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Motorcycle News, News

Triumph Street Scrambler at attractive price

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Sad to say our attractive 2018 model Triumph Street Scrambler has done its duty and is being offered for sale at an equally attractive price.

It comes with more than $3000 worth of extras, has 17,000km on the odometer and is being offered at just $14,200, compared with $16,100 (+ORC) just a year ago.

We can even leave the “Motorbike Writer” stickers on, if you like!Triumph Street Scrambler video stream attractive

It’s been a wonderful machine, able to take on poor conditioned roads, roadworks and the urban jungle with ease.

I had to own the Street Scrambler ever since I reviewed it when it was released in 2017.

However, I like to change bikes every year or so to avoid boring you guys with the same motorcycle in our social media posts and website articles.

So it’s now up for sale. I can be contacted anytime on 0400 366620 for haggling or click here to send me an email.Dynamoto Motorcycle Stand attractive

Original Triumph accessories include:

  • Vance & Hines pipe: $1599.95
  • Pannier and rack: $364
  • Bar-end mirrors: $175
  • Engine protection bars: $199
  • Brown seat: $490
  • Grips: $50
  • Headlight grille: $94.95
  • Number board: $54.95
  • Padded brown bar brace: $95

Apart from its scheduled 1000km and 10,000km services, the only work it has needed was a new set of Pirelli Scorpion Trail II tyres a couple of months ago.

They still have plenty of rubber left and make the bike steer sharper, grip further out to the edge and provide good longitudinal grip on loose gravel or wet roads.

Long-term reviewRoad names motorcycles Triumph Street Scrambler attractive

Here is some of our original review together with additions to make it a long-term review:

The 900cc engine has exactly the right balance of power you need when negotiating difficult conditions such as slippery roads.

Thanks to a responsive, but not overly sensitive ride-by-wire throttle, the rider always feels in control.

Road names motorcycles Triumph Street Scrambler attractive
Welcome to Hell Hole Creek Rd!

The traction control works well to provide just a little bit of slip before smoothly cutting power and saving your bacon.

With traction control off, you can control power slides on dirt nicely thanks to the feel and feedback in the throttle. There is no sudden snatch and loss of traction.

There is also a smooth transition from idle to power on the throttle which makes a breeze of urban manoeuvring and tight, feet-up u-turns.

Coupled with one of the lightest clutches I’ve ever experienced and precise five-speed transmission, the Scrambler is a delight to use in heavy traffic.

First gear is a bit tall, but then the gears are spaced out up to fifth which sits comfortably at 3300 revs at highway speeds.

action attractive

That’s just above peak torque, so overtaking is simply a matter of winding on more throttle without having to changed down cogs.

You may only feel the need to search for the absent sixth gear if riding a European autobahn.

The standard mufflers on the first test bike I tried purred like a kitten.

However, the Vance & Hines provide a delicious growl that is purr-fectly legal. The compliance plate is underneath, in case the cops ask!

Economical

Road names motorcycles Triumph Street Scrambler stalling attractive

One of the biggest surprises about the powertrain has been its economy.

It sits pretty consistently around 3.8L/100km which exactly matches the claimed figure.

Around town, I have even got it as low as a remarkable 3.4L/100km. 

Even with a smaller 12-litre tank, range is close to 300km with the fuel light coming on about 230/240km.

The Street Scrambler not only goes well, but stops strongly with a single 310mm disc up front.

Its ABS is non-intrusive and is even very effective on dirt and wet roads.

Dead-end routes motorcycles Street Scrambler attractive
Stunning bike, stunning scenery!

Features

The switchgear is excellent quality and the instruments have a comprehensive range of information available: Odo, two trips, average and instant economy, range and clock.

At night, the instruments look very attractive with a clear, pale blue light.Triumph Street Scrambler attractive

The original two-piece seat has a comfortable suede-look covering that is surprisingly easy to keep clean.

I sent the rider’s seat off to John Moorhouse at Ergo Seats to give it some extra stuffing so it’s now even more comfortable.

I usually ride with the solo seat and the original aluminium rack on the back.

In Queensland, you can also remove the pillion pegs and register it as a solo bike to halve your annual rego fee. I kept the rego as two-up.

When I want to look really cool or take part in the Distinguished Gentleman’s Ride, I attach the brown one-piece seat. attractive seat street scrambler

The single waxed-cotton pannier is attractive and weatherproof.

It will hold the daily groceries and enough luggage for a few days away if you pack light, like me.attractive seat street scrambler

Handling

Suspension on the Street Scrambler is on the firm-but-fair side.

Yet the forks and twin shocks have enough give to iron out corrugations and keep the wheels on the ground to prevent fork chatter.

The firm rear shocks prevent loss of traction under acceleration or braking and prevent bottoming out on big hits or two up.

Despite the 19-inch front wheel, this bike steers fairly quickly. Even better now with the Pirelli rubber.

2018 Triumph Street ScramblerTriumph Bonneville 900 Street Scrambler attractive

  • Our price: $14,200
  • Original 2018 price: $15,900 plus on-roads (Jet Black, Khaki Green), $16,100 (Korosi Red, Frozen Silver)
  • 2019 model price: $16,200 (+ORC)
  • Engine: Liquid cooled, 8-valve, SOHC, 270° crank, 900cc parallel twin
  • Bore x Stroke: 84.6 x 80mm
  • Compression: 10.55:1
  • Power: 40.5kW @ 6000rpm
  • Torque: 80Nm @ 2850rpm
  • Transmission: wet, multi-plate assist clutch, 5-speed, chain drive, clutch assist
  • Chassis: Tubular steel cradle frame, twin steel swingarm
  • Wheels: 19 x 2.5in; 17 x 4.25in steel spoked
  • Tyres: 100/90-19; 150/70 R17
  • Suspension: KYB 41mm forks, 120 mm travel; KYB twin shocks with adjustable preload, 120mm travel
  • Brakes: 310mm disc, Nissin 2-piston floating caliper; 255 mm disc, Nissin 2-piston floating caliper; ABS
  • Width: 831mm
  • Seat: 790mm
  • Wheelbase: 1446mm
  • Rake/trail: 25.6º/109mm
  • Dry weight: 206kg
  • Tank: 12 litres
  • Economy: 3.8l/100km (claimed and tested)

Source: MotorbikeWriter.com

Motorcycle News, News

Ducati Desert Sled is a capable scrambler

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The Ducati Desert Sled is the first of the modern scramblers that is actually a capable all-roader.

Many riders criticise the current trend to retro scramblers as not being true to the traditions of a scrambler that is light, low and off-road capable.

When Ducati introduce the Scramblers in 2015 they became an instant hit and are now the top-selling family in the Ducati fleet.

There are now seven in the range, but there have been 13 different incarnations already.

Last year they added the Desert Sled, which is cheekily named after Steve McQueen’s Triumph desert racer. Incidentally the original desert Sled sold at a Bonham’s auction in Las Vegas in January 2016 for $US103,500.

Steve McQueen’s 1963 Triumph Bonnveille Desert Sled
McQueen’s Desert Sled

The Ducati Desert Sled is a little cheaper at $16,990 for the black or $17,290 for this white model (plus on-road costs).

It comes with longer-travel suspension, a skinny 19-inch font wheel with knobby tyres, non-slip footpads with removable rubber inserts, motocross-style handlebars and a high front guard which make it more off-road capable.

Road test

Scrambler Ducati Desert Sled
All Ducati Desert Sled images by Mark Taylor of Clayfield Studio

When Brisbane Motorcycles boss James Mutton offered us a ride on a Desert Sled we were keen to take him up on the offer and see if the bike silences the critics.

After less than one year on the showroom floor, the Desert Sled cashes in on a host of important 2019 updates to the Scrambler fleet including cornering ABS, a fuel gauge, a new LED headlight and self-cancelling LED indicators.

The Desert Sled also gets some cosmetic updates such as a red frame, new seat with colour-coordinated stitching and spoked wheels with black rims.

But most importantly it now features an Off Road Riding Mode that allows the rider to switch off the ABS, plus adjustable Kayaba suspension and engine skid pan.

Like the rest of the Scramblers, it’s light and low, but the taller suspension does make the 170kg Scrambler a little higher in the saddle at 860mm.

That’s 70mm taller than the others, but it is such a narrow seat that most people will still be able to get their feet down on the ground. You can also buy an 840mm low seats option.

And the seat and tank are so slim it is a joy to ride standing up when you’re racing through the bush. Just as well as the hard seat is not very comfortable for long highway stints.

Fresh rubber and engineScrambler Ducati Desert Sled

Our test bike was brand new with only a handful of kilometres on the clock and the knobby Pirelli Scorpion Rally STR tyres not even broken in yet.

The 803cc L-twin from the Monster 796 and 797 is a sweet engine that pulls well from the midrange and buzzes with excitement when you give it some revs.

It produces a healthy 56kW (75hp) of power at 8250rpm and 68Nm of torque at 5750rpm.

We didn’t throttle it during its running-in stage, but it doesn’t really need to be fed redline revs to get plenty of lively response, anyway.

The gearbox still felt a bit stiff and neutral was hard to find and there was the occasional false neutral.

It’s geared a little tall for single-trail off-loading, but it’s fine for most traffic and highway applications.

Despite fresh rubber, the tyres provided plenty of confidence on the tar.Scrambler Ducati Desert Sled

I was able to get some good lean angles straight away with no flop feeling in the cornering despite the 19-inch high-profile front tyre.

Grip was also good and the bike steers precisely, although the front end does get a bit flighty over corrugations and it tracks a little in longitudinal road cracks.

Like most Ducatis with standard suspension it is over-sprung and under-damped, but a heavier rider than my 75kg might find the ride better.Scrambler Ducati Desert Sled

Rough stuff

Once you hit the rough stuff, the stiffer springs make more sense and it rides out the bumps well.

The off-road setting lets you turn off the cornering ABS, but I found the ABS actually works really well on a loose-gravel road, so I left it on.

Switching it off is a bit of a chore and you have to be stopped to do it.

When you switch off the engine and switch back on again, it defaults to ABS on.

The wide 170mm rear tyre is one of the only drawbacks for dirt roads. It has resasonable go and stop grip, but it makes the bike very taily in corners.

The fuel gauge is a welcome addition to the single digital instrument pod, but it’s a messy and difficult to read display.Scrambler Ducati Desert Sled

Also, the low fuel light comes on as soon as the gauge drops under half way. That’s annoying as you probably have more than 100km of range left in the 13.5-litre tank.

I also found the mirrors too high and wide and line up with the mirrors on SUVs andantes when lane filtering.

They also have a strange shape with a cutout that diminishes the rear view just where you need it.

ConclusionScrambler Ducati Desert Sled

The Desert Sled definitely silences the critics of modern scramblers.

It’s quite capable in the bush and feels light and low enough for even notices to manhandle down a gnarly track.

We suspect a Desert Sled version of the Scrambler 1100 may also be waiting in the wings to take on the very capable off-roading Triumph Scrambler 1200.

Ducati Scrambler Desert SledScrambler Ducati Desert Sled

Engine

803cc, V-twin, 4-stroke, air-cooled

Prices

$16,990 (Black), $17,290 (White) plus on-road costs

Suspension

Front: Kayaba 46mm fully-adjustable upside down front forks

Rear: Side-mounted rear shock adjustable for pre-load, compression and rebound damping

Power

56kW @ 8250rpm

Brakes

Front: Single 330mm disc, Brembo four-piston caliper

Rear: 245mm rear disc. Brembo single-piston caliper.

Tyres

Front:120/70 x 19

Rear: 170/60 x 17

Seat height

860mm (33.9in)

Weight:

191kg dry/207kg wet

Fuel capacity

13.5 litres

Bike supplied by

Brisbane Motorcycles

Source: MotorbikeWriter.com

News

Triumph’s Scrambler 1200 XE Takes On NORRA’s Mexican 1000

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When we heard Ernie Vigil was going to compete in the 2019 NORRA Mexican 1000 rally we were not surprised. The Triumph factory frontman has been blowing people’s minds with his riding exploits aboard these British-born beasts for more than a decade. Obviously, there is a big difference between riding wheelies and drifting on a turbocharged Daytona and racing in Baja aboard a relatively stock Scrambler 1200 XE, but that’s exactly what he did.

The coolest part of the effort is that he competed under the number 278, which was a shout-out to Steve McQueen who rode a Triumph Scrambler with that same number during the 1964 ISDT. Honoring the man who helped make Triumph a household name was a nice touch to a truly ambitious endeavor. Oh, and did we mention he finished fifth in the Modern Open Class as well?

Not only did Vigil finish the five-day, 1,347-mile competition in 25 hours and 37 minutes, but he did the deed without any major mechanical problems to speak of besides a blown-out bib mousse. Basically, he got a flat tire that held him up for a few hours.

“We made it. It was a super-long week at the NORRA Mexican Rally,” Vigil said in the postrace press release. “I couldn’t ask for a better result, and on a stock bike. It was a super-rad week ripping in the desert with a bunch of dirt bikes. We had zero issues, she ran like a dream. Two of the longest days were in some really technical, rocky sections; you really have to stay focused and pick your lines without slowing down too much. But when we hit the open desert I could really let the bike eat; she was a rocket and took everything we threw at her. I’m very sad it’s all over, but I’m hoping we can get to the Baja 1000 later this year to run her in the Ironman Class. We not only proved the Scrambler 1200 XE could finish this rally, but be competitive.”

Just how stock was his Scrambler? According to Triumph, the suspension components were completely stock. The team did completely remove the ABS and TC equipment and installed a skid plate to protect the sump, but other than that, the only changes were softer grips and a set of Metzeler tires. They used an MC360 on the front and a Karoo 3 out back.

The objective of this adventure was to show the durability and potential of the Scrambler to the modern consumer and now that the dust has settled, we have to give them credit for kicking butt and ticking another item off of Vigil’s bucket list.

Source: MotorCyclistOnline.com

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5 Best Scrambler Motorcycles Of 2019

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As with café racers, scrambler-style motorcycles are in the midst of a mainstream revival, custom builders across the globe often turn to this aesthetic in their projects, and manufacturers are seeing enough mass-market appeal to dedicate resources to creating off-the-shelf versions. For fans of the look and function of a scrambler, these are good times indeed. We’ve chosen five of the best versions available today that prove the point.

Starting things off is the 2019 BMW R nineT Scrambler. Even though it looks a little too polished to take in the dirt, BMW was smart about the roadster’s conversion. This bike is much more capable off road than it appears. A few years back, Ari Henning put one to the test and found its 1,170cc boxer twin capable, it’s weight well balanced, and the 19-inch front and 17-inch wheel combination a good fit for an off-road ride. Now, as with all of the bikes in this list, if you’re looking to do serious adventure riding, get an adventure bike. But if you want a great roadbike with the ability to explore a fire road on a whim, complete with nods to the scrambler style like high exhaust, fork gaiters, and a stripped-down look, then the R nineT Scrambler is a great choice.

The 2019 Indian FTR 1200 S isn’t a scrambler in the strict sense; it’s clearly a tracker based on a competition machine. But it warrants inclusion on this list for two reasons. First, it’s an able-bodied roadbike with off-road chops. This motorcycle will blast down a dirt road as well as it leans into the corner on an oval. Plus it’s got solid, fully adjustable suspension, a 19-inch front and 18-inch rear wheel configuration, and is pared down to the essentials. Second, it’s ripe for customization. Indian Motorcycle already offers curated kits to turn the motorcycle into a more sporty, more rugged, more touring-friendly mount. That means you can easily transform this already off-road-capable streetbike into a motorcycle more in keeping with the scrambler aesthetic. The scramblers from the ’60s generally started life as roadbikes and were altered to better handle the demands of the dirt, so customization was a necessary facet of the type. The FTR 1200 S honors that tradition.

There is hardly any rival to the new Triumph Scrambler XE. It’s the epitome of the scrambler look from a brand that made this type of bike famous in the mid-20th century. This is the more off-road-focused version, there’s also an XC that is geared toward the road a bit more, so will have no trouble at all getting on it in the dirt. It’s packing a 1,200cc parallel twin with huge amounts of torque, long-travel Öhlins suspension, a 21-inch front and 17-inch rear wheel configuration, and electronic aids that can be switched off to really get spinning off-road. This bike impressed during our first ride review earlier this year and is really the standard-bearer of the segment currently. It’s so good off-road and on that it could hold its own against some adventure bikes.

The 2019 Ducati Scrambler Desert Sled is the closest rival to the Triumph in this list in terms of off-road capability. Ducati delivered a version of its versatile Scrambler line with long-travel suspension, a stout trellis frame, good power delivery on the low end, 19-inch front and 17-inch rear wheels, and all the aesthetic touches one would want on a truly on-/off-road-worthy motorcycle. It’s not as completely authentic in terms of the scrambler elements as the Triumph, a single shock out back and a somewhat low exhaust setup being the main offenders in this regard, but it’s still a really sharp machine.

Husqvarna came at the café segment with a fresh perspective with the Vitpilen bikes, and does the same with the scrambler segment with its Svartpilen 401. We chose the 401 over the 701 version because it’s the more rugged of the two, better equipped off the showroom floor for some fun off road. It’s more of an urban scrambler than a true competitor to the Ducati or Triumph, but it wins points in our book for the bold design that Husqvarna has achieved.

Source: MotorCyclistOnline.com

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Triumph Scrambler 1200 ride review

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Triumph’s Scrambler 1200 is less of a neo-classic scrambler than it is a viable low-weight alternative to the over-litre, top-heavy adventure bikes.

The British company has loaded the bike with all the latest hi-tech mod cons and given it true all-road credentials, while still remaining a stunning neo-classic in design.

And unlike most hideously ugly utilitarian adventure bikes, this is classy with exemplary quality finish and some beautiful touches. So nice you will be reticent to take it off road and get it dirty! Triumph Scrambler 1200 XE

More power and torque

It is also the brawniest of the 1200 water-cooled Bonneville models with the high-torque engine from the Bobber, but using a single throttle body that gives it 14Nm more torque and almost as much power as the high-power engine from the Thruxton R.

The Scrambler 1200 XE and XC are far more than just a 900cc Street Scrambler with more cubic capacity.Triumph Scrambler 1200 XE

This is now a multi-purpose bike: an adventurer, a stylish retro, a sports tourer, a capable commuter and a naked streetfighter.

It will tour tarmac and dirt roads in comfort and ease all day long with long gaps between refills thanks to the super-efficient engine and bigger 16-litre tank.

It’s also a lot more expensive at $21,700 (plus on-road costs) for the off-road-oriented XE and $20,300 for the more road-tame XC version at $20,300.

Scrambler 1200 XC and XE

The XC has five riding modes and the XE adds Off-Road Pro that turns off traction control and ABS to use a special off-road engine mapping.

XE also has cornering traction control and cornering ABS, plus 50mm longer suspension (250mm).

Despite all the tech on board, I love the fact that you can customise the digital instruments so that only the centre screen shows minimal info in digital or analogue format until you press a control button on the left switchblock that reveals all the other comprehensive data on side screens.

It makes you focus your attention on the important things such as revs and speed!

However, you can upgrade with a USB connection under the seat that plugs in your smartphone in a padded cell and allows access on the instrument screen to various apps and Google Maps.

The connector is coming in the next few months for an extra $400.

Triumph Scrambler 1200 XE
Under-seat Smartphone compartment

Manners

What I love about the Scrambler 1200 is the good manners this brawny 1200cc engine displays even around slow-moving traffic.

Fuelling is smooth, reliable and more refined than the other 1200s I have ridden.

This makes it great in traffic, together with the slick-cut gears and wide spread of ratios.Triumph Scrambler 1200 XE

Braking is also much improved with dual Brembo M50 radial Monoblock calipers on 320mm front discs with a 255mm rear disc and twin-piston caliper.

Riding position is upright and neutral with a commanding view of the traffic for safe filtering.

However, the XC has a dizzyingly high 840mm seat height and the XE its stratospheric at 870mm.

I stand 183cm tall and my toes only just touch the ground on the XE.

Out on the highway it gallops along with plenty in reserve in sixth gear and an unstressed feel to engine and riding position.

The seat is comfortable enough for rolling down highways all day.

Dirty businessTriumph Scrambler 1200 XE

Once you get your tyres dirty and stand up on dirt roads, this has a much more natural feel than the Street Scrambler which makes you ride bandy-legged.

Here it also feels less top heavy than other adventure bikes and gives you more control as you flick it around.

Those Ohlins rear shocks provide plenty of traction, control as well as a comfortable ride over the roughest of terrain.Triumph Scrambler 1200 XE

Up front is a Showa unit that also feels good on rough corrugations as well as pushing into tight tarmac corners.

If you can only afford one bike, but don’t want an ugly utilitarian adventure model, the stylish neo-classic Scrambler 1200 is just what you’ve been looking for.

Oliver’s Motorcycles in Brisbane will hold a public launch on Wednesday at 5.30pm.

ENGINE & TRANSMISSION
Type Liquid-cooled, 8 valve, SOHC, 270° crank angle parallel-twin
Capacity 1200 cc
Bore 97.6 mm
Stroke 80 mm
Compression 11:1
Max Power EC 90PS/ 89bhp (66.2kW) @7,400rpm
Max Torque EC 110 Nm @ 3950 rpm
System Multipoint sequential electronic fuel injection
Exhaust Brushed 2 into 2 exhaust system with brushed high level silencers
Final Drive X ring chain
Clutch Wet, multi-plate assist clutch
Gearbox 6-speed
CHASSIS
Frame Tubular steel with aluminium cradle
Swingarm Twin-sided, aluminium
Front Wheel Tubeless 36-spoke 21 x 2.15in, aluminium rims
Rear Wheel Tubeless 32-spoke 17 x 4.25in, aluminium rims
Front Tyre 90/90-21
Rear Tyre 150/50 R17
Front Suspension Showa 47mm fully adjustable upside down forks, 250mm travel
Rear Suspension Fully adjustable Ohlins twin shocks with piggy back reservoir, 250mm rear wheel travel
Front Brakes Twin 320mm Brembo discs, Brembo M50 4-piston radial monobloc calipers, ABS
Rear Brakes Single 255mm disc, Brembo 2-piston floating caliper, ABS
Instrument Display and Functions TFT multi­functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, ambient temperature, clock and rider modes (Rain/Road/Sport/Off­road/Off-road Pro/Rider-Customisable)
DIMENSIONS & WEIGHTS
Width Handlebars 905 mm
Height Without Mirror 1250 mm
Seat Height 870 mm
Wheelbase 1570 mm
Rake 26.9 º
Trail 129.2 mm
Dry Weight 207 kg
Tank Capacity 16 L
FUEL CONSUMPTION
Fuel Consumption 4.9 l/100km (58 MPG)
CO2 Figures EURO 4 Standard: 113g/km

Triumph Scrambler XC 1200 tech specs

Triumph Scrambler 1200 Google GoPro
XC
ENGINE & TRANSMISSION
Type Liquid-cooled, 8 valve, SOHC, 270° crank angle parallel-twin
Capacity 1200 cc
Bore 97.6 mm
Stroke 80 mm
Compression 11:1
Max Power EC 90PS/ 89bhp (66.2kW) @7,400rpm
Max Torque EC 110 Nm @ 3950 rpm
System Multipoint sequential electronic fuel injection
Exhaust Brushed 2 into 2 exhaust system with brushed high level silencers
Final Drive X ring chain
Clutch Wet, multi-plate assist clutch
Gearbox 6-speed
CHASSIS
Frame Tubular steel with aluminium cradle
Swingarm Twin-sided, aluminium
Front Wheel Tubeless 36-spoke 21 x 2.15in, aluminium rims
Rear Wheel Tubeless 32-spoke 17 x 4.25in, aluminium rims
Front Tyre 90/90-21
Rear Tyre 150/50 R17
Front Suspension Showa 45mm fully adjustable upside down forks, 200mm travel
Rear Suspension Fully adjustable Ohlins twin shocks with piggy back reservoir, 200mm rear wheel travel
Front Brakes Twin 320mm Brembo discs, Brembo M50 4-piston radial monobloc calipers, ABS
Rear Brakes Single 255mm disc, Brembo 2-piston floating caliper, ABS
Instrument Display and Functions TFT multi­functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, ambient temperature, clock and rider modes (Rain/Road/Sport/Off­-road/Rider-Customisable)
DIMENSIONS & WEIGHTS
Width Handlebars 840 mm
Height Without Mirror 1200 mm
Seat Height 840 mm
Wheelbase 1530 mm
Rake 25.8 º
Trail 121 mm
Dry Weight 205 kg
Tank Capacity 16 L
FUEL CONSUMPTION
Fuel Consumption 4.9 l/100km (58 MPG)
CO2 Figures EURO 4 Standard: 113g/km

Source: MotorbikeWriter.com

News

Bridgestone Adventurecross AX41S for scramblers

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The rapid rise in factory scrambler models and custom scramblers has led to a whole new category of tyre and Bridgestone has joined in with their new Battlax Adventurecross AX41S model.

Based on their Battlax Adventurecross AX41 adventure tyre, the “S” in AX41S stands for “scrambler”.

It sports a different block and tread from the AX41 and comes in wider tyre sizes.

The Japanese manufacturer says the tyre is the result of “hours behind the drawing table”.

Scrambler tyres

So what is a scrambler tyre?

Basically it’s a cross between a road and dirt tyre, but with a low block, often wider dimensions and lower profiles than an adventure tyre.

It not only needs to have better dirt grip than normal road tyres, but also an attractive appearance on a road bike.

What it doesn’t need is the tough, puncture-resistant high profile of adventure tyres.

Scrambler riders often don’t head for the dirt, but also don’t turn back when the tarmac runs out.

Those scrambler riders who seek out the dirt will opt for adventure tyres and more dirt-oriented scramblers such as the Ducati’s Desert Sled and Triumph’s new Scrambler 1200 XE.

Triumph Scrambler 1200 XE Google and GoPro Adventurecross
Triumph Scrambler 1200 XE

Bridgestone scrambles

The AX41S scrambler tyre adopts a single sport-touring compound on the front and a sport-touring compound in “3LC configuration” on the rear.

Bridgestone says this ensures a balance of wet and dry grip levels.

Bridgestone Battlax Adventurecross AX41S scrambler tyres

They say it has been developed for the road and make no mention of how it will go on the dirt. Although the above official photo shows a dirt road!

It looks fairly similar to other scrambler tyres on the market with a low-profile block, so it should handle smooth dirt roads quite well.

They claim the low block avoids “heel and toe wear” that is common when riding higher-block adventure tyres on the bitumen.

The AX41S should not only suit factory and custom scramblers, but also cafe racers.

Bridgestone Battlax Adventurecross Scrambler AX41S Bridgestone Battlax Adventurecross AX41S scrambler tyres

SIZES/DESCRIPTION PRICE AVAILABLE
TYRE 120/70HR17 (58H) AX41S F Tbl $199.95 Now
TYRE 110/80HR18 (58H) AX41S F Tbl $189.95 Now
TYRE 120/70HR19 (60H) AX41S F Tbl $199.95 Now
TYRE 160/60HR17 (69H) AX41S R Tbl $279.95 Now
TYRE 170/60HR17 (72H) AX41S R Tbl $289.95 Now
TYRE 180/55HR17 (73H) AX41S R Tbl $299.95 Now

Click here to find out how did your tyres do in the latest Canstar Blue customer satisfaction survey?

Source: MotorbikeWriter.com

News

Norton reveals Atlas Nomad and Ranger

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Norton has unveiled a surprise with not one, but two Atlas 650cc models – the cafe racer Nomad and the Ranger scrambler.

The bikes go on sale as early as this weekend in the UK for £9995 (Nomad) and £11,995 (Ranger).

There is no word of export schedules or overseas pricing yet.

Since the Norton Commando 961 starts at £15,995 in the UK and $A29,990 in Australia, we can expect the pricing to be just under $20,000 for the Nomad and just over for the Ranger.

All Nortons are handmade in the UK and these will only be available in small numbers in the UK. So it might be some time before they are exported in significant volumes.

They draw inspiration from Norton’s original 750cc Atlas of the 1960s.

Both new Atlas models are powered by a 650cc twin engine. It is basically half of the 1200cc V4 they are working on for their flagship V4 model expected to be released next year.

Norton V4 RR British atlas
Norton V4 RR

The liquid-cooled, parallel twin engine in the Atlas models has a 270-degree firing order like the new Triumph Bonnevilles.

It has 62kW of power at 11,000 revs and 64Nm of torque.

In cafe racer form, the Nomad features an 18-inch front wheel, 180mm rear tyre, wire wheels, straight bars, suede and vinyl bench seat, single headlight and twin pod instruments.

The scrambleresque Ranger has a 19-inch front wheel, high front guard, 50mm higher suspension, a 43mm higher seat (867mm), sport screen, headlight protection and dual-sport tyres.

Both come in a choice of grey, light blue, maroon, black or white.

Norton Atlas RangerNorton Atlas Ranger

Engine: Norton Designed 650cc parallel twin. 270 degree firing order. Chain driven double overhead cams with idler gear.

Bore & stroke: 82mm x 61.5mm

Compression ratio: 11.5:1

Fuel injection: Electronic fuel injection system. 4 fuel injectors. Full drive-by-wire system.

Euro 4: Full compliance including secondary air injection and EVAP

Power: 62kW (84bhp) @ 11,000rpm

Torque: 64Nm

Lighting: Full LED lighting system including super bright high and low beam, daytime running lights, rear lamp and indicators.

Chassis: Twin tube seamless steel perimeter chassis with aluminium swingarm mount.

Swingarm: Braced twin spar cast aluminium.

Wheelbase: 1470mm

Dry weight: 178kg

Headstock angle: 24.2 degrees

Fuel tank: Composite fuel tank with 15L capacity.

Yokes: Forged top and bottom.

Wheels: 19-inch front spoke wheel with Titanium coloured aluminium rim and 120/70 R19 Avon Trekrider tyre; 17-inch rear spoke wheel with Titanium coloured aluminium rim and 170/60 R17 Avon Trekrider tyre.

Bodywork: High mudguard, brushed aluminium rear panels.

Others: Factory fit sump guard, screen kit, headlamp guard. Braced handle bars.

Seat: 867mm

Brakes: 2 x 320mm full floating Brembo discs. Radially mounted twin Brembo monoblock callipers with ABS. Brembo master cylinder; Single 245mm Brembo disc. Brembo twin piston rear calliper with ABS. Brembo master cylinder.

Suspension: 50mm Roadholder USD forks, preload, compression and rebound adjustable. 200mm wheel travel;  Roadholder monoshock with rising rate linkage and piggyback reservoir. Adjustable preload. 200mm wheel travel.

Norton Atlas NomadNorton Atlas Nomad

Engine: Norton Designed 650cc parallel twin. 270 degree firing order. Chain driven double overhead cams with idler gear.

Bore & stroke: 82mm x 61.5mm Compression ratio: 11.5:1

Fuel injection: Electronic fuel injection system. 4 fuel injectors. Full drive-by-wire system.

Euro 4: Full compliance including secondary air injection and EVAP.

Power: 62kW (84bhp) @ 11,000 rpm Torque: 64Nm

Lighting: Full LED lighting system including super bright high and low beam, daytime running lights, rear lamp and indicators.

Chassis: Twin tube seamless steel perimeter chassis with aluminium swingarm mount.

Swingarm: Braced twin spar cast aluminium.

Wheelbase: 1446mm

Dry weight: 178kg

Headstock angle: 24.2 degrees.

Fuel tank: Composite fuel tank with 15L capacity.

Yokes: Forged top and bottom

Wheels: 18-inch front spoke wheel with polished aluminium rim and 110/80 R18 Avon Trekrider tyre; 17-inch rear spoke wheel with polished aluminium rim and 180/55 R17 Avon Trekrider tyre.

Bodywork: Aluminium polished low front mudguard. Polished aluminium rear panels.

Seat height: 824mm

Brakes: 2 x 320mm full floating Brembo discs. Radially mounted twin Brembo monoblock callipers with ABS. Brembo master cylinder; single 245mm Brembo disc. Brembo twin piston rear calliper with ABS. Brembo master cylinder.

Suspension: 50mm diameter Roadholder USD forks. Preload, compression and rebound adjustable. 150mm wheel travel; Roadholder monoshock with rising rate linkage and piggyback reservoir. Adjustable preload. 150mm wheel travel.

Source: MotorbikeWriter.com