Menus
- Cool
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- All Terrain
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Conclusion
- Price – Availability
- Standard equipment
- Colors
- Option
Cool
There is freedom in the new Triumph Street Scrambler. A freedom that comes from afar to take you very far. A freedom that has its roots in the desire for escape of young Americans of the 1960s who did not hesitate to tweak the very popular English twins at the time to make motorcycles suitable for off-roading.. The large handlebars, nipple tires and other raised pots have thus transformed the peaceful roads into veritable scramblers capable of escaping beyond the asphalt. In 2006, Triumph took advantage of its resuscitated Bonneville six years earlier to bring this somewhat forgotten style up to date. The vintage then having the wind in its sails also reminded everyone of the famous (and late) actor Steve McQueen, this motorcycle enthusiast becoming from then on the icon of the cool attitude including for the younger generations. Between his famous motorbike jump on the handlebars of a Triumph made up as a German military motorbike over the barbed wire in the movie The Great Escape – jump in fact directed by Bud Ekins, pilot, stuntman and friend of McQueen – and his participation in numerous motorcycle races and in particular the ISDT (international six days of trial) of 1964 on the handlebars of a Triumph TR6SC, the American actor contributed greatly to the development of the spirit of freedom specific to off-road practice and therefore to the popularization like a scrambler.
Back in 2017, with the launch of this new Street Scrambler, closely based on the Street Twin that appeared in 2016. With its line of split exhausts in the high position, its large handlebars, its trail tires and its jammed saddle, the Street Scrambler takes over all the codes of the genre to offer neo-retro lovers – but not only – a motorcycle combining both great personality, real elegance and the ability to go wherever you want, thanks to its few predispositions to the practice of off-road.
Direction Seville, for a 200 km trip on the beautiful Andalusian roads, with some very nice getaways on the way, on the handlebars of this new Street Scrambler made in Hinckley.
Discovery
Aesthetically, the Street Scrambler achieves flawlessness, skilfully reinterpreting the vintage aesthetic codes of the scrambler style, but with a gentle modernity that makes it terribly current. Of course, the priority aesthetic component resides in the double exhaust placed in the high position and which runs the length of the motorcycle. The thermal protection plates in satin black and stainless steel finish add elegance. The more we contemplate it in detail, the more it attracts compliments, especially in terms of its finish, once again beautifully made.
Exit the spoked rims of the Street Twin, the wheels are adorned with spoke rims more suited to off-road practice, which bring both an additional retro touch and a hint of lightness to the silhouette. The front wheel changes to 19 inches (instead of 18 on the Street Twin and Street Cup). Triumph has selected Metzeler Tourance tires as original equipment. Tires well known to trail customers and appreciated for their performance in terms of both grip and longevity. In addition, their tread fits perfectly with the scrambler spirit without, however, affecting road handling, as can be the case with excessively studded tires such as the Continental TKC 80.
The footrests are positioned further forward. Removable rubber dampens vibrations on the road; once this pad has been removed, the footrests reveal a more eye-catching profile to better ensure their off-road support in a standing position. The higher handlebars allow in this situation not to be folded too much and its increased width offers an excellent leverage. The gasoline tank is quite thin at the crotch and receives a rubber knee grip on both sides at the level of its notches: a very vintage nod and rather pleasant to use, especially when standing. . Likewise, the fork gaiters are not just an accessory with a retro look, but provide real protection for the fork’s dip tubes, thus preventing oil leaks from scratches and other chips..
The covers placed on the crankcases are adorned with a steel gray finish and the throttle body receives an aluminum casing pierced with a few holes to recall the air filter elements of the old Bonneville. Finally, the saddle receives an Alcantara-type finish on the upper part of the seat with a very vintage ribbed design. The small passenger seat is easily removable using a rear BTR screw (the key is located in the left side cover) and can be replaced by an aluminum luggage carrier, supplied as standard. And to perfect its all-terrain inclinations, it receives an engine guard to protect the frame and the lower engine from shocks..
In terms of instrumentation, the Street Scrambler, unlike the Street Cup, retains the Street Twin’s single-dial counter. In its satin black finish, this counter blends in perfectly with the simple and minimalist spirit of this out-of-the-round scrambler. Perfectly readable, it is equipped with a digital dial displaying a lot of practical information, easily selectable from a button on the left stalk. The information available is: digital tachometer, gear indicator engaged, two trips, one odo, one fuel gauge, remaining range, average and instantaneous consumption, time, traction control and ABS settings. and the maintenance indicator. A warning is available on the right under the starter button. Note that the round mirrors vibrate very little and offer very good visibility.
The Street Scramblers are available in three colors: Jet Black (black), Matt Khaki Green (khaki) and Korosi Red / Frozen Silver (red and gray).
Technique: In-line twin, 900 cc, 55 hp, 80 Nm, 206 kg
No surprise mechanically, as this is the vertical 900cc liquid-cooled twin that powers the Street Twin and Street Cup. Triumph, however, sought to give even more roundness at low speed to the Street Scrambler since the twin now delivers its 80 Nm of torque from 2850 rpm, or 380 rpm earlier than on the Street Twin. The maximum remaining power of 55 hp shifts only 100 rpm upwards, at 6,000 rpm. To do so, no major technical changes, since Triumph simply optimized the electronic ignition and injection settings to adapt the behavior of the twin to its new exhaust. The crankshaft timing thus remains at 270 °, as was the case on the previous Bonneville Scrambler. The twin is adorned with all modern electronics with a ride-by-wire gas grip, traction control and ABS both disconnectable. The icing on the Scrambler is a USB socket under the seat to charge phones and other accessories.
The gearbox has 5 gears and benefits from an assisted clutch allowing a more compact system and smoother operation. Shifting is done easily, well supported by a precise selection, facilitating gear changes especially during urban developments..
Note that the maintenance interval, that is to say the mileage between two overhauls – after the first service of 1000 km has been carried out – is now 16,000 km. Which should make it easier to use your mount.
In the saddle
The Street Scrambler can be enjoyed in two ways: sitting cool, taking advantage of its large handlebars to guide the bike with ease; or standing, off-road, taking advantage of the raised handlebars and knee grips on the tank to precisely guide the bike. Whatever your choice, road, path, driving position, the Street Scrambler is reassuring from the first turns of the wheels, like its sisters of the same range. Ease and accessibility are once again at the rendezvous, taking advantage of the general softness of the controls, the flexibility and the good character of the twin, to feel at ease from the first evolutions. Let the little ones be reassured, despite a seat height of 792 mm, which is therefore greater than on the Street Twin and Street Cup, the Street Scrambler is not a high-pitched motorcycle. Better, Triumph managed to lower the seat height by 3 mm compared to the previous version of the Scrambler. Finally, his saddle, with bouncy bumps, gave us a good level of comfort on this first contact.
In the city
We find with pleasure on the handlebars of the Street Scrambler the same ease of walking in the city. We enjoy the smoothness of the controls and the roundness of the twin to evolve on a trickle of gas, at the limit of under-revving, seeking to feel at best the endearing trepidations of the twin wedged at 270 °. In 5th, the last report, it sets off again at 60 km / h at 2000 rpm without hiccuping. We can even have fun dropping down a bit further by gently accompanying the recovery. The ideal is to fall on the 4 to play with the twists and turns of the traffic and go down to 1,500 rpm at 40 km / h. Surprisingly, the original suspensions smooth the road well. Even if they could gain in smoothness, they remain quite sufficient not to transform into ordeal the slightest deformation..
Motorway and expressways
Crossing France on the motorway would make no sense riding such a machine, even if it is quite capable of tackling this monotonous task. In fact, the large handlebars accentuate the grip in the wind. From 120 km / h (4100 rpm in 5th gear), we begin to feel the aerodynamic pressure. Instead, choose the secondary network, the schoolchildren path. Leave the inexorable highway on which its lack of protection will work neither in its favor, nor in yours. That said, for your information, the twin purrs at 4400 rpm at 130 km / h in 5th gear. And keep enough chest at this pace to revive if the need arises. Oh sure, with 55 horsepower, don’t expect blazing acceleration, but the availability of the twin is such that the pickups remain straightforward..
Departmental
Custom playgrounds for the Street Scrambler, the small, very winding roads on which the Triumph staff guided us, revealed a very healthy behavior of the bike. Despite the longer wheelbase and the more open front end, compared to the Street Twin, the Scrambler maintains excellent handling, swinging effortlessly from corner to corner. Set at the angle, its stability is impeccable, even on bumps. Reassured by the very good grip of the Metzeler Tourance, we increased without realizing the pace. The gears then change on the fly, the gearbox is so soft and gripped. The twin growls vigorously, but still retaining a muffled restraint in the decibels. Between 2,750 and 4,750 rpm, he relaunches vigorously and does not hesitate to lengthen his stride a little further if necessary. At 90 km / h, in 4th gear, the twin moves at 3450 rpm. We also appreciate the engine brake which helps to modulate its cadence effectively and to maintain a very pleasant coiled driving. For their part, the brakes fulfill their mission perfectly. In curves, we take advantage of the effective rear brake to tighten its trajectory. The great ease of the Scrambler allows you to poke yourself without restraint in the game, revealing a temperament that the 55 horsepower of the technical sheet does not necessarily suggest. Only the ground clearance offered by the footrests, which sometimes scrape the asphalt, will remind you to order. In short, you will understand, it is on the secondary network that the Street Scrambler reveals all its qualities…. or almost.
All Terrain
Almost because the Street Scrambler has kept some great assets up its sleeve for the off-road part. A few presses on the “i” button on the left control unit are enough to disconnect the ABS and the traction control. Here we go ! Evade the rear wheel when accelerating, skidding when braking, the Scrambler continues to give us the benefit of its consistency and ease. Accessibility has really been at the heart of the Street Twin line-up development project, since this new Scrambler will allow even seasoned people to learn about the joys of off-roading. Controlled engine power, combined with good maneuverability, both sitting and standing, are an invitation to risk your crampons off the tarmac. This is where the scrambler’s spirit of escape comes into its own. It’s your turn !
Part-cycle
The frame remains faithful of course to the double tubular steel cradle common to the entire range of twin 900. On the other hand, although their travel remains 120 mm, the suspensions see their length increase by 8 mm at the rear and 12 mm. at the front, to meet the needs of off-road use and thus increase ground clearance. The geometry is also evolving, since the front axle displays a column angle of 25.6 ° (against 25.1 ° on the Street Twin) and a trail of 109 mm (against 102.4 mm). The more open front end is combined with a longer wheelbase: 1,446mm compared to 1,415mm on the Street Twin. These elements bring stability to the bike, the agility being offset by the larger lever arm offered by the wide handlebars (831 mm wide). On the scale, the Street Scrambler is the heaviest of the family, weighing 206 kg against 200 kg for the Street Cup and 198 kg for the Street Twin. A weight that is in no way handicapping, whether on the road or on the way.
Braking
The braking system is of course equipped with ABS, like all new motorcycles now, as required by Euro4 standards. The front brake receives a new Nissin two-piston caliper and the front and rear discs retain their respective dimensions of 310mm in diameter and 255mm. To better match the off-road spirit, ABS can be disconnected here from the dashboard menu and using the left stalk. The braking performance is excellent, with a very good feeling both at the front and at the rear. The brake lever – as well as the clutch lever – can be adjusted in 4 positions. As for the brake pedal, it falls perfectly under the foot.
Comfort / Duo
A scrambler is not a Goldwing, but the duo can be envisaged for recovery since you have the choice of fixing either the passenger seat or an aluminum luggage rack at the rear. Proof that Triumph thought that Street Scrambler customers would be tempted by solo escapades, since the passenger footrests and their support are also removable. Would the English adventure be experienced solo on his motorbike ?
Consumption
The gasoline tank with a lockable but non-hinged cap holds only 12 liters. During this test, mixing off-road portion and sustained pace, the twin consumed 5.8 l / 100 km. This makes it possible to envisage stages of around 200 km, reserve included. In normal use, consumption should drop, Triumph announcing a consumption of 3.7 l / 100, or about 320 km of autonomy.
Conclusion
Breaking free from limits, getting off the beaten track, off the well-known roads, to open up to the unknown, to the world, to others, this is the beautiful invitation offered by the new Street Scrambler. Intrinsically, even if, for some trendy bikers, this vintage backpacker will not come out (often enough) of the big city centers, the spirit of the scrambler remains this desire for freedom. A feeling that you get at first glance and which, fortunately, persists when driving, so much the simplicity of driving, its obvious accessibility and the muffled but voluntary charm of the twin invites you to do so. No hassle, ride where you want, when you want. Be cool, like Steve ….
Strong points
- Finishing
- Scrambler style
- Pleasant sound
- Equipment
- Ease of handling
Weak points
- Risk of heat in the right leg in summer due to the high muffler.
The technical sheet of the Street Scrambler
Test conditions
- Itinerary: small varied roads + interurban highways with a little town + small paths
- Motorcycle mileage: 300 km
Price – Availability
-
Price: € 10,700 for the black version – € 10,850 for the khaki – € 11,000 for the red and gray – Available: end of March 2017.
Standard equipment
- Ride-by-wire
- Anti-slip disconnectable
- Assisted clutch
- Disconnectable ABS
- LED taillights
- Coded immobilizer key
- USB plug
- Exhaust pipes raised
- Engine guard
- Original interchangeable luggage carrier and passenger seat
Colors
- Matt Khaki Green
- Jet Black
- Korosi Red / Frozen Silver
Option
- Heated grips
- Piggy Back Fox Shock
- Black headlight grille
- Handlebar reinforcement
- Vance & Hines Exhaust
- Central stand
- A2 license kit available
- More than 150 accessories available
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And what about the oil changes every 3000 km?