Triumph Street Twin and Street Scrambler test

Menus

• Street of towns and fields
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Video – The comparative test of the Triumph Street Twin and Street Scrambler

Street of towns and fields

Since 2016, the Triumph “Bonneville” Street Twin, with “medium” English displacement, has become the brand’s best-selling classic modern model with 17,500 units sold. Reviving the legendary 1959 model and sharing its name with the more opulent and dynamic T120, the Street Twin was available the following year as a Street Scrambler.. The latter transcribes the rougher vintage style of a machine playing the "all road" card..

For 2019, the Hinkley firm is updating its two 900 classics, with more engine character, equipment, electronics and an ever-expanding customization program. In fact, 80% of the machines sold are accessorized by their owner. And Triumph does not forget the A2 licenses, specially preparing its models to the required specifications.

It is in Cascais, near Lisbon, Portugal, that we discover the updated versions of the Bonneville 900 Street Twin and Street Scrambler.

Discovery

Racy, dynamic, our English women both display strong personalities with very different styles, like binoculars that everything links and everything opposes. Indeed, the Bonneville 900 (and 1200) share chassis and mechanics (the T120 is of course rebored), or 90% of their components. So let’s study what separates them.

With the elegant “bad-ass” gentleman look, the Scrambler opposes a more muscular, ostentatious appearance. It is in particular its superimposed exhaust line in the upper lateral position which imparts movement and force to the machine. She succeeds in the challenge of naturally integrating the catalysts, without deviating from the original aesthetic. Same feat for the satin "cigar" flutes of the Street Twin, whose filter element is hidden at the base of the engine. This is also the case for all modernity on these models. Cooling circuit, expansion tank, electronic sensors…. The radiator remains a little more visible than the other elements, but remarkably integrated into the frame upright.

Incorporating the brand’s logo, their frontal optics are dressed in a mat black bowl, supported by tapered arms on the Twin, by tubular elements on the Scrambler. Identical tank of 12 liters in large flattened drop of water, refining its curves of lateral flats. But the more adventurous protects her canister with plastic reinforcements. Welcoming, the one-piece roadster saddle thickens by 10 mm with new foams and is dressed in a two-material coating. Wider at the junction of the tank, the plush seat of the Scrambler pilot is intended to be more raw, sporting a resistant surface imitating a thick canvas. It is completed with a removable passenger folding seat, which can be replaced by an elegant, stylish aluminum luggage rack. The whole dominates the curved side covers and caps a truncated mudguard. An ovoidal LED light concludes the stern, framed by discreet turn signals. Finally, fork lined with bellows and double rear shock absorber contribute to the retro image of the Bonneville 900.

The whole is based on a very classic frame, composed of a tubular rear frame associated with the double cradle steel frame, supporting the twin. Heart of the Bonneville 900 Street, but also a central aesthetic point of the British sisters, the vertical twin is certainly THE subject of attention. Liquid cooled (cylinder head and cylinders) its traditional look perfectly imitates old mechanics. Thus, large fins always cut the top engine, also helping to lower the temperature. A magnesium cylinder head cover now covers the engine block, whose vintage style of the block is taken care of by other details such as the crimping rings of the manifolds. Likewise, the satin-finished and perforated plates masking the single injection body effectively mimic fictitious carburetor protections ….

Common to the two models, the mechanics of the English have changed significantly in this 2019 vintage. Cubing 900 cm3, the twin still displays a bore-stroke ratio of 84.6 x 80 mm. Its crankshaft, set at 270 ° gives it a cheerful character. The twin cylinder plays with simplicity: a single camshaft drives the 8 valves and a simple injection body optimizes the intake flow. But Triumph decides to give more dynamism to its Bonneville 900, by increasing their power without affecting the significant torque. For this, the manufacturer has grafted new camshafts that increase the lift times of the intake and exhaust valves. The compression ratio is 11.01 and mechanical inertia is reduced at the crankshaft and its balance weights. Thus, the maximum power increases by 18%, returning almost to its value before 2016, i.e. 65 hp (48.5 kW) and obtained 500 units higher, at 7,400 rpm, also increasing the power by the same amount. useful beach of the mill. Unchanged, the maximum torque is 80 Nm, now obtained at 3,800 rpm, 600 rpm higher and maintained up to nearly 6,000 rpm. Power then takes over. On paper, it looks much more dynamic.

And for good measure, the power assisted clutch is lightened, still controlling a 5-speed gearbox..

The Bonneville 900s do not forget the electronics, with injection management by a handle of the Ride-by-wire type throttle. But the latter now allows engine management according to two maps Road and Rain on the Street Twin. The Street Scrambler adds an off-road mode that cuts off ABS and traction control. A little ambitious, no doubt, but very practical for the most rabid who will want to play green with mechanical sauce. Anti-slip can also be deactivated separately from the modes on both models.

Geometry side there are some notable differences between the sisters from across the Channel, related to the off-bitumen claims of the Scrambler. On the latter, stability is privileged. The caster angle is 25.6 °, or 0.5 units more open than that of the Street Twin. Likewise, the wheelbase 1.445 against 1.415 mm. Measures which, as we will see, are important ….

Finally, the forks of the more adventurous are further apart. But this front axle is, strangely, identical in suspension. A 41mm Kayaba fork, devoid of adjustment and with 120mm of travel. In contrast, the steel swingarm is managed by two Kayaba shocks with adjustable preload. However, the ground clearance of the Scrambler is 30 mm higher (attachments different from the damping elements). And its hoof, plastic unfortunately, will be very useful during more serious crossings.

In alloy, the five-spoke split rims and beautifully machined on their angles of the Street Twin receive elbow valves and Continental Phantom Sportscomp wraps in 100 and 150 mm. These erasers display unmarked and stylish carvings. The front wheel displays 18 inches and 17 units for the propellant. Another atmosphere on the sis, equipped with spoked steel rims, 17 for the rear, but 19 inches on the steering gear, more suited to outings off the bitumen. The same goes for its installation on Metzeler Tourance mixed tires, in 100 and 150 mm.

Now signed Brembo, their simple caliper has four pistons, it bites a 310 mm disc. The rear clamp has a single piston, gripping a 255 mm disc and all under the control of a Continental ABS.

The overall quality of the Triumphs is particularly appreciable, both in terms of finishes and the quality of the materials and the integration of the elements. The care given to the engine is particularly remarkable. In addition, maintenance intervals are reduced to 16,000 km (simple overhaul) and valve clearance is every 32,000 …. !

The personalization of the Bonneville 900 is of course an important part of the marketing guiding these machines. Via a catalog of accessories of 140 pieces, you will find everything: compact LED indicators, but also cafe racer type saddles, fork heads, new "Vance & Hines" exhausts, "Ace" handlebars…. etc. Kits also offer sets of accessories already paired for customization. standardized. Attractive objects, the Street Twin and Street Scrambler can build a custom look.

In the saddle

Hyper accessible, the Street Twin offers a seat at 760 mm from the ground when the Scrambler rises 30 mm higher, giving an even more comfortable position, feet resting on off-road footrests with removable rubbers. Likewise, if the bust is slightly tilted towards a fairly flat handlebar on the roadster, the handlebars with variable diameter and more marked lugs complete a very natural ergonomics on the other..

Dominating the lighthouse, the instrument cluster barely evolves with a slightly different design. Discreet, the controls are integrated into the line of the machine and the levers are adjustable in spacing. Sleek, it houses the large tachometer, but no analog tachometer. Too bad a perimeter or circumscribed element on this dial would have magnified the whole. Engine speed can be displayed on the integrated LCD display. We would have preferred the opposite: digital speed within a large tachometer ….

However, the massive tachymeter hand evolves on a pleasant and legible retro graphics. A less obvious quality for the too small LCD window grouping together a lot of information and controlled on the left stalk by an "Info" button. On the odometer menu and two partials, maintenance indicator, fuel gauge and autonomy, average and instantaneous consumption, anti-slip adjustment and clock. Optionally, heated grip level and tire pressure indication are available. A new "Mode" button allows you to modify the mapping and assistance (Scrambler).

In the city

No change on the soundtrack side. As soon as the engines are started, the Street cars each play a hectic, deep and always elegant score. Heavy pulsations emanate from the exhausts, making the air vibrate powerfully. The Twin cracks its oblong flutes more, but the superimposed "barrels" of the Scrambler in no way demerit..

Instantly available on the first reports, the large torque always energizes urban developments. It is also in traffic that we note a nice evolution of the transmission, with a gearbox now faster and less sound. Clutch selection and control maintain extreme smoothness and good precision.

The English block shows a very correct availability, agreeing to start again under 2,000 laps at 50 km / h in third, without shaking your snags. It is more delicate with more speed. Particularly long, the tier of the box also contributes to the comfort between the walls.

With its lower centered masses, the Street Twin is livelier and more pleasant to drive in town. Hardly less comfortable, the Scrambler remains easy to maneuver. In addition, these models steer very well. With their compact size, the Triumphs play with traffic, demonstrating good ease for daily use in traffic. Vibration-free, whatever the look, the mirrors offer a somewhat narrow field.

During these urban routes, the Street quickly releases calories. This is all the more noticeable with the horizontal line of the Scrambler. No risk of burns, but be careful with rain suits. To avoid overheating, head to the great Lusitanian spaces.

Motorway and expressways

The slightly more dynamic ergonomics of the Twin do not make the exercise any more pleasant than in the Scrambler. However, it does allow us to fully appreciate the improved mechanics. More lively, the English twin shows faster in speed. And no more lack of extension! This is all the more appreciable with a gearbox with only 5 gears. With a power curve increasing to the red zone and relaying that of the torque at around 5,000 rpm, the breeze of the Bonneville 900 brings much more pleasure. The engine delivers sustained, linear thrust to the red zone.

At the legal motorway, the Streets stretch their rods at 4,250 revolutions per minute. Lightened mechanical inertia significantly reduces vibrations, allowing only the best to filter through on machines streaking towards the horizon. At this pace, it will still be necessary to enter a report to quickly double.

Our machines are hardly designed for the fast motorway connection, but for a more subtle pleasure. Always comfortable and showing an unsurprisingly stable course, the Bonneville 900s are much more popular on the secondary network..

Departmental

It’s on the Street Twin that I take the test drive. Low, sparing a light pressure on the handlebars, the roadster is pleasant to take. Its more closed geometry gives it greater liveliness…. on dry roads. And even…. When the rain catches us after 30 km, the atmosphere aboard the Twin is timid and cautious. Its tires now offer only a precarious grip on wet and muddy Portuguese asphalt.

Quite the opposite of the Street Scrambler handlebars. Less lively in absolute terms with its mixed compounds, its 19-inch front wheel, its wheelbase and its superior height, the Triumph delivers astonishing ease. It’s still raining, but whatever! And when the bitumen dries, that feeling of better control continues. In short, we drive more efficiently on the most versatile Bonneville which is driven very naturally..

And with more dynamics on both, the mechanical evolution is so sensitive. Again, this improvement is welcome on these machines with very long ratios. The three pulls at over 160 km / h…. ! Having power up to the top of the tachometer is a real plus. And the engine is a little more lively, more inclined to take turns. This twin is appreciated in relaunches, downshifts, signing its evolutions of deep vocalizations, guaranteeing a typical British temperament. This is particularly the case at mid-range where its large torque allows full and fat go-arounds. The traction control is often not too much to curb this manly temperament, especially when the roads are wet and greasy. The electronics then cut off the ignition for a little while.

Each acceleration propels the Street between two curves in a hectic hum. Maintained in the optimum range of use, between 4,000 and 7,000 turns, the Bonneville 900s provide permanent approval without knitting the selector. However, to be efficient and rhythmic, the steering must be rolled up and the trajectories neat on the Street Twin. The Street Scrambler’s chassis supports more improvisation, aided by the large lever arm on the handlebars. In addition, its higher ground clearance gives it yet another advantage. Once on the corner, the roadster and scrambler remain neutral and follow their course to forcefully exit the bend. Flexible, comfortable, the suspensions correctly filter the defects of the bitumen, the rear being however drier on the most important compressions.

At a more leisurely pace, the two Triumphs are appreciated in third or fourth gear, between 3,500 and 5,500 rpm, thus benefiting from the best mechanics. We also take the opportunity to appreciate the sound pulses of the exhausts and the work of the mobile crew, certainly lightened, but sufficiently present to guarantee this inimitable character of the English twins..

Part-cycle

Very classic and offering good rigidity, the frame makes the Bonneville 900 turn a block. The suspensions deliver a healthy and dynamic behavior to the Hinkley machines, but the fork deserves to be braked more. On the corner, the Streets stay the course and offer a convincing general neutrality.

Braking

The new Brembo caliper brings more bite to braking, but also great control over deceleration. The simple front disc is sufficient for the task and the caliper delivers powerful and progressive decelerations. The rear offers the same characteristics and an excellent feel to the foot to seat the Bonneville 900 in curves.

Comfort / Duo

To seduce your passenger and take her far, prefer the Street Twin with its long and wide seat. In any case, the accompanying person will have to hug you hard, only having on the Twin only a strap with completely regulatory efficiency. If you play the McQueen bad boys, riding solo with the Street Scrambler will give you, in addition to the unparalleled style, the possibility of attaching the beautiful aluminum rack. Otherwise, if the folding seat is struggling to release, good acceleration should get rid of the inconvenience..

Consumption

According to my readings, the average consumption of 5 liters per 100 km seems to be the norm, allowing stages of 180 km before reserve. Even more if you pilot quietly.

Conclusion

The 2019 vintage of the Triumph Bonneville 900 allows modern classic English references to return to dynamic evolutions more in line with their cubic capacity. The more lively and powerful mechanics bring an additional charm and pleasure. I especially remember the versatility of the Street Scrambler which hardly usurps that of its historical origins. Unfortunately, we were unable to take it out of the bitumen to further validate the relevance of the off-road mode.

But, there is a but…. The entry ticket to the Bonneville range starts at € 9,400 for the Street Twin, to € 11,000 for the Street Scrambler. With Triumph, of course, charm and authenticity come at a price.

Faced with the British, the lightweight Moto Guzzi V7s, starting at € 7,999, may seem less attractive and efficient. But Mandello’s Eagle has already planned a replica with its V9 Bobber and Roamer…. And on the Italian side, we must of course cite the current bestseller in the segment, the Ducati Scrambler, claiming € 8,590 in the Icon Rouge version. Modern cycle part and lightness characterize the Transalpine. And what about the newcomers, the Royal Enfield Continental GT and Interceptor, displayed 6.400 and 6.600. It is no longer the same range or the same performance, on the other hand ….

Efficient, charming, technological, reliable and remarkably built, the Triumph Bonneville 900 Street Twin and Street Scrambler will seduce those whom "imitations" or exoticism cannot bend. For them, to be or not to be a modern English classic is not a question. It is a requirement.

Highlights Street Twin

• Sleek aesthetics
• New engine availability
• Saddle comfort
• Accessible A2 license
• Precise and gentle selection
• Flattering sound
• Quality of finishes
• Overall dynamic efficiency

Weak points Street Twin

• No analog tachometer
• Dry rear suspensions
• Tires in the rain
• High price

Highlights Street Scrambler

• Elegant and strong aesthetic
• New engine availability
• Superior comfort than the Twin
• Accessible A2 license
• Quality tires
• Precise and gentle selection
• Quality of finishes
• Flattering sound
• Overall dynamic efficiency

Weak points Street Scrambler

• No analog tachometer
• Very high price and unjustified additional cost

The technical sheet of the Triumph Street Twin

The technical sheet of the Triumph Street Scrambler

Test conditions

• Itinerary: winding roads with variable surface, dry, wet, greasy and expressways
• Weather: rain, sun
• Motorcycle mileage: 220 km
• Problem encountered: RAS

Test equipment:

• AllOne Heritage Jacket
• Glove AllOne Wallis WP LT
• Jean Vanucci Armalith 2.0

Video – The comparative test of the Triumph Street Twin and Street Scrambler

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