2019 Triumph Scrambler 1200 XC Showcase On Sale $11,999.00 Was $15,500.00

Built to set a brand new benchmark, the Scrambler 1200 XC combines exceptional modern classic road-going performance, capability and confidence with inspiring agile handling and beautiful 21st century custom scrambler looks. A genuine first in dual-purpose motorcycling, it delivers stunning modern capability for the road alongside everything you need to approach genuine off-road adventure riding with confidence and style.

Powered by the latest generation high power 1200cc Bonneville twin engine, with a unique ‘scrambler tune’, it’s an all-new motorcycle that’s fully equipped with a breath-taking fusion of the highest specification engineering and capability that delivers a responsive and inspiring ride. And to complement its class-leading performance comes class-leading state-of-the-art technology and crafted scrambler ergonomics that provide a commanding road and off-road riding position, and superior rider comfort.

In addition, while everything about the XC is beautifully engineered, detailed and designed to impress, if you want to enhance your ride even further, there are over 80 new Scrambler 1200 custom accessories and two inspiration kits to personalize your ride.

Highlights

• First-In-Class Dual-Purpose Road & Adventure Capability: The Scrambler 1200 range has been evolved to deliver an exciting all-road focus that also meets the most demanding off-road and scrambling experiences. This dual-purpose dynamic riding capability is achieved with a combination of high spec motorcycle engineering that includes premium long travel Öhlins rear suspension unit, long travel Showa upside-down forks, Brembo M50 brakes, and side-laced wheels with adventure-focused tubeless Metzeler Tourance tires.
• Exceptional Performance & Technology: Never before has a range of modern classic custom motorcycles been designed with such extraordinary road-going comfort combined together with extreme adventure capability. A high power 1200cc Bonneville engine with dedicated ‘scrambler’ tune delivers incredible torque low down and up through the rev range. In addition, a host of class-leading state-of-the-art technology is built in to give a confidence-inspiring ride whatever adventures you approach; including all new 2nd generation TFT instruments, 5 riding modes and switchable ABS and Traction Control.
• A class-defining motorcycle that’s ready to lead the next scrambling revolution: Meet all road and scrambling challenges with the ultimate in style and poise; the new Scrambler 1200s have a world-class engineering specification (and the capability to customise your ride) that defines a whole new level of 21st century scrambling.
• State-of-the-art rider-focused technology for maximum ride enjoyment: An unparalleled class-leading technology specification sets an incredible standard, with a totally unique fusion of cutting edge rider-focused equipment that delivers a thrilling, responsive, confidence-inspiring ride on the road, and off-it.
• Personalise your custom classic with two inspiration kits and over 80 accessories: Two all-new inspiration kits showcase the range of Scrambler 1200 touring and luggage options, as well as its off-road and stripped-back custom style, bringing a whole new level of custom inspiration to this incredible motorcycle range.

Key Features

• Five Riding Modes: Five riding modes – Road, Rain, Sport, Off-Road, and Rider-Configurable – are available on the XC. The riding modes adjust throttle response, ABS, and traction control settings to suit riding conditions.
• Long Travel Rear Suspension: To maximize your scrambling options, the Öhlins twin spring rear suspension unit is fully adjustable for preload, compression and rebound, and offers 200mm travel.
• Long Travel USD Forks: The XC’s high specification upside down Showa cartridge front forks are fully adjustable for preload, compression and rebound to maximize ride comfort, and have 200mm of travel.
• Long Travel Aluminum Swingarm: The XC’s shot blasted and anodized aluminum swingarm has a total length of 547mm for excellent ground clearance and off-road capability.
• Advanced Ride-Enhancing Benefits: The Scrambler 1200 has ride-enhancing capabilities including torque-assist clutch, ride-by-wire, cruise control, liquid cooling, keyless ignition, heated grips, excellent fuel efficiency and USB charging socket, making it easier to extend your ride for longer.
• 2nd Generation TFT Instruments: A stunning minimalist stylish design has two information layout design themes and includes personalization capability that allows the rider to include their name in the start-up sequence.
• Adjustable Handlebar Position: The Scrambler XC’s handlebar position can be adjusted with reversible handlebar risers to better suit rider preference and riding style.
• Top-Of-The-Range Finishes & Detailing: The XC has beautiful custom detailing with premium materials and finish, including; aluminum number board, minimal aluminum mudguards, sculpted side panels with brushed aluminum Scrambler 1200 badge and signature Bonneville fuel tank with sculpted knee and fork cut-outs.

Engine & Transmission

• Type: Liquid-cooled, 8 valve, SOHC, 270° crank angle parallel-twin
• Capacity: 1200 cc
• Bore: 97.6 mm
• Stroke: 80 mm
• Compression: 11.0:1
• Max Power EC: 89Hp (66.2kW) @7,400rpm
• Max Torque EC: 81.1 FT-lbs (110Nm) @ 3,950 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 2.15 in., aluminium rims
• Rear Wheel: Tubeless 32-spoke 17 x 4.25 in., 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, 7.9 in (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/Off­road/Rider-Customizable)

Dimensions & Weights

• Width Handlebars: 33.1 in. (840mm)
• Height Without Mirror: 47.2 (1200mm)
• Seat Height: 33.1 in. (840mm)
• Wheelbase: 60.2 in. (1530mm)
• Rake: 25.8°
• Trail: 4.76 in. (121mm)
• Dry Weight: 452 lb. (205kg)
• Tank Capacity: 4.2 US gal. (16 L)

Fuel Consumption

• Fuel Consumption: 58 MPG (4.9 l/100km)
• CO2 Figures: EURO 4 Standard: 113g/km

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2020 Triumph TIGER 900 RALLY $15,250.00

 

The Tiger 900 Rally combines a class-defining new chassis, enhanced state-of-the-art rider-focused technology and an all-new more aggressive style to take your adventure ride wherever you want to go.

With a higher capacity 900cc triple engine for more performance, power and torque, the Rally represents a quantum leap forward in Adventure bike capability.

Features

• 7-Inch Full-Color TFT Instruments: The new class-leading full-color TFT screen has a crisp image with no reflective layer underneath giving better clarity in all weather conditions.
• Premium Showa Suspension Setup: Dedicated, purposeful high-specification off-road suspension. Front: manually adjustable Showa 45mm USD cartridge forks with 9.44-inches (240mm) wheel travel. Rear: manually adjustable Showa gas pressurized RSU with 9.05-inches (230mm) wheel travel.
• Optimized Cornering ABS and Traction Control: Cornering functionality maintains optimum braking and traction control performance whatever the lean angle. Can be switched off when desired.
• Brembo Stylema® Brakes: Superior stopping power with top-specification category-leading Brembo Stylema® brakes which are lightweight, compact and carefully sculpted high performance calipers.
• Handbook-Approved Off-Road Tire Spec: Dedicated specification off-road Pirelli Scorpion Rally tires were tested and handbook-approved for off-road use, boosting the incredible capability of the Tiger 900 Rally models.
• Spoked Tubeless Wheels: Spoked tubeless front and rear wheels were designed to meet the unique challenges of off-road riding, making them ideal for the Tiger 900 Rally range.
• New All-LED Lighting: Signature Tiger 900 lighting includes LED headlight, tail light and indicators for maintenance-free visibility.
• Heated Grips: Perfect for all-weather riding and long-distance journeys. Enjoy warmth, comfort and control with switchable heated grips, available as standard on all mid- and top-spec Tiger 900 models.
• 5.28-Gallon Fuel Tank: For even more rider convenience, all Tiger 900 motorcycles feature a new larger 5.28-gallon fuel tank to extend your adventures even further.
• Four Riding Modes: Tailor your throttle response, ABS and traction control settings to suit your riding conditions with Road, Rain, Sport and Off-Road riding modes.
• Slip and Assist Clutch: Optimized to reduce clutch lever effort for the rider, a slip and assist clutch brings added comfort over long journeys and stop-start riding, such as on urban commutes or negotiating off-road terrain.
• Cruise Control: Electronic cruise control reduces fatigue over long distances and can improve fuel efficiency. Also accessed easily during riding for maximum convenience and safety.

Engine & Transmission

• Type: Liquid-cooled, 12-valve, DOHC, inline 3-cylinder
• Capacity: 888 cc
• Bore: 78
• Stroke: 61.9
• Compression: 11.27:1
• Max Power EC: 93.9 HP (70 kW) @ 8,750 rpm
• Max Torque EC: 64 LB-FT @ 7,250 rpm
• System: Multi-point sequential electronic fuel injection
• Exhaust: Stainless steel 3-into-1 header system, side mounted stainless steel silencer
• Final Drive: O-ring chain
• Clutch: Wet, multi-plate
• Gearbox: 6-speed

Chassis

• Frame: Tubular steel frame, bolt-on subframe
• Swingarm: Twin-sided, cast aluminum alloy
• Front Wheel: Cast alloy, 19 x 2.5 in
• Rear Wheel: Cast alloy, 17 x 4.25 in
• Front Tire: 100/90-19
• Rear Tire: 150/70R17
• Front Suspension: Marzocchi 45 mm upside down forks, non-adjustable.
• Rear Suspension: Marzocchi rear suspension unit, manual preload adjustment, 6.69 in. (170 mm) rear wheel travel.
• Front Brakes: Twin 320 mm floating discs, Brembo Stylema 4-piston Monobloc calipers. Radial front master cylinder, ABS
• Rear Brakes: Single 255 mm disc. Brembo single-piston sliding caliper, ABS
• Instrument Display and Functions: 5" TFT multi­functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, ambient temperature, clock and Riding Modes.

Dimensions & Weights

• Width Handlebars: 32.67 in. (830 mm)
• Height Without Mirror: 55.51-57.48 in. (1,410-1,460 mm)
• Seat Height: 31.88-32.67 in. (810-830 mm)
• Wheelbase: 61.25 in. (1,556 mm)
• Rake: 24.6 º
• Trail: 5.24 in. (133.3 mm)
• Dry Weight: 423 lb. (192 kg)
• Tank Capacity: 5.28 US gal (20 L)

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Manhattan to mud: 700 miles on a Ducati Scrambler Desert Sled

Decades after Bud Ekins and Steve McQueen seared the form into our collective memory, the scrambler formula is seeing a resurgence. From BMW’s R nineT Scrambler to Yamaha’s SCR 950, companies are recasting street platforms as modern-classic adventure bikes.

Then there's Ducati’s 801 cc Desert Sled, the latest addition to the Italian company’s Scrambler line, which promises to provide more off-road capability. There’s a lot of buzz around these 21st century scramblers. Are they legitimate dual-sport machines or lifestyle bikes with bolt-on enduro styling for a millennial market?

I haven’t ridden all the new entries, but I did get nearly two weeks on the Desert Sled. Eager to see how well the bike performed on and off pavement, I put the Ducati through its paces over 700 miles and three states, from Manhattan to mud.

The Ducati Scrambler Desert Sled promises to be the most dual-sport-like of the recent street-based scramblers. Ducati photo.

Not your grandfather’s Scrambler

In name and concept, the $11,395 Desert Sled is a merger of two retro genres, both aimed at making the road machines of yesteryear dirt-capable. By mods and design, the bike goes furthest in Ducati’s Scrambler line — and beyond other scramblers on the market — toward dual-sport use.

To start, the Sled got better suspension and clearance: a fully adjustable KYB fork and shock give it nearly eight inches of travel front and rear, compared to 5.9 inches on standard Scramblers. 

Additional mods include a beefed-up frame and swingarm, spoked aluminum wheels, MX-style handlebar, an off-road seat, more ground clearance, mudguard fenders, and an underframe skid plate.

Pirelli Scorpion Rally STR tires aim for a balance of pavement and dirt use. Ducati photo.

For skins, Ducati added Pirelli’s Scorpion Rally STR enduro tire. 

With a full 3.57-gallon gas tank, the Desert Sled weighs 456 pounds, up 46 from a standard Scrambler. And keeping to Ducati form, the Sled sports a pretty sleek dual-sport profile — more contemporary cool than the Transformers look of many adventure bikes.

My ride on the Desert Sled started in Manhattan. Photo by Jake Bright.

Road-biased, dirt-capable

I picked up the Desert Sled in Manhattan before taking it through upstate New York, on to Connecticut, and then off-road. On the pavement, from first wheel roll I found the new Ducati an incredibly fun bike to ride.

The Desert Sled is easy to maneuver in tight urban areas, as I noted taking it through NYC’s Soho. It was also stable and capable when I upped the acceleration and corner angles out on the open road. In terms of handling, the handlebar, seat, and overall ergonomics give it a supermoto feel.

The Desert Sled’s 75-horsepower engine is quiet and smooth at low revs, but comes alive with a growl as soon as you grab some throttle. Torque isn’t a problem on the bike and it’s easy to pop the front wheel up from first through third gear.

Traffic, rain, wet manhole covers. Sometimes the city produces just as many obstacles as the country off-road riding. Photo by Jake Bright.

The 801 cc fuel-injected engine delivers solid power delivery. Out on the highway, sixth gear required no downshifting as low as 4,200 rpm at 50 mph, and the engine still had plenty of rev left at 85 mph. The Desert Sled’s Pirellis delivered great grip (even in the rain) and produced little of that enduro tire vibration or hum, even when I opened the bike up out on I-95.

So as a dual-sport, Ducati’s Desert Sled exceeded expectations on the street, but how about off-road? To test that I took the bike to Connecticut’s Thomaston Dam riding area, which offers a lot of varied terrain.

If you're going to go off chasing rainbows, a Desert Sled is a pretty good choice for go-anywhere ability. Photo by Jake Bright.

The Desert sled excelled on dirt roads and hard-pack trails, where it felt stable riding at a decent pace. The suspension didn't bottom out or leave me wobbling from being too soft. The bike felt solid off-road, where nothing clanked or rattled. While I did get the Ducati airborne a couple of times, it’s more of a two-wheels-on-the-ground motorcycle.

For a street-biased, 456-pound machine, the Desert Sled performed well once the going got muddy. Folding mirrors and Ducati's accessory aluminum foot pegs would make it a better performer. Photo by Jake Bright.

I was able to navigate the Desert Sled through mud patches and technical single-tracks, complete with loose rocks, inclines, and washed-out declines. For the more challenging off-road terrain, I had to slow down considerably and the Desert Sled's 456 pounds become more apparent than on the street. Still, it got me through any dirt terrain I put in front of it, even if it took some muscle and focused clutch, throttle, brake coordination.

 

So the Desert Sled is a legitimate dual-sport machine, though one should manage expectations of what it can do compared to lighter, dirt-specific enduro bikes.

What to change

On and off-road, I found several pet peeves with the Desert Sled — things that can be taken care of in the aftermarket or improved upon by Ducati. The stock mirrors are cumbersome on tight trails and hard to adjust without a wrench. The stock rubber-top pegs are a bit narrow and lose grip when dirty or muddy. Ducati offers an aluminum Scrambler accessory peg that can remedy this.

The one-piece stock shifter is easily tweaked in a spill and becomes cramped when moving from a street to an off-road boot. For $164.70, Duc offers a length-adjustable fold-away lever. Ducati could also improve the Sled’s off-road handling by shedding some pounds on the bike.

A scrambler should be versatile, so I took it for a ride from the concrete canyons of Manhattan to the muddy trails of woodsy Connecticut. Photo by Harriette Williams.

The balance

All in all, I had a blast on Ducati’s Desert Sled. I was surprised a motorcycle could perform so well on the street and still take me just about anywhere I wanted to go off-road.

That said, and in context of the scrambler revival, I think people should be realistic about what street platforms modified for dirt can do off the pavement. There’s a reason scramblers of the past gave way to much lighter, specialized dirt machines. Riders looking to spend the majority of their time going fast off-road should probably target a true enduro bike.

But for those who want a dual-sport motorcycle that balances substance and style, Ducati’s latest Scrambler could be for you. If we could reincarnate Steve McQueen and show him today’s bike offerings, chances are he’d be cruising around on a Desert Sled.

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Pete's Cycle is a leading motorcycle dealer in Baltimore specializing in both new and used motorcycles of all major brands. They also offer high quality vehicle parts, accessories and service of motorcycles. Know more @ http://www.petescycle.com/

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