Actors such as Marlon Brando, Steve McQueen and Lee Marvin rode Triumphs and starred in movies on them. Charlie Vincent, Bill Baird and Bud Ekins raced them to championships. But good looks and good performance were not enough to keep from Triumph from going out of business in the '70s - not to be revived for almost 20 years.
These days, Triumph is back making bikes that at least look as good as they did in their heyday, and the Triumph 900 Scrambler is the latest, and, I think, best example.
The retro look of these new models belies a host of modern improvements.
Swing a leg over the new Scrambler and fire it up and the first thing you'll appreciate is the odious kick-starter has been replaced by a modern electric one. A 650-cubic-centimeter pushrod engine, dating from 1939, powered most original Triumphs; it was fast for its day - holding the world motorcycling speed record from 1955 to 1970.
But it has been replaced by a thoroughly modern mill, displaced at 865 cc, with dual overhead camshafts and four valves in each of its two cylinders. The engine is still carbureted, not fuel-injected, so it needs a bit of choke and a minute or so to warm up. It's rated at just 47 horsepower, but a flat torque curve and a smooth five-speed transmission make for a very easy-to-ride bike. And its fuel mileage can flirt with 50 miles per gallon.
The rider sits upright, in a "standard" position, on a hard, retro-style banana seat. The seat is still as uncomfortable as it ever was. Early Triumph exhausts were infamous for scorching the boots and inseams of riders and passengers; this Scrambler's straight exhausts are heat-shielded, but still inconveniently placed.
Connoisseurs can adjust the handlebars - up for better off-road control, down for street use. The standard Bridgestone Trail Wing tires are made for on- and off-road use. So it is still possible, though not recommended, to go ripping off through a freshly plowed field.
The improved suspension would give you a better chance of making it to the other side upright, because it has been raised a couple of inches for more ground clearance. The twin Kayaba shock absorbers also will soak up 4.1 inches of suspension travel. If you drop the bike, however, know that you'll need to manhandle almost 500 pounds of machinery; that's actually 15 percent to 20 percent heavier than vintage versions.
Even without a windshield, the Scrambler was surprisingly easy to ride at freeway speeds - a welcome surprise. Of the few accessories currently available for this no-frills bike, there's an interesting package including a skidplate, solo seat, headlight guard and a "278" number plate that makes it a look-alike to McQueen's famed 1964 trials racer.
When Triumph introduced the 900 Scrambler, skeptics wondered if many people would be enticed by a bike that was more of a styling exercise than a true dual-sport. The market's answer came quickly: This year's production run is well on its way to being sold out.
SIDEBAR: SPECS BOX
2006 Triumph 900 Scrambler
Engine: 865-cc air-cooled, 4-stroke, parallel twin, with twin carburetors
Horsepower: 54 at 7,000 rpm
Torque: 51 foot-pounds at 5,000 rpm
Transmission: 5-speed
Length: 87.1 inches
Seat Height: 32.5 inches
Wheelbase: 59.1 inches
Dry Weight: 451 pounds
Suspension: front, 41-mm telescoping forks; rear, twin shocks with adjustable preload
Brakes: front, single hydraulic disc; rear, single hydraulic disc
Tires: front, 100/90-19; rear, 130/80-17
Fuel tank capacity: 4.38 gallons
MSRP: $7,999
Jerry Garrett is a freelance motorjournalist and contributing editor to Car and Driver.
© Copley News Service
