Rennie Scaysbrook | January 30, 2017
The boys that started it all have given their venerable Scrambler an update for the first time on over 10 years. We headed to Spain to sample the goods.
Trends are usually spotted by one person long before anyone else catches on. If you happen to be in that fortunate position, it is your duty to make a good of your finding, to ensure that you’re the benchmark for others to follow.
Triumph found itself in this enviable position a small lifetime ago in 2006. On the back of a custom scene barely out of nappies, Triumph realized the world was changing and the onwards march of technology was spawning a section of riders that wanted stuff from a time long before even their parents were able to ride.
The arrival of the Triumph Scrambler in 2006 thus ensured Triumph had a corner of the motorcycle market all to itself for the best part of eight years. And it was only when Ducati came along in 2015 with the beginnings of their massive Scrambler range—which is now bordering on the absurd considering they have a motorcycle called the Scrambler Café Racer—that the rest of the world’s manufacturers thought getting a scrambler on the books was a good idea.
Back road hunting. All the changes have added up to a bike that’s perfectly at home on tar or gravel.
But the king may rest no longer. Triumph needed to hit back in the scrambler stakes, and they had the perfect platform in the new Bonneville Street Twin range.
Part of a three-bike attack on the retro segment that seems to fit Triumph like an old glove, the Street Scrambler sits alongside the Street Twin and the recently-released Street Cup Café Racer by using the new 54hp, 900cc Bonneville parallel-twin, although the chassis, suspension and ride position has been somewhat altered to ensure this bike goes as good off road as it looks.
The styling has been thoroughly updated for 2017 with everything from an interchangeable passenger seat and alloy rack as standard, off-road style footpegs, gun metal finishes on the Triumph engine badges, and brushed alloy tank decals. There’s also the new, twin-outlet exhaust that exists high on the rider’s right, a new headlight, dash, seat profile, number boards, bash plate, you name it. Oh, and the Street Scrambler has the added boon of having switchable ABS and traction control, essential if you want to get off road and don’t want rider aids holding you back.
Styling has been subtly tweaked over the previous generation Scrambler, but its real ace is the 900cc engine stolen from the Street Cup and Street Twin.
The Street Scrambler is aimed at, well, pretty much everyone. A sweeping statement, I grant you, but the Scrambler is designed to be as much fun for someone like Colton Haaker is it is for a guy who has just got his license. It’s all about accessibility.
The engine is the same 270° parallel-twin lump found in the Street Twin and the Street Cup. I can already hear people scoffing at the fact this a 900cc twin that produces only 54hp and 59lb-ft of torque at 6000rpm and 2850rpm, respectively, but let me go into battle for the little twin. I thought indeed when riding the similarly-engined Street Cup, 54hp wasn’t enough. But with the Scrambler, I think Triumph have hit the nail on the head because there’s enough power to get you to the places you want but with none of the intimidation you get from those higher hp numbers. The 270° crank motor is buttery smooth in its application, and this contributes immensely to the relaxing ride you get on a Scrambler. It feels docile at low revs but will still pull along nicely when you get into it—it’s not the missile the BMW R nineT Scrambler is—but then, the overall ride is nicer on the Triumph. And the vibrations are so minimal you will forget you’re riding a Triumph twin. These motors have indeed come a long way.
The quality of the finish on the Triumph Street Scrambler is superb.
With a 32.7 inch seat height, low slung pegs and a nice, rangy wheelbase of 56.9 inches, on the road the Street Scrambler is delightfully unintimidating to cruise around on, even with the off-road focused Metzeler Tourance tires and despite the dry claimed weight of 454 lb being somewhat on the heavier side.
A further plus to those wanting large mile rides on the Triumph, the Street Scrambler enjoys one of the most comfortable seats in the game. Although you can purchase a flat seat as part of the 150 part Triumph accessory catalogue, I’d probably leave it because the slightly curved back at the rear of the seat makes for a superbly comfortable ride.
Get off road and the Scrambler is heavy, but very manageable. Triumph has fitted the Street Scrambler with longer twin shocks with stiffer springs and 21mm longer fork tubes compared to something like the Street Cup, but there’s also the addition of the 19 inch front wheel. The Cup and Twin both run an 18-incher, so Triumph has kicked the rake out slightly and given you more trail compared to the road machines.
Off road-style tires aside, the Street Scrambler handles well on the black stuff. It could use a bit more braking power, though.
The Metzeler Tourance tires are indeed fine rubber hoops and our blasting up fire roads and into the stupendous—and incredibly poisonous—Rio Tinto mine in Seville in Spain showed just how good they are. They also grip very well on the road considering their off road intentions.
Off road, the Street Scrambler is a blast. Easy access to more than enough power to light the rear up on the dirt, a smooth action five speed gearbox and a beautifully comfortable chassis—it all adds up to some good dirty fun. There’s 4.7 inches of wheel travel, front and back, so you can’t go hunting too much gnarly ground, but this thing should take you most places a decent size adventure bike will—and in a bit more style! But I’d watch out for the plastic bash plate. I know it’s made of pretty sturdy stuff, but plastic for something that needs to take a serious pounding might not be the ideal way to go. Hopefully it’s seriously strong plastic. And no, I didn’t go rock jumping to find out.
You have to admit, Triumph made this thing look rather pretty, right?
Triumph have unfortunately used the same Nissin two-piston braking set-up on the Street Scrambler as the rest of the Street range and in my opinion, there’s not enough braking power or feel at the lever. I suppose the addition of being able to switch the ABS off is a bonus, but I’d still like more overall bite at the lever.
Regardless of the brakes, there’s plenty to like about the new Street Scrambler. Compared to the old machine, everything is enhanced in terms of looks, ride, comfort and style. It’s a bike Triumph knows it will sell tons of simply because the engine for one is such a sweet little lump and because, while I firmly believe scrambling is about getting off road, the genre is now more about fashion and style than ever—and is an area Triumph had by the nuts.
Specifications
Triumph Street Scrambler
Engine: Liquid cooled, 8 valve, SOHC, 270° crank angle parallel twin
Displacement: 900cc
Bore x stroke: 84.6 x 80 mm
Horsepower: 55 hp @ 6000rpm
Torque: 59 lb-ft @ 2850rpm
Compression ratio: 10.55:1
Fuel injection: Multipoint sequential electronic fuel injection
Exhaust: Brushed 2-into-2 exhaust system with twin brushed silencers
Transmission: Five-speed
Chassis: Tubular steel cradle
Front suspension: KYB 41mm forks, unadjustable. 120mm travel
Rear suspension: KYB twin shocks with adjustable preload. 120mm travel
Front brake: Single 310mm floating disc, 2-piston Nissin floating caliper, ABS
Rear brake: Single 255mm disc, Nissin two-piston floating caliper, ABS
Front tire: 100/90-19 Metzeler Tourance
Rear tire: 150/70 R17 Metzeler Tourance
Rake: 25.6°
Trail: 4.3 in.
Wheelbase: 56.9 in.
Seat height: 31.2 in.
Overall height: 44.1 in (without mirrors)
Overall length: 85.7 in.
Fuel capacity: 3.2 gal
Weight: 454 lbs (claimed).
Color: Jet Black/ Matt Khaki Green/Korosi Red and Frozen Silver with jet black hand painted coach lining and unique tank decals
MSRP: Starting at $10,700 MSRP
