Triumph Scrambler: Carbs versus EFI

BOUQUETS
Laid-back riding pleasure
A real eye-catcher
Ya gotta love a twin

BRICKBATS
'Two keys' issue
Back brake bite

Triumph added the Scrambler version to its Bonneville retro line-up in 2006. The chromed piggy-back high pipes combined with the 'knobby' tyres and the small 'Trophy'-style headlight to make the Scrambler a very distinctive member of the Triumph twins tribe.

More or less unchanged since its introduction, the Scrambler has come to the attention of the Triumph design team for a few tweaks for 2010.

Gone are the red/white and blue/white paint options - the new version comes in gloss black or matt khaki. Gone also is the twin-carb version of the trusty 865cc 270-degree crank air-cooled twin-cylinder powerplant. Finally the Scrambler gets the fuel-injected version of the engine. It's the last of the retro Triumph twins to pick up the new fuelling system.

At first glance you still see a pair of carburetors; the reality is that it's a fuel-injection system concealed in carby body shells. A nice touch for retro-style bikes.

We were fortunate to be able to arrange with Triumph Australia to do a back-to-back comparo to gauge how the new engine performs.

IT'S A DIFFERENT LOOK
The last carby version of the Scrambler on Triumph's test fleet was first off the rank. It was a tornado red and white example - a lovely looking machine to refresh our memories on.

The new injected bike came with the gloss black paint job - the black paint and the acres of chrome are a powerful visual combination.

They say if you can remember the 60s you weren't there. Be that as it may, I can remember the bikes with some clarity. And the colourful two-tone paint jobs on the superseded carby version are pure 60s.

The new injected kid on the block is something else. Especially in gloss black. It's a very 'now' look, a very urbane look - a perfect fit with all those black German cars with heavy window tint that litter the streetscapes of our café strips and beachfront boulevards.

The matt khaki version strikes a different note. Think Great Escape. Think Steve McQueen…

Incidentally, Triumph has some great new apparel including some very Steve McQueen stuff. There's even a khaki jacket bearing his moniker. Just right for the khaki Scrambler.

WHAT ABOUT THE MACHINERY?
The move from carburettors to injection is the only mechanical specification change on the new model.

A couple of changes have occurred, however, during the life of the carby version: The original front brake disc was a very plain slab of steel with simple slotting. It was replaced by a more attractive unit with complex slotting designed to better counter heat-induced distortion during demon braking episodes. A revised rear wheel hub was also introduced.

When you compare the factory-provided power and torque figures for the original Scrambler with those for the new injected version you see that there has been a subtle change in performance rather than a real identity change.

With 43kW max at 6800rpm, the new engine is about four horses better in the old money compared with the earlier engine's 40kw peak at 7000rpm. Peak power coming in at lower revs points to the injected engine having a flatter torque curve.

This is also borne out by the fact that new engine's torque tops out at lower revs. According to the factory makes at least 90 per cent of max torque from 2500rpm. So the new Scrambler promises improved engine flexibility in the low to mid-rev range and a slight boost at the top end.  

ON THE ROAD
When you climb aboard a Scrambler it welcomes you with an ergonomic package that is perfect for commuting and relaxed riding in general. It's even good for a bit of soft off-roading.

It's a skinny bike that feels 25kg lighter than its actual 205kg dry weight. While on paper the 825mm seat height could be an issue with shorter riders, the shape of the seat helps counteract the height figure.

The wide 'bars, upright rider posture, effective mirrors and amply strong brakes are real confidence builders allowing you to glide through the urban slalom-course safely and happily.

The traditional Triumph tank is a thing of beauty with its slender, almost organic shape. And when you grip the rubber tank pads between your knees you really feel at one with the machine.

Let's talk keys for a moment. Yes, there are two - one for the ignition lock on the left near the bottom triple clamp and another for the steering lock on the right of the steering head. As a minimal improvement how about a single key, Mr Triumph? Even better would be a conventional combined lock on the top triple clamp. The convenience factor would outweigh the small loss of 'retro-authenticity'.

On the road the bike feels light and responsive. With less than 60 horsepower on tap the Scrambler isn't a hard charger. That doesn't mean it can't be ridden briskly to good effect.

Getting rear-spring preload right for your weight is quite important if you're going to push it through the twisties. With that done the bike is a joy to ride with a nice balance between power, braking and handling. There's good cornering clearance and the Bridgestone Trail Wing shallow 'knobbies' look right for the bike while delivering enough grip for the Scrambler's needs. They're not bad off-road either - a couple of gravel road stints on the Scrambler made for enjoyable riding. They kick up a bit of noise on bitumen though, in that lug-tread 4x4 way.

The single front disc has adequate power to deal with the Scrambler's performance. And it's progressive. The back brake is a bit too inclined to lock up under hard braking. But you soon adjust your technique.

If you don't mind the naked-bike breeze, the Scrambler's not a bad tourer, offering the added benefit of being able to explore some unsealed side roads without stress.

We did a couple of two-up day trips (150-160km each way) that were comfortable for rider and passenger. With two on board plus a sizable back pack we found the limits of the rear suspension, though. Even on max preload, undulations in fast sweepers produced some bottoming and the rebound damping was struggling to settle things down.

ALL IN ALL
The Scrambler is such a rider-friendly machine. It's comfortable, undemanding and versatile. It delivers laid-back two-wheel riding pleasure in huge helpings.

It provides the looks and feel of motorcycles from a calmer era, while comfortably outperforming them. And clearly today's approach to design and manufacturing guarantees efficiency and reliability beyond anything imaginable in the 60s.

The ease of riding and its inherent stability and safety mark it as another of those bikes that would be on the LAMS (learner approved) list, were it not for the fixation on capacity limits by those who regulate us. The quality of finish is excellent.

I found the universal enthusiasm for the Scrambler's looks to be interesting. These are bikes that prompt people to come over for a chat when you pull up. And come they did…

The oldest, a man in his 70s said, "If I were 20 years younger, I'd be seriously thinking about one."
The youngest, the teenage son of a bike journo, who sees all the brightest and best bikes in the family driveway, said, "That's the best looking bike I've seen."

Visit the Scrambler in Bike Showroom.

On the road the fuelling on the injected engine is excellent. There's no surging or 'on/off' lurching that some injected engines display as you ease through traffic.

Part-throttle acceleration from low revs into the mid-range is sharper and a bit stronger and the power delivery is a bit smoother.

In terms of full throttle, outright performance (max acceleration from 0 -150km/h - I ran out of room at that point on my test track), the two bikes were neck and neck despite the theoretical slight peak power difference.

We can be precise about fuel consumption. I took the two in turn around MT's 100km commuter fuel loop in equivalent conditions. The carby engine produced a satisfactory 20.04km/lt (4.99lt/100km).

The injection system's efficiency topped that with 21.58km/lt (4.63lt/100km).

In summary fuel-injection makes for a Scrambler that's happier during warm up, a bit smoother and stronger through traffic and more economical.

TRANSMISSION
Type: Five-speed, constant-mesh
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel cradle
Front suspension: 41mm Kayaba fork, non-adjustable
Rear suspension: Preload-adjustable Kayaba twin shocks
Front brake: Single 310mm disc with two-piston floating Nissin caliper
Rear brake: Single 255mm disc with two-piston floating Nissin caliper

DIMENSIONS AND CAPACITIES
Dry weight: 205kg
Seat height: 825mm
Fuel capacity: 16 litres

PERFORMANCE
Max power: 58hp (43kW) at 6800rpm
Max torque: 68Nm at 4750rpm

OTHER STUFF
Price: $12,490
Test bike supplied by: Triumph Australia (www.triumphmotorcycles.com.au)
Warranty: 24 months, unlimited kilometres