dynamic riding position and with weight shifted off the rider’s sitting bones comfort should be an improvement over the XV (not that I’ve ridden one, I’m just tainted by a brief encounter with a Harley 48).

Here’s the definition of scramble – to make one’s way quickly or awkwardly up a steep gradient or rough ground using one’s hand and feet.

Apart from the Tenere and dedicated off-roaders the SCR is now the only spoked-wheel product on Yamaha’s books. And they’ve not scrimped, alloy DID rims come as standard. Bridgestone’s Trailwing is in charge of keeping the whole lot upright on Tarmac, gravel and everything in-between. Bars are a braced MX type complete with Faster Sons pad and half waffle grips. The speedo is an evolution of the simple, round LCD gauge found across the Sport Heritage range, on the SCR though it’s black. Unfortunately the plug is a different fitting to the XSR or I might have tried to lift one for my JVB Super 7.

My favourite part is the classically shaped, XT500 inspired fuel tank which has been produced without a visible seam. A+ and a gold star from me, I hate seeing big budget customs roll off a bench with a crimped and spot welded example of mass production on show. The underside is really well finished and the fuel pump is integrated. I’d wager that I’ll be seeing a few non-Yamaha projects using an SCR tank once the secret is out. Standard colours are Racing Red (not something I’d usually go for but this is a nice tone) and black with a white pinstripe which looked classy.

But before anyone gets their panties in a bunch about the off-road capabilities of the SCR, or any other neo retro, new wave, authentic, heritage motorcycle with dual sport tyres, here’s the definition of scramble – to make one’s way quickly or awkwardly up a steep gradient or rough ground using one’s hand and feet.

Nowhere does that suggest that a scrambler must be capable of clearing a 60ft tabletop or navigate a gnarly enduro track. Yamaha haven’t actually called the bike a scrambler but the test route covered rough ground with a moderate gradient, and for the most part we were all attached to one of the test fleet by hands and feet.

In a bid to persuade us to say nice things Yamaha chose Sardinia for the press launch as it offered the optimum mix of road surfaces and the correct weather to test such a bike (any bike). Yamahas are the bestest bikes in the world ever, you must buy one, maybe two, immediately.

On the sweeping roads along Sardinia’s southern coast the SCR kept its promise of a comfortable, upright riding position and the torquey engine provided a characterful soundtrack.

There’s plenty of shove for a spirited ride and I did see a few decent wheelie attempts from the UK press pack but power sliding out of hairpins definitely wasn’t on the cards. The V-twin is happy to rev hard although there’s little point as short shifting and riding the torque is more relaxing. Engineers did actually do-away with rubber engine mounts in a bid to add visceral vibes.

Pegs touched Tarmac on the first corner out of the hotel and over zealous attempts to carry speed led to sparks from the thick steel mounting bracket. Shifting one’s arse on the bench seat reduced the chances of low-siding off a cliff but I’m sure that people who’ve actually saved up enough pocket money to afford an SCR won’t be riding them with quite the same reckless abandon as a bunch of hairy children on a 100km press dash.

My two-finger braking habit didn’t offer quite enough pressure for the single disc and I found myself trailing into corners a bit deeper than I’d have liked. ABS is of course fitted but I’d rather not rely on gadgets. But to be fair to the SCR it does weigh a quarter of a tonne and wasn’t designed to be ridden quite so quickly. The steering is incredibly light considering the bulk and only the smallest of tugs on the bars are required to swap from one hero blob to the other. I’d have liked a bit more steering lock, three point turns during photo shoots were easier dismounted. The clutch was lighter than expected from a litre twin and would be ideal for scything through traffic. The gearbox is a five-speeder with firm actuation required, but it’s not a patch on the Milwaukee Stamp needed to move off on a 48.

Comparing the SCR with other bikes using the scrambler pseudonym is potentially unfair

As soon as the Tarmac turned to boulder strewn, potholed tracks the SCR came into it’s element. It’s not a capable off-roader, far from it in fact, but what it delivers are smiles, I could hear giggling above the clatter of rocks on sump guards – it was a bad day to be a bumpstop! It’s heavy, the short stroke shocks struggled and the slow-pulsed ABS on the rear brake didn’t allow for mega skids but nobody cared, we were too busy having fun. Standing, sitting, trying to jump and drift, race starts – whatever we threw at the SCR it accepted the challenge graciously.

Comparing the SCR with other bikes using the scrambler pseudonym is potentially unfair, some of those models have been designed with way more emphasis given to off-road capability.

The most direct comparison I can think of is the Moto Guzzi V9 Roamer, and the SCR runs dusty rings around that. The other thing to remember, especially if you’re a city dweller like me, is that huge parts of the world’s road network are still unpaved. There might not be many green lanes left in the UK but everywhere I’ve ridden in Europe has never been too far from a fire trail, track or gravelled path.


If more people diverted seriousness to the important things in life and remembered that motorcycles are supposed to be fun escapism then we’d all be better off.

If I worked in Rome I’d gladly battle traffic in the week on an SCR and hammer a white road at the weekend.

Even if you have no plans to conquer the Baja 1000, or don’t even know where it is, but want to ride around living the dream the SCR950 could be for you. Pretending never hurt anybody and if more people diverted seriousness to the important things in life and remembered that motorcycles are supposed to be fun escapism then we’d all be better off.

I’ve got an enduro bike, a motocrosser, some flattrackers, an adventure bike and my beloved classic Scrambler, but so far this year I had more fun messing around with my mates on the SCR.

Yamaha SCR950

Yamaha SCR950








        • Super comfy, all-day riding position
        • Classy looking air cooled engine
        • Infinitely customisable


        • Front brake requires a hearty tug
        • Needs good supply of fresh hero blobs
        • Airbox gets in the way of your knee

        More like this...

        Ride Review: Triumph Bonneville Bobber 2017 Can there really be such a thing as a 'factory custom'? Okay, before we get started, I feel that I should offer some full and frank disclosure. I have an awkward relationship with Triumph Bonneville-...
        Review: Harley-Davidson Street Rod, ‘An ideal but different sort of Harley’ This is the future of Harley-Davidson, but not necessarily in the way that you might think. Set against a background of Harley-Davidson continuing to restructure their business in the US, the advent ...
        Review: Honda Rebel CMX500 Since its debut in 1985 the Rebel has also offered a light, fun and reliable cruiser for urban commuters seeking something with a touch of style. But with 31 years on its relatively unchanged clock, ...
        Review: The 2017 Yamaha YZF-R6 is ‘unquestionably the new standard’ Big Blue calls the 2017 Yamaha YZF-R6 a fourth generation motorcycle, but for those paying attention, it is obvious that Yamaha has merely taken its class-leading 600cc sport bike, made some refinemen...
        Four Wheels Good: Testing the Honda Civic Type R GT from the UK to Milan… In the snow! 306 bhp through the front wheels and revs into the red at all times. What's not to love? The delivery of a 'loan' car to your driveway should usually be a moment of celebration; especially one that c...


        0 Comments Join the Conversation →