Triumph updates the 900cc Street Scrambler Engine for 2022 (now Euro 5 compliant) and introduces a limited edition Sandstorm version.
Here is the press release from Triumph, along with two videos at the end of this article.
NEW 2021 Street Scrambler and
STREET SCRAMBLER sandstorm Limited Edition
With all the Street Scrambler’s custom style, thrilling performance, comfortable easy handling, and high specification equipment, the new 2021 Street Scrambler is beautifully evolved with a Euro 5 engine update delivering lower emissions, and more premium custom style and detailing. Alongside this comes a new and exclusive Street Scrambler Sandstorm limited edition with even more rugged Scrambler detailing, a host of premium Scrambler accessories fitted as standard and a unique Sandstorm paint scheme.
Thrilling torque-rich Bonneville performance
- Impressive torque delivery with peak torque of 80Nm at a low 3,250rpm
- Strong peak power of 65PS at 7,250rpm
- Unmistakeable sound of a British twin from the distinctive high-level exhaust
- A2 licence compliant via a dealer-fit accessory kit
More premium custom style and detailing
High specification equipment and advanced rider-focused technology
- High specification Brembo front brake and cartridge forks
- Dynamic Scrambler ergonomics and handling with wide handlebars and 19” front wheel
- Dual purpose Metzeler Tourance tyres
- Accessible low 790mm seat height
- Three riding modes (Road, Rain and Off-Road)
- Switchable ABS and switchable traction control
- Torque-assist clutch, distinctive LED rear light, USB charger and immobiliser
Built to personalise with 120 genuine Triumph accessories
- Accessories for even more rugged off-road focus, style, everyday usability and luggage
- All accessories engineered alongside the bike and tested to the same quality standards
NEW Street Scrambler Sandstorm Edition
Reintroduced to the Triumph line up in 2006, the Scrambler very quickly became the genesis of a whole new sub-category. In 2017, the Street Scrambler added a unique contemporary style, conquering the hearts of many riders, journalists and bloggers thanks to its fun and accessible urban scrambler character.
Updated Euro 5 High Torque Bonneville engine
The new 2021 Street Scrambler is powered by the 900cc high-torque Bonneville twin cylinder engine, now updated to be fully compliant with the latest Euro 5 regulations. The liquid-cooled powerplant retains all of its 65PS peak power, distinctive Scrambler character and incredible responsiveness and now delivers lower emissions, exceeding Euro 5 requirements, and with superb fuel efficiency. It also delivers incredible torque from low down, right through the rev range for strong responsiveness and acceleration, with 80Nm peak torque at a low 3,250rpm. The unmistakeable sound of the iconic British twin comes courtesy of the Street Scrambler’s signature high-level twin exhaust system with brushed stainless-steel silencers, giving a unique exhaust note that matches its distinctive character.
A high first major service interval of 10,000 miles (16,000km) ensures a low cost of ownership, while the dealer-fit accessory A2 kit makes the Street Scrambler more easily accessible to all riders. The A2 licence kit includes and APS twist grip and A2-specific engine tune, which can easily be reversed by the dealer once the owner has achieved their full licence.
More premium custom style and detailing
The new 2021 Street Scrambler delivers the unmistakeable scrambler style and silhouette, born from the original Triumph Scramblers which started the entire desert racing scene in the 1960s. Maintaining that authentic character and timeless DNA, the Street Scrambler features distinctive wide-spaced forks, high level twin exhaust, minimal bodywork, wide handlebars and wire spoked wheels with black hubs and rims.
For the new 2021 generation, additional premium touches and details have been added including the new aluminium number board with embossed Street Scrambler logo, incorporated into the new side panel. The throttle body finishers, heel guards and headlight brackets, all of which feature a brushed aluminium finish, are also new for this latest generation of the Street Scrambler, as well as the new leather and textile inspired seat covering.
Additional Scrambler-defining details include the high grip ‘bear trap’ adventure style foot pegs, the elegantly shaped tank with lockable cap and the minimal front mudguard. As with all the bikes in Triumph’s Modern Classic family, the Street Scrambler’s black coated engine features the signature-shaped Bonneville engine covers with their Triumph makers-mark badge, complimented by a finned head and header clamps.
The 2021 Street Scrambler is available in 3 premium paint schemes: the classic Jet Black, a new contemporary Urban Grey or the new twin colour Matt Khaki and Matt Ironstone scheme, featuring distinctive new tank graphics.
Premium specification & equipment for enhanced rideability
The Street Scrambler’s dedicated chassis set-up delivers its commanding riding position with unique frame, wide aluminium handlebars and mid-position foot pegs – a combination that inspires confidence and gives great visibility in traffic. Excellent stopping power, with great bite and feel, is provided by the high specification Brembo 4-piston front brake caliper.
With 120mm of front and rear wheel travel, the high specification 41mm cartridge forks and preload adjustable twin shocks enable the rider to feel confident and comfortable on longer journeys, or when tackling light off-road surfaces. The long-travel forks are finished with traditional rubber gaiters while the rear suspension features grey springs and black shrouds, adding to the bike’s iconic Scrambler style.
The Street Scrambler’s 19” front and 17” rear blacked-out wire-spoked wheels are equipped with dual purpose Metzeler Tourance tyres for great grip, durability and precise handling in all conditions. The low 790mm seat height adds to the confident feel and is complimented by a narrow stand-over width, enabling riders to comfortably reach the ground when stationary, making this model extremely accessible, easy to manoeuvre and fun for every type of rider.
Advanced rider-focused technology
The new 2021 Street Scrambler maintains all of its high level of advanced rider-focused technology, ensuring the best riding experience while maximising safety and control. Switchable ABS and switchable traction control are fitted as standard, optimising torque delivery when traction is compromised. Three riding modes (Rain, Road and Off-Road), enabled via the ride-by-wire technology, which adjust the throttle map and traction control settings to suit riding conditions or rider preference, ensuring optimum performance in wet or dry conditions. The Off-Road mode turns the ABS and traction control off, enabling the rider to have complete control over the rear wheel when on loose surfaces.
A torque-assist clutch for light and easy operation is also fitted as standard, which represents a particular advantage when riding in heavy traffic or when enjoying light off-road riding, making the bike easier to rider for longer. The clocks feature an analogue speedometer and a digital menu system, which is easily accessed via intuitive handlebar mounted buttons. The under-seat USB charger, key-fob-incorporated immobiliser and the compact, power-efficient and elegant LED rear light complete the high specification technology package.
Built to personalise with 120 genuine Triumph accessories
As with all Triumph Modern Classics, the new 2021 Street Scrambler is built to personalise, with a huge range of 120 genuine Triumph accessories for additional protection, comfort, off-road style, enhanced capability and security. These include a range of rugged and durable luggage options, plus accessories for greater everyday usability, like heated grips, centre stand, short and tall screens, adjustable levers and engine protectors. Accessories for additional off-road focus include the high-level front mudguard, headlight grille, stainless steel sump guard, and adjustable piggyback Fox rear shocks, while the traditional Scrambler style bench seat and machined handlebar clamp add even more premium custom style.
All genuine Triumph accessories have been designed and engineered alongside the bike for perfect integration and are tested to the same exacting quality standards. They all come with a two-year unlimited mileage warranty.
NEW 2021 STREET SCRAMBLER SANDSTORM LIMITED EDITION
The unique and stylish new 2021 Street Scrambler Sandstorm limited edition celebrates the timeless bloodline of Triumph Scrambler desert rides from El Mirage to the Mojave, to Barstow and the legendary Baja Peninsula. It takes the latest generation Street Scrambler, which is updated for 2021, and adds a unique and contemporary Sandstorm Edition paint scheme and even more rugged style and detailing, with a host of premium accessories fitted as standard.
The custom Sandstorm paint scheme incorporates Matt Storm Grey and Ironstone accents on the tank in a unique new tri-tone style, plus a Matt Storm Grey factory-fitted high-level front mudguard. Adding to the contemporary urban scrambler style, the Sandstorm limited edition features the premium Triumph accessory tail tidy as standard, incorporating a compact LED tail light and number plate light (market restrictions may apply), plus a heavy-duty aluminium sump guard, a stylish headlight grille with subtle Triumph branding and protective rubber knee pads on the tank. All of these are factory-fitted accessories that come as standard only on the Sandstorm limited edition.
Only 775 of the Street Scrambler Sandstorm limited edition will be produced worldwide and, adding even more exclusivity, each will come with a unique personalised certificate of authenticity stating the bike’s VIN number.
The Sandstorm edition of course also benefits from the same upgrades and enhancements that have been introduced on the standard Street Scrambler for 2021, including the Euro 5 update to the thrilling torque-rich Bonneville engine, and the new premium custom styling details.
SPECIFICATIONS
| ENGINE | |
| Type | Liquid cooled, 8 valve, SOHC, 270° crank angle parallel twin |
| Capacity | 900 cc |
| Bore | 84.6 mm |
| Stroke | 80 mm |
| Compression | 11.0:1 |
| Maximum Power | 65 PS / 64.1 bhp (47.8 kW) @ 7250 rpm |
| Maximum Torque | 80 Nm @ 3250 rpm |
| Fuel System | Multipoint sequential electronic fuel injection |
| Exhaust | Brushed stainless steel 2 into 2 exhaust system with twin high-level brushed stainless-steel silencers |
| Final Drive | O ring chain |
| Clutch | Wet, multi-plate torque assist clutch |
| Gearbox | 5 speed |
| CHASSIS | |
| Frame | Tubular steel, with twin cradles |
| Swingarm | Twin-sided steel fabrication |
| Front Wheel | Spoked steel rims, 19’’ x 2.5’’ |
| Rear Wheel | Spoked steel rims, 17’’ x 4.25’’ |
| Front Tyre | 100/90-19 Metzeler Tourance |
| Rear Tyre | 150/70 R17 Metzeler Tourance |
| Front Suspension | Ø 41mm forks with cartridge damping. 120mm travel |
| Rear Suspension | Twin shocks with adjustable preload. 120mm rear wheel travel |
| Front Brakes | Single Ø310mm floating disc, Brembo 4-piston fixed axial caliper, ABS |
| Rear Brakes | Single Ø255mm disc, Nissin 2-piston floating caliper, ABS |
| Instruments | Analogue speedometer with LCD multi-functional display |
| DIMENSIONS & WEIGHTS | |
| Length | 2125 mm |
| Width (Handlebars) | 835 mm |
| Height Without Mirrors | 1180 mm |
| Seat Height | 790 mm |
| Wheelbase | 1445 mm |
| Rake | 25.6 ° |
| Trail | 109 mm |
| Wet weight | 223 kg |
| Fuel Tank Capacity | 12 litres |
| FUEL CONSUMPTION | |
| Fuel Consumption | 4.3 litres / 100 km |
| CO2 Figures | 99 g/km |
| Standard | EURO 5 CO2 emissions and fuel consumption data are measured according to regulation 168/2013/EC. Figures for fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results. |
| SERVICE | |
| Service interval | 10,000 miles (16,000km)/12 months |
I can’t help but think of the video some moto mag made with the Triumph and Ducati scramblers. They took them off road for one ride and had trouble with the exhaust systems on both bikes. The Triumph exhaust wanted to fall off and the Ducati was hampered by the fact that the lowest thing under the center of the bike is a spring on the exhaust system.
Here we are years later. Triumph has restyled the exhaust somewhat. Perhaps they beefed up the mounts a bit. I don’t know. The last time I looked at the Ducati I noticed that the location of the spring had not changed.
For my part, the Triumph exhaust system has always looked like something that some kid tacked on thinking he was doing the bike a favor.
Regarding the stock exhaust. Around 2012 I tried to get a lighter exhaust system for my 2008 Scrambler. Researched EVERY aftermarket system available in America and Europe, even China, and found that EVERY one had an engineering omission of practical function. Restricted accessibility, weak support, gross stick out from the frame, etc. etc. Then decided to make my own.
One riding season later with no riding, and a lot of beautiful pipe on the floor, had to give up.
The stock motorcycle manufacturer exhaust tucked in and allowed access to everything the best of all the aftermarket stuff, and my designs. It was also strongly supported and never loosened up or fell off, street or dirt.
Dyno rejetted the carbs and debaffled the muffs for a 5 hp , and 3 ft/lb increase, and was satisfied with the sound too. Still heavy but still attached.
My 09 air cooled 360 crank tubeless tires heavy clutch no ABS mild engined stiff suspension S.E.Bonneville has been a perfect example of what a motorcycle should be..Oil Brakes Batteries and tires are the only things I have needed over the 12 years I have had it..In my advancing years I am feeling the weight a bit so I added a Honda CB500x to the stable..I will never part with the Bonneville. Best of luck with the Scrambler..Triumph has been very good to me…
Same here. My grandkids will fight over my ’03 T100 when I’m gone. Just got back from a 4 day 1400+ mile road trip which included the Natchez Trace. The little 500x performed brilliantly.
I owned a couple Triumph 650s back in the day and they sure didn’t weigh anywhere near 500 lbs. with gas.
Kinda have a soft spot for Honda scramblers. And I like this bike. For the most part. But tracing its bloodline to the early 60’s? Really? Maybe mid 2000’s. I’ve toyed with getting one but I thought the price was a bit much. Right now I’m really digging the Fantic 500 Caballero. Too bad it’s not sold here.
Actually, I remember Triumph & Norton scramblers back in the 60’s.
At least they call it a street scrambler, could not see taking this lard very far off the beaten path.
Meh
This Triumph weighs a lot for a Scrambler, but who is really going to off-road this thing? While the extra weight does nothing for performance, it does provide for a better road ride and is less likely to get blown around in the wind. I think it will sell to those hoping to project an image of toughness at the local coffee joint.
I bought mine in 2008 because, it was affordable new at about $8000, fit me at 6 foot 2 and 34 inch inseam, had a PERFECTLY natural ergo like the old days, would crack 100mph, had a flat seat to slide back on or carry a milk crate, and could go down any dirt road I discovered while I was going somewhere. Not perfect out of the box but I farkled it to perfect easily.
All that still applies except for the price and additional complexity of water cooling and FI. By now should be a 6 speed, but gearing a little taller worked wonders by shifting the torque peak vs speed to where holding it in 4th to 90mph, then shifting to 5th gave a surprising jolt of forward thrust.
I did have to dyno rejet and de baffle the last two baffles.
I would have thought the same thing. Then I read Cycle World’s test of the outgoing 2020 Triumph 1200cc Scrambler, which made their 2020 10 Best List (forgot the class.) Their tester is shown riding the 1200 well off-road, and he called it something like the best-handling dual sport, period! WTH? Weird, no?
And Triumph’s 1200cc street model also made the 10 Best List! (Open class standard IIRC.) There’s no dogs on CW’s 10 Best List.
I’d love to ride Triumph’s 2021 1200 Scrambler and Standard. The 1200 standard has the 1200 Thruxton’s frame, which is apparently a winner. After perusing the videos, Hinkley’s finish quality seems to rival any brand including Big Red.
No idea which Scrambler I’d prefer. I’m tall and heavy, possibly favoring the one with the most torque…maybe the R NineT?
Frankly, after seeing the bikes on the CW list, today may be the golden age for motorcycle performance, quality and selection. Sure prices are high, but wow, the value seems apparent. A Gold Wing is costly, but the thing looks to rival a Bugatti among caged vehicles. What’s a nice Bugatti cost, a half mil?
I saw Nick Cage’s Bugatti Veyron up close; wow what a stunner.
The paint choices on these are gawd awful. So are the black rims. Makes the RE 650 look like a rock star.
Nah.
“Thrilling torque-rich Bonneville performance”.
Can one be “torque-rich” but horsepower-poor?
I know that I am.
Yes. Torque-rich and horsepower-poor means there will be very little acceleration and abysmal top end. I occasionally bring up bicycles: lots of torque at the crank, 100-130+ lb-ft but maybe 1/4 horsepower. Not going anywhere fast.
Like I’ve always said… torque makes you go…horsepower makes you go fast
My hope is, with the bicycle illustration, people will start to understand that, without horsepower, all the torque in the world will not make you go anywhere.
Torque credit and debit make the world go round.
I like scramblers, my first street bike was a Honda CL125 scrambler. The one thing that continues to bother me about Triumph scramblers is the huge ugly exahuste. I realize that to be compliant is likely a big reason they look as they do, but still, butt ugly.
I’m underwhelmed. Another overweight, underpowered and most likely overpriced offering from Triumph.
Are those ‘tubeless’ spoked tires?
no…tubed.
you have to up the ante to the 1200xe/xc
Well I suppose if you never get a flat…
Motorcycles that look like motorcycles, built for motorcyclists. Triumph is doing it right and I wish them even greater success. I love my ’08 Bonneville too much to move on, but these look like great machines.
Clearly Triumph measures the quality of their press releases by weighing them.
LOL
I’m not in the market, so my opinion may not mean much, but I really like this bike. It looks like it would be fun to ride, and easy to live with. A very competent real-world motorcycle, for street, highway, and light off-roading. To me “off-road” means no pavement. Dirt roads, easy forest trails, etc. No interest in seeing how far off in the wilderness I can get lost or crash the bike.
I have no real problems with “adventure bikes”, but I think I’d rather take my adventures on something like the Street Scrambler.
It’s a good start. It would e nice if they weren’t so visually chunky. A scrambler is supposed to look lithe and svelte, not thick and chunky. The front forks need to be extended a little for less forward rake and possibly a 21” rim. 64.1 hp is fine, if it’s less than 400 pounds wet.
DRY weight 447 lbs, wet 491
492 # wet
Something about the visual bothered me and I think you nailed it. Simultaneously attractive for some classic visual cues and repulsed by the obvious mass penalty. Cosmetically the original Trophy TR6 exudes pent-up energy like a wild cat ready to spring, almost like a bicycle with a big motor slapped in it (my coworker Mike Goote owned one.)
https://www.classic-british-motorcycles.com/triumph-trophy.html
I get that safety, emissions, and longevity concerns increase weight vs. the originals. These new bikes look like they’ll easily run 150k miles on the original motor with moderate care while the originals would be a basket case at half that mark.
But if the extra weight is inevitable, then don’t insult us with 64/59 hp/ft-lbs on a 900 twin! Sorry, that’s an unacceptable hp per liter spec for 2021, even for a “scrambler” with curb weight just shy of 500#.
65 hp seems kind of weak. I thought the Bonneville motors made more like 85 hp.
Seems kind of weak? Clearly you didn’t read through the press release that specifies “Strong peak power of 65PS at 7,250rpm.” Not “weak peak power,” Mickey – “STRONG!”
I think it is the 1200 cc version that is putting out the 85+ hp. This is the wee 900.
As a 2007 865cc Scrambler owner for 10 years, YAWN. Still too heavy, dull paint for image conscious posers and unearthly expensive. No tach ?
Where is the 15 year later engineering improvement ? Water and injection are just more to malfunction.
I wish bloody well that the Brits would also list capacities, sizes, gallons, etc. also in lbs. and inches for us Yanks. Although metric is ok for some things, and yes, I know we could convert them ourselves, but it would be easier for the consumer to not have to do all the conversions. JMHO 🙂
That Sandstorm model is just ugly.
Kind of looks like a brick with wheels. It probably looks better in person, but the pictures make the bike look as though it tried to squeeze into pants that were two sizes too small.
That said, I usually really like the scrambler and street tracker look because of the minimalism of the designs. This one just isn’t working for me for some reason.
Perhaps a little unfair; it’s certainly a very compact, no-nonsense design. The duck-egg blue tank is a bit weird though, and the split-level front guard on the Sand Storm looks like a try for a beak. I wouldn’t swap my Morini Scrambler 1200 for one of these though!
Nick, UK
Not trying to be fair or unfair, just stating my opinion. Compact and no-nonsense is typically what is appealing about this genre. To me though, it looks like they have compacted too much nonsense into the frame cradle. It creates a visual anchor that prevents the design from flowing.
In the mid-century Triumph was one of the most exciting motorcycle companies on the planet. 50 years after being run out of business from the Japanese manufacturers, Triumph is now one of most exciting motorcycle companies on the planet. These guys seem to do nothing wrong. They’ve got the popular categories of the business nailed offering leading-edge products and great customer support. Where many manufacturers update their line up with Bold New Graphics year over year, Triumph takes input from their customers and actually makes incremental changes.
Thank-you Dirck! Something technical to get our teeth into.
Nick
I like the green one, not so much the grey/blue? one.
Big street scramblers were a thing when I was growing up and started riding. Triumph & BSA 650’s and to an extent Hondas with their 305, 350 and 450 scramblers. Kinda miss that genre.
Of course ADV bikes have kind of stolen that market it seems.
Hope Triumph sells a boat load of them.