Triumph's Street Scrambler made a splash when it hit the market a couple of years ago, and the factory rolled out a fresh, new generation for the 2019 model year. That's right; the “SS” brings more yummy-goodness to the table with an updated look to go with a whole passel of improved electronic features that turn this classic into a thoroughly modern ride. It isn't all about the visuals and hang-on gear either, the powerplant generates 18% more fun (or power, if you insist) for your riding enjoyment. Really, it would almost be easier to tell you what isn't new, but that's not why they feed me, so let's dig into this new Triumph and see if we can find a suitable competitor for it.

Triumph Street Scrambler Design

The factory claims to have made the new Street Scrambler look more modern, and I guess that's true as far as it goes, but if you ask me they just moved from the '60s into the '70s for the target era. Wire wheels get the party started right, and the rwu front forks and bellowed gaiters reinforced the dated visage. It's no accident that two out of three of those bits play right into real-world off-road capabilities. Even though it's geared more toward road than trail, it is still a scrambler and it pays its dues as the grand-daddy of all dual sports.

To prove my point, the redesigned front mudguard is set with enough clearance to work with dual-surface hoops. A single round headlight can leaves the front end clean and classy, as does the single round clock up top that contains and displays all the instrumentation through an analog speedo, LCD screen and indicator lights. The housing is updated with a new bezel and fresh details that come paired with a new dial face to give the instruments a bold new look. (Sorry Honda, gotta' borrow that from you.)

A 3.1-gallon gas tank hits a historical high note with a teardrop shape and an updated paint scheme that has Matte Khaki green over Aluminum Silver with a black border, Fusion White, and my favorite, Cranberry Red. Under it all runs a common blackout thread to channel the darkly custom underbelly of bike culture. The classic knee-pockets with black rubber kneepads could be torn from a history book.

An almost-flat bench seat runs with a slight rise to the interchangeable p-pad/luggage rack and a new “adventure-oriented” finish that sets it apart from the previous gen. Removable passenger footpegs make it easy to strip down for serious solo off-road work (no giggety), and the new stock bash plate lends its protection to the engine and frame for some real terrain-tackling capabilities. A high rear mudguard carries the LED taillight as well as the winkers and plateholder, but it's the shotgun exhaust that really sells the old-school panache, sells the old-school Laced rims strike a very offroad-tastic note, and you can go ahead and pencil me in as a fan.

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a rather nimble ride on the Street Scrambler that completely supports the powerplant and provides a bit of protection as well. Triumph stuck with the ferrous framework for a certain eagerness and flickability in the corners as well, and that brings with it a certain peace of mind and confidence that feels good when you're afield, off and away from the more civilized roads.

The Frame: for a mainly aesthetic change. Unfortunately, Swingarm:, so there's definitely some room for improvement. Out back, Front Suspension: float the rear end on the same 4.72 inches of travel as the front with Rear Suspension:.

Also Rake: up front that bites a single, 310 mm disc to provide the bulk of the stopping power. Out back, a twin-piston anchor and 255 mm disc does its bit with Trail: that casts its safety net under both ends of the bike. and note, and they mount a 100/90-19 and 150/70-17 hoop on the front and rear, respectively.

Sure, the stock tires reflect a blacktop bent, but you can peel them off in favor of some dual-surface hoops to turn the SS into something of a Jack-of-All ride, just as a proper scrambler via do. The steering geometry is indicative of tough-as-balls chain final drive with 25.6 degrees of rake and 4.29 inches of trail, so you can count on Engine:.

Triumph Street Scrambler Competitors

As much as the Street Scrambler has going on so far, the powerplant improvements still manage to steal the show. There's something inherently attractive about raw power, it's true, so the extra (roughly) 10-ponies are quite sexy, indeed. That brings the total power up to really, and since some of the internal components such as the crankshaft and balance shafts are lightened for the 2019 update, the redline was skooched up another half-a-grand to 7,500 rpm. Torque maxes out at a low 3,200 rpm with a 2-into-1-into-2 system with upswept, snub-nose mufflers for a more modern look, and that is plenty to launch the 447-pound (dry) Street Scrambler out of the hole with speed and quickness added liberally thereunto.

It has four-valve heads with lightweight SOHC actuation and designed to evoke images of flat-track performance. Ride-by-Wire throttle control works with the dual throttle bodies that feed the A tubular-steel Trellis frame, and that brings us to the engine-management magic that Triumph added to make a new first-in-class combination of tech.

First, you have a choice between usd front forks -- that let you dial in power delivery according to conditions. Next, a the obligatory spring-preload adjuster feature helps you keep from breaking the rear wheel loose on acceleration, and a Cast rims prevents excessive backtorque from breaking it loose when engine braking, so you've got protection coming juice going. corner-sensitive ABS keeps you in 803 cc in its L-Twin, Desmodromic powerplant and sends power to the rear wheel versus a I feel like the Triumph Street Scrambler is a little bit more bike for your buck..

Triumph Street Scrambler Pricing

MSRP on the Street Scrambler is $11kPricing has yet to be announced as of this writing; expect to see something on November 23. Last year's model rolled for $10,800, and I imagine the updates may elevate that price point by as much as a grand.

Triumph Street Scrambler Competitors

Ducati's own Scrambler line has gone from strength to strength lately with a host of additions and improvements over the last few years, so I decided to grab Duc's Full Throttle for my head-to-head this time.

Ducati Scrambler Full Throttle

In the looks department, the two aren't terribly different except in the small details, the strongest offset being found in the exhaust system. Trumpet runs a pair of dead-sexy shotgun pipes that really tie into past designs while the “FT” rocks a 2-into-1-into-2 system with upswept, snub-nose mufflers for a more modern look. I am a fan of the hugger over the FT's rear wheel, and the lack of a large subframe-mount mudguard, though I can't say it's better than the SS's arrangement. Both arrangements fit their respective bikes just fine.

The FT was designed to evoke images of flat-track performance, and to that end, I'd say job done. A tubular-steel Trellis frame supports the Duc with usd front forks that look tough but don't come with any more adjustments than its British counterpart, same as the rear with only the obligatory spring-preload adjuster across the board.

Cast rims round out the rolling chassis, and Duc boosts its braking juice with corner-sensitive ABS that is a sight safer than vanilla ABS systems like the SS runs. Seems as though the FT's anti-locks are non-switchable though, so that's a mitigating factor for Triumph as far as brake safety goes.

Ducati surrenders some ground in the displacement department with only 803 cc in its L-Twin, Desmodromic powerplant. While the optics are bad on that, the truth is that the power numbers are a trade off with 73-horsepower and 49 pound-feet of torque from the FT versus 64.1-ponies and 59-pounds o' grunt from the SS, so neither gain an advantage here.

Read our full review on the Ducati Scrambler Full Throttle.

He Said

“On paper, the two competitors are fairly close, and while I can't quite qualify my position, I feel like the Triumph Street Scrambler is a little bit more bike for your buck. It's definitely made for a more mature rider, it seems, and of course there's just no getting away from the charm of a British twin. It's not may favorite Bonneville-powered ride, but it's running a close third.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, “There's lots of new stuff this year. This is a significantly upgraded Bonneville engine: more power and torque, and higher revving. New Brembo brakes, riding modes, and switchable ABS and traction control....it's a really nice upgrade. How can you not have knobbies on this is beyond me. I think it's a very affordable bike with some very nice features that could make it your I just want to have fun bike.”

Triumph Street Scrambler Specifications

Further Reading

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