Back in the day, when rules
were few, tough guys with an itch for excitement blitzed across
California deserts aboard their custom British-made scramblers. Whether
it was for work (racing) or play, it was during this era that the
Scrambler segment was born.
Fifty
years later, the category continues to grow in popularity with no fewer
than four manufacturers offering production machines off the showroom
floor. After playing second fiddle to its nemesis, Ducati’s aptly named
Desert Sled, Triumph aims to retake the class with a pair of
off-road-capable but still street-legal bikes in its Scrambler 1200 XC
($14,000) and XE ($15,400). Following a quick tease in the First Look article,
we were among the first group of journalists to test ride it during the
official press introduction held off Portugal’s rugged Algarve coast.
The color instrument panel is a pleasing balance between old and
new. It’s loaded with features and benefits from a slick user interface.
When
you look at the history of Triumph Motorcycles, the Scrambler was the
original do-it-all, on-/off-roader. It was the type of bike that Steve McQueen
and Bud Ekins ripped the Nevada and California deserts aboard during
the ’60s. They’d race, crack open cold ones, and tell everyone about
their exploits afterward. Fast-forward to 2019, and these two bikes
employ the type of hardware that would make McQueen and company
Brooklands green with envy.
Both the Scrambler 1200 XC and XE are Triumph’s vision of all-around, dual-purpose scrambling fun. They are road-legal motorcycles that are just as happy when ridden on the street as when throwing roost on the dirt—it’s that versatile. We began our riding adventure on the dirt, where it proves to have some serious chops.
Both the Scrambler 1200 XC and XE are Triumph’s vision of all-around, dual-purpose scrambling fun. They are road-legal motorcycles that are just as happy when ridden on the street as when throwing roost on the dirt—it’s that versatile. We began our riding adventure on the dirt, where it proves to have some serious chops.
Two flavors, one result: do-it-all performance and comfort wherever you enjoy riding.
Equipped
with a real dirt bike-sized 21-inch spoked front wheel,
big-displacement liquid-cooled 1,200cc parallel-twin engine, and thick,
long-travel suspension, these motorcycles hold their own off road. It
jumps, slides, digs into ruts, and can tackle treacherous terrain better
than a 500-pound streetbike should. Still, both Scramblers are far from
dedicated dirt bikes, sporting top-notch road equipment too, including
LED lighting, keyless start, and a pair of superbike-spec M50 Brembo
calipers hanging off the front hoop. It makes the rotors look tinier
than its sporty 320mm diameter measurement implies.
Of course both Scramblers come with all the electronic bells and whistles: ABS, traction control, multiple engine power modes, cruise control, heated grips (standard on the XE but an option on the XC)… You name it, this Triumph has it.
Of course both Scramblers come with all the electronic bells and whistles: ABS, traction control, multiple engine power modes, cruise control, heated grips (standard on the XE but an option on the XC)… You name it, this Triumph has it.
Left: Both Scrambler 1200s benefit from a strong twin-piston rear brake that offers excellent power and modulation via the brake pedal.
Right: LED lighting fore and aft helps you stand out on the road.
Keeping
tabs on it is a beautiful round-faced full-color TFT display, that also
integrates GoPro control and Google Maps functionality. Both of these
features are in the beta software development phase and weren’t ready
for us try. We did note the crisp, clear font of the instrumentation and
how easy it is to decipher while riding.
Both electronic and trip settings are manipulated via logically placed switch gear on the handlebar. The ability to switch between “themes” was also neat, with an more analog-style option available if the standard display is too modern for you. The tactile function and overall quality of the controls is top-notch too.
Both electronic and trip settings are manipulated via logically placed switch gear on the handlebar. The ability to switch between “themes” was also neat, with an more analog-style option available if the standard display is too modern for you. The tactile function and overall quality of the controls is top-notch too.
Left: A pair of superbike-spec M50 calipers from Brembo pinch a set of large 320mm-diameter rotors. Both feel and power are exemplary, even off road.
Right: The Scramblers are powered by a 1,200cc parallel twin that delivers oodles of smooth torque with the sweetest sound and exhaust note.
Each
come with a pair of Öhlins shocks, but for an extra $1,400, the XE
model (stands for “extreme”) gets more heavy-duty suspension
(47mm-diameter fork versus 45mm on the XC) with 9.8 inches of travel
front and rear versus the XC’s 7.9 inches. The suspension lifts the
motorcycle, giving it a taller stance, with seat height climbing over an
inch to 34.25 inches. An inch-longer swingarm further enhances grip and
the ability to climb steep terrain. The electronics package adds an IMU
giving it greater positional awareness. This allows the traction
control electronics to account for lean angle—odd, considering the XE’s
more off-road focus. Hand guards are also standard—a welcome feature for
riding in the rain or cold.
The 2019 Triumph Scrambler 1200 XC ($14,000).
You’d
assume a bike that has top-notch pavement bling wouldn’t work so well
off road, but it does. The superbike-like brakes are calibrated
fantastically for use in the dirt and it was impressive how well the
combo worked with Triumph’s recommended Pirelli Scorpion Rally off-road
knobs. Metzeler Tourance rubber comes standard on both models. The
footpegs’ rubber inserts can be removed for extra grip against boot
soles, if desired.
Left: The up-spec XE model gets a thicker fork with added suspension travel. It certainly offers more performance than the standard XC fork, but we’d still go with the XC model for all-around use.
Right: It’s obvious by the look of the foot controls that this Scrambler 1200 XE has some real off-road chops.
The
brakes are sensitive enough to manipulate in the slick stuff—a
commendable feature based on the raciness of the hardware. Of even more
value, at least in the dirt, was the power and pedal feel of the
twin-piston back brake boosting bike control in the tough stuff. The
ability to manually disable ABS and traction control is also helpful,
allowing you to work the controls organically, as you would on a dirt
bike. However, more experienced off-road riders will desire the XE’s
Off-road Pro setting which fully disables both traction control and
front ABS.
Logic permits the rear tire to spin, but not overly so. If you’re new to kicking up dirt, it’s a great way to get a feel for things without having to worry about landing on your head. Still, it’d be a disservice to readers if we didn’t mention how well the TC system works in its standard Off-road setting (XC model).
Logic permits the rear tire to spin, but not overly so. If you’re new to kicking up dirt, it’s a great way to get a feel for things without having to worry about landing on your head. Still, it’d be a disservice to readers if we didn’t mention how well the TC system works in its standard Off-road setting (XC model).
Left: The XE model also gets hand guards and heated grips standard, which takes the chill out of things when riding in wet and/or chilly conditions.
Right: The Scrambler 1200 XE gets a longer swingarm enhancing grip on and off road.
Both
Scramblers offer adjustable power modes (combining engine power and
throttle mapping). We preferred the Road setting regardless if we were
on pavement or dirt due to its smooth response and more linear spread of
engine torque. The Sport map certainly made it snappier feeling—which
is helpful at times (gives it the sort of bark of a modern 450-class
motocross bike)—but you simply can’t beat the smoothness of the Road
mode. Of course, it all boils down to rider preference, but on-the-fly
adjustment is only a push button away.
On
another note, we appreciate that Triumph engineers programmed the Sport
map correctly—something that other manufacturers have problems with
mapping that is too abrupt and/or hard-hitting.
The 2019 Triumph Scrambler 1200 XE ($15,400).
When
it comes to big-displacement parallel twins, few do them better than
Triumph. And its Bonneville-sourced 1,200cc twin is a gem not only
delivering oodles of front wheel lifting torque, but a near perfectly
tuned engine and exhaust note. It comes off the line hard, like a new
turbo diesel truck.
The 2019 Triumph Scrambler 1200 XC proved its versatility over a variety of terrain and it encroaches on ADV territory.
You
don’t have to rev it up to its 7,000-rpm redline to get it moving, but
you can, as it’s perfectly happy to scream high in the revs too. The
flat torque curve offers a usable spread of muscle that doesn’t
intimidate behind the handlebar. It’s an easy powerband to control with
an unmistakable tune that needs to be heard to be believed.
Twist the right grip in first or second gear and it has no problem raising the front wheel. Where the old Scrambler was a bit of a pig, this new generation machine is head and shoulders more competent than the bike of old. Engine vibration is muted and the cozy seat and well-thought-out ergonomics make for a machine that can literally be ridden comfortably for days. We spent three days in the saddle without a hint of discomfort.
Twist the right grip in first or second gear and it has no problem raising the front wheel. Where the old Scrambler was a bit of a pig, this new generation machine is head and shoulders more competent than the bike of old. Engine vibration is muted and the cozy seat and well-thought-out ergonomics make for a machine that can literally be ridden comfortably for days. We spent three days in the saddle without a hint of discomfort.
Even after three days of riding, some of which was in chilly, wet
conditions, we came away impressed with how cozy the Scrambler 1200 XC
is.
Few
expect a motorcycle equipped with a 21-inch front tire to handle as
well on the pavement as this Scrambler 1200, but it does. We traversed a
seemingly endless mix of bends off Portugal's SoCal-like Algarve coast
and it’s astounding how competently the Trumpet negotiates asphalt
turns.
Sporadic rain showers in the morning gave us a taste of how well the OE-fitted Metzelers perform in the wet. These shoes offer good grip and they generate heat quickly. You simply wouldn’t think a bike that’s so capable off road would work this well on asphalt, but it does. Because the Scrambler rolls on a 17-inch rear spoked hoop, there’s no shortage of quality road rubber options.
Sporadic rain showers in the morning gave us a taste of how well the OE-fitted Metzelers perform in the wet. These shoes offer good grip and they generate heat quickly. You simply wouldn’t think a bike that’s so capable off road would work this well on asphalt, but it does. Because the Scrambler rolls on a 17-inch rear spoked hoop, there’s no shortage of quality road rubber options.
Twenty-one-inch wheel equipped motorcycles like this Scrambler 1200 shouldn’t handle as well on pavement, but it does.
If
you’re a hard-core off-road person, then the XE will be a better
overall solution due to its extra suspension travel and ground
clearance. However, if you spend more time on pavement than off, the XC
is clearly the right tool for the job.
Wanna have some real fun in the dirt? Shoe up Pirelli’s Scorpion Rally tires—the recommended OE tire for off-road riding.
We
attempted riding the XC on some of the tougher terrain that we
traversed the XE on, but the Triumph crew was reluctant to let us. We’d
certainly bet the XC would hold its own, even off jumps. On the street,
the XC’s lower center of gravity was preferable, and it’s also easier to
reach the ground with its lower seat height. We’d spend our money on
the $1,200 less expensive XC model since it doesn’t give up a whole lot
in terms of outright performance over any terrain.
A broad spread of torque and long wheelbase make the Scrambler 1200 XC a hoot to ride in the dirt.
Sometimes
British manufacturers get knocked for not having that build quality as
the Japanese manufacturers, but you put this motorcycle next to one of
its competitors it’s really going to knock your socks off. It’s some of
the best we’ve seen. Triumph certainly did its homework with this
new-generation Scrambler. It’s a versatile and highly capable machine on
par with its direct competition and even some ADV entries. If you’re
seeking the most badass scrambler motorcycle you can get right now,
these bikes are it.
Technical Specifications
| Price: | $14,000 (XC); $15,400 (XE) |
| Engine: | 1,200cc, liquid-cooled, SOHC, parallel twin |
| Transmission/Final Drive: | 6-speed/chain |
| Claimed Horsepower: | 90 hp @ 7,400 rpm |
| Claimed Torque: | 81 lb.-ft. @ 3,950 rpm |
| Frame: | Tubular steel w/ aluminum cradle |
| Front Suspension: | Showa 45mm inverted fork (XC); Showa 47mm inverted fork (XE); adjustable spring preload, rebound and compression damping; 7.9-in. travel (XC); 9.8-in. |
| Rear Suspension: | Öhlins; adjustable spring preload, rebound and compression damping; 7.9-in. travel (XC); 9.8-in. travel (XE) |
| Front Brakes: | Dual 320mm discs, Brembo M50 monoblock calipers, radial master cylinder |
| Rear Brake: | Single 255mm disc, Brembo two-piston floating caliper |
| Rake/Trail: | 25.8°/4.8 in. (XC); 26.9°/5.1 in. (XE) |
| Wheelbase: | 60.2 in. (XC); 61.8 in. (XE) |
| Seat Height: | 33.1 in. (XC); 34.25 in. (XE) |
| Fuel Capacity: | 4.2 gal. |
| Claimed Dry Weight: | 452 lb. (XC); 456 lb. (XE) |
