2017 Triumph Street Scrambler launch review

The Scrambler has always been my favourite model in Triumph's 'Modern Classics' range. Conceived as a derivative of the Bonneville and released in 2006, there was something funky about it – not necessarily as a function of sublime handling or a magnificent donk (or really anything, to be honest), but a real X factor that made it clearly bigger than the sum of its parts. The Bonnies and Thruxtons were more composed and stately, but it was the Scrambler all the way for me as it was much more enjoyable punting through corners – or should I say bouncing…

Triumph really made the Scrambler market its own for a while, but others caught on and before too long its bike was getting long in the tooth and was clearly in need of an upgrade. That's come alongside a complete overhaul of Triumph's Modern Classics range, which we have already sampled in large doses.

Doubling up
The launch fest continued in Queensland recently when we not only took the reins of the new Bonneville Bobber, but also the updated Scrambler as well.

The easiest way to describe the Street Scrambler, to use its official title, is that it's a derivative of the incredibly capable Street Twin but with some 'scramblery' changes such as the larger 19-inch front wheel (instead of 18), revised ergonomics (the rider pegs have been moved forward), a new frame, longer front and rear suspension, revised compression and rebound damping, higher ground clearance, high-mount single-sided silencers (that don't melt your textile pants like the old Scrambler), and a plastic bash plate (which is more about aesthetics than anything else). That last point is a pity, as an aluminium bash plate would be a welcome standard feature.

The ‘Bear Trap’ adventure-style front pegs also have removable rubber inserts and, continuing on that same theme, the Street Scrambler also has removable pillion pegs and hangers and there's an interchangeable pillion seat pad and aluminium rear rack as standard.

The suspension travel remains the same as the Street Twin (120mm), but compared to the outgoing Scrambler it's an improvement.

The seat height has been upped from 750mm to 790mm over the Street Twin, and the wheelbase increased from 1415mm to 1446mm alongside rangier rake and trail.

Same torque, lower reach
Gone is the serviceable 865cc engine of old, replaced with the 'High Torque' liquid-cooled 900cc ride-by-wire parallel-twin that in a revised Scrambler state of tune is good for 55hp (40.5kW) at 6000rpm and 80Nm at 2850rpm. That's the same power peak as the Street Twin but at 100rpm higher, while the torque is also the same but hits the summit 380rpm lower. It's really not worth comparing these figures from the old Scrambler, as the new bike is light years ahead – as it should be.

I like the engine configuration in the Street Scrambler. It feels a little zestier than the Street Twin thanks to the lower torque threshold, but that's splitting hairs as the fact remains it's a stellar powerplant any way you look at it.

Heading to the countryside
Just like the Bobber ride 24 hours earlier, winding roads would be ahead of us as well as the opportunity to take in some dirt roads, mountain trails and water crossings to really engage the Metzeler Tourance dual-purpose tyres.

Triumph Australia also brought along the old Scrambler for a back-to-back comparison.

It really didn't take me long to realise the Scrambler is still my favourite Modern Classic. It's more refined than ever – starting with the excellent torque-assist clutch – and it doesn’t feel anywhere near as bouncy, while retaining that 'play' element which has always made it such a standout.

The wide handlebar adds to the enjoyment factor, and the new suspension has all but eradicated the tendency of the old bike to wallow excessively, especially under heavy braking. A spin on the old bike only confirmed the giant strides that have been made in this area.

Speaking of brakes, the Street Scrambler's are the same as the Street Twin's (310mm disc on the front, 255mm on the rear, with Nissin calipers) while the anti-lock braking is switchable, as is the traction control.

The new ribbed seat, complete with contrast stitching and Triumph embossed logo, is also much more comfortable than the previous 'slab' version.

Getting dirty
The tarmac eventually gave way to the dirt and then a labyrinth of roads over a mountain range where we could explore or simply find spots to take some bespoke images. The Tourance tyres are okay on hard-pack terrain, but anything much sketchier than that and they drop away. Still, that meant it was even more fun when I switched off the traction control and started sliding the 206kg (dry) Scrambler around.

The bike takes in dirt roads and smoother fire trails with ease. The geometry changes from the Street Twin have clearly had an impact, not to mention the fact that it's 24kg lighter than the original Triumph Scrambler.

If you don't try to push the envelope off-road, which simply wouldn’t be compatible with the limited travel suspension and plastic bash plate, Scrambler owners should have no qualms about taking their steeds off the blacktop.

I stood up a few times, but if you want to do it on a regular basis you'll probably have to fit some bar risers. There are no bar risers in the Street Scrambler accessories catalogue  but there are about 150 other items to "bring more rugged off-road focus, performance and style" including adjustable rear piggyback Fox shocks, headlight grille, handlebar brace, Vance & Hines slip-on single-exit silencer, 'traditional' scrambler bench seat, heated grips, centrestand, auxiliary power socket and engine bars.

In conclusion
The Street Scrambler is priced at $15,990 plus on-roads in Jet Black and Khaki Green, and $16,100 plus on-roads for the Korosi Red and Frozen Silver livery.

The Street Scrambler is on sale now, and will soon attract opposition from the Ducati Scrambler Desert Sled which goes on sale in July 2017. And there are also bikes like the Moto Guzzi V7 Stornello ($17,800 ride away) and BMW Motorrad R nineT Scrambler ($18,750 plus on-roads) to consider.

> Related reading: 2017 new bike release calendar

It's a tough market, but Triumph is well in the hunt. The new Street Scrambler is an absolute beauty, and was always destined to be with the Street Twin used as a template. Triumph has managed to retain the Scrambler's inherent sense of fun while refining just about every part of the package – or at least the bits that really matter, such as performance, handling, comfort and braking. The new bike has been a long time coming, but it's a worthy successor on every level.

SPECS: 2017 TRIUMPH STREET SCRAMBLER
ENGINE
Type: Liquid-cooled, four-stroke SOHC, eight-valve in-line twin-cylinder
Capacity: 900cc
Bore x stroke: 84.6mm x 80.0mm
Compression ratio: 10.55:1
Engine management: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 54hp (40.5kW) at 6100rpm
Claimed maximum torque: 89Nm at 2850rpm

TRANSMISSION
Type: Five speed
Final drive: Chain
Clutch: Wet, multiplate

CHASSIS AND RUNNING GEAR
Frame: Tubular steel cradle
Front suspension: Kayaba 41mm non-adjustable forks, 120mm travel, ABS
Rear suspension: Kayaba twin shocks with adjustable preload, 120mm travel, ABS
Front brakes: 310mm disc with Nissin twin-piston caliper
Rear brake: 255mm disc with Nissin twin-piston caliper
Wheels: Wire spokes, 19 x 2.5 front, 17 x 4.25 rear
Tyres: Metzeler Tourance -- front 100/90-19, rear 150/70-17

DIMENSIONS AND CAPACITIES
Rake: 25.6 degrees
Trail: 109mm
Claimed dry weight: 206kg
Seat height: 790mm
Wheelbase: 1446mm
Fuel capacity: 12 litres
Claimed fuel consumption: 3.7lt/100km

OTHER STUFF
Price: $15,990 solid livery, $16,100 two-tone livery, plus on-roads
Colour: Jet black, khaki green or korosi red/frozen silver
Test bike supplied by: Triumph Australia
Warranty: 24 months, unlimited kilometres