2019 Triumph Scrambler 1200 XC And XE First Ride Review

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.

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.

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.

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).

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.

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.

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)

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2015 Ducati Multistrada

The standard Multistrada 1200 features the new Testastretta DVT engine with variable valve timing, Bosch Inertial Measurement Unit, Bosch-Brembo ABS 9.1ME Cornering braking system, cruise control, four Riding Modes, Ride-by-Wire Power Modes (PM), Ducati Wheelie Control (DWC), Ducati Traction Control (DTC), a height-adjustable seat, and an LCD dashboard. As you can see, the standard version is quite far beyond standard.

The Multistrada 1200 S features those items, but with larger brake rotors, Ducati Multimedia System (DMS), Sachs Electronic suspension with semi-active Ducati Skyhook Suspension (DSS), full LED headlights with Ducati Cornering Lights (DCL), and a full-color TFT dashboard. So, when you’re braking with the ABS into a turn at night in the glow of TFT, the DSS adjusts as the LED is complemented by the DCL, and when you twist the PM the DTC comes on before you bang against the DWC, in your chosen PM, as the DVT is modulated by the IMU, for a hearty LOL.
Get my point?

The biggest news is the Multistrada’s new Testastretta DVT engine’s Desmodromic Variable Timing. This isn’t the first use of variable cam timing in production motorcycles, but in its concept and range of ability the DVT system goes leaps beyond other designs. What this means for the rider is, more horsepower throughout the rev range, and 10 more horsepower at peak, for a claimed 160 hp.

The DVT provides 45 degrees of variable timing for each cam, for a total of 90 degrees of synchronized variance (from +53 to -37 degrees of crankshaft rotation). Like properly functioning EFI, you don’t notice its function; power is just smoother, higher, and more efficient. The system adds a mere 5 kilos to the bike’s weight, but that’s handily offset by the gains it provides.

The significance of variable cam timing is profiting from optimum intake and exhaust valve overlap, which was historically a fixed value. Overlap is when those valves are simultaneously open at the end of the upward exhaust stroke and beginning of the downward intake stroke. With DVT, cam timing is hydraulically varied by a single needle valve for each camshaft that controls flow to housings on the belt-end of the camshafts. Hydraulic pressure causes the pulleys and cams to vary their relationship based on what cam timing the IMU requests.

Cam timing has always been a compromise between smooth running at low rpm and good power at high rpm, with fuel efficiency also a factor. Now, for the Multistrada, there is no compromise. Each cam positions itself in the best-possible relationship to the crankshaft for all rpm. The elegance is possible because Ducati’s Desmodromic valve operation needs much lower oil pressure to drive the variable cam timing as it doesn’t have to fight the resistance of valve springs.
While increasing power throughout the range, DVT improves mileage by a claimed 8 percent. Dual sparkplugs per cylinder provide additional combustion efficiency, working from separate ICUs and assisted by an anti-knock sensor. Three different maps adjust power delivery. The 1198cc engine has a claimed peak of 160 hp at 9,500 rpm, and 100.3 pound-feet of torque at 7,500 rpm. Drive is through a wet slipper-type clutch.

The second biggest news for the 2015 Multistrada 1200 is the programable rider-aid choices available at the push of a button. Each of the four versions of Multistrada have four personalities for your riding pleasure: Sport, Touring, Urban, and Enduro. Wait, is that four versions for each of the four versions of Multistrada? Yes. So, in other words, you can have a Touring Package bike that you choose to ride in Urban mode, and so forth.

Sport Riding Mode provides maximum power and torque, and sporty suspension on the S model. Traction and wheelie control are at low levels, and the ABS is at setting 2, maintaining Cornering ABS effectiveness.
Touring Riding Mode also features maximum power but with less-direct throttle response. It has higher DTC and DWC sensitivity levels for enhanced stability, and ABS is at level 3. On the S version, suspension is at maximum comfort and DSS mapping is configured for carrying additional weight.

Urban Riding Mode power output is restricted to 100 hp, and on the S version the suspension is set up for maximum agility, in concert with agile DSS mapping. DTC and DWS are at high levels, and ABS is at level 3.

Enduro Riding Mode also restricts power to 100 hp, and the S uses off-road suspension settings and DSS mapping. DTC and DWC are set low and ABS is at level 1 for low-grip surfaces. Rear-wheel ABS detection is disabled, as is the Cornering ABS.

The IMU (Internal Measurement Unit) is the soul of the Multistrada’s four-bike concept in which the rider can choose from various levels of “electronic strategies,” such as DWC, DTC, and Cornering ABS. The IMU measures yaw, pitch and rate of change of each to permit maximum braking while cornering, and it manages the DWC to inhibit the bike’s ability to wheelie. On the 1200 S, the IMU controls the LED Ducati Cornering Lights. The DTC and DWC each feature eight levels of sensitivity that can be reprogrammed from their factory settings. The IMU additionally interacts with the semi-active Ducati Skyhook Suspension (DSS) system of the S version.

The Brembo brakes of the Multistrada 1200 and 1200 S are matched to a Bosch 9.1ME ABS ECU. Cornering ABS utilizes the Bosch IMU to optimize braking front and rear, even at serious lean angles. The Electronic Combined Braking System is most active in Urban and Enduro modes, and least so in Sport. The rear-wheel lift detection is fully employed in Urban and Touring but is disabled in Sport and Enduro, and in Enduro the ABS is applied to the front wheel only. The system has three levels. Sport utilizes level 2, for equilibrium between front and rear, there’s no rear-wheel lift detection, and Cornering ABS is on. Touring and Urban use level 3 rear-lift detection, while Enduro is set at Level 1. The standard Multistrada 1200 has Brembo radially mounted 4-piston calipers and dual 320mm rotors in front, plus a 265mm single rotor. The S version has 330mm front rotors and Brembo M50 calipers mated to a 16mm master cylinder.

Both dashboards feature speed, rpm, gear, mileage, trip 1 and 2, engine temperature, fuel level, time, riding mode, miles remaining, consumption rate, average consumption, average speed, ambient temperature, traveling time, freezing surface warning. And while the bike is not in motion, the menu allows the rider to customize things such as DTC and DWC. Riding modes can be chosen while parked or on the move, as is true of the suspension preload on the 1200 S model. All Multistradas have an electronic key that engages with the motorcycle if it’s within two meters. A conventional mechanical key on the electronic key opens the fuel tank and releases the passenger seat. For security, there’s an electric fork lock.

The frame is a refined trellis design with a rear subframe made of aluminum castings. Rake is 24 degrees, trail is 4.3 inches. The single-sided swingarm is a one-piece die-casting, with welded-in sections. The Pirelli Scorpion Trail II tires are aggressively treaded for street and off-road riding. They’re sort of off-road sporty touring tires with long life.
The suspension is manually fully adjustable for the 1200, and all Multistradas have 6.7 inches of travel at each end. A narrower seat (compared to the last Multistrada) provides an easier reach to the ground, and although there’s 20mm of height-adjustability, the body is wider below the handlebar. Also, the passenger seat is lower than on previous models, and the grab rails have improved ergonomics. A reshaped windscreen allows one-handed adjustability, and dry weight is a claimed 460 lb. (467 for the S).

The wheelbase is 60.2 inches with centered weight, and ergonomics allow out-of-seat riding for off-road. The handlebar is tapered and rubber-mounted, and there’s actual storage under the passenger seat, not just accidental gaps between functional items. There are two optional 12-volt power outlets; one under the dash, one under the passenger seat, and heated grips.

OKAY, SO WHAT’S IT LIKE TO RIDE?

The new Multistrada is tall, as are all bikes of this niche, but the narrow seat does provide a reasonable reach to the ground. Getting beyond the multiple choices of rider aids and customizable programming, the Multistrada performs with agility. How could it not? The bikes we tested were flawless and smooth. Riding them can increase your IQ by a good 12 points.

The difference between the Sport setting’s full power and the Urban’s 100 hp is as noticeable as you’d expect: In Sport mode, in the higher revs, the bike storms forward with a wonderful growl, and speed increases nice and fast. The Sport Package includes Termignoni exhaust, which adds to the musical joy, but all models have the intake howl.
In any mode the bike is equally smooth, which is testament to some seriously complicated programming. If you so desire, you can shut off the DWC or DTC, but you can’t turn them back on while moving, so plan ahead.

On the 1200 S, the suspension is soft when riding in straight line, for maximum comfort, with Touring the best road-going choice. But as soon as you get aggressive in corners, it goes all semi-active on you and the bike is well planted. With the softness and long travel, speed bumps are something to ignore. Well, as far as comfort goes.

All riding modes show a factory-set damping setting of “medium” when you enter their menus. Since the suspension is semi-active, “medium” is just the baseline for where damping starts. But, when questioned, an engineer pointed out that each mode’s “medium” is a different “medium.” If you think about it, you wouldn’t want an Enduro “medium” to be the same as a Sport “medium,” and so forth.

Riding the 1200 Sport version makes it clear that it doesn’t have DSS. That’s not a bad thing; it just reminds one of how manually adjusted suspension that’s set at a sporty setting is at a sporty setting all of the time. You do notice speed bumps.
The standard monotone dashboard has lots of small print on because of so many functions. You must be under 40 or bring your reading glasses; the dash is not available in a large-print version. The full-color TFT display of the 1200 S is grand.
Cruise control works well and is easy to set or reset. A really neat feature: It can be disabled by twisting the throttle forward, beyond closed. It’s intuitively perfect, mimicking what you’d do with an open throttle when you desire to slow down.

Speaking about the throttle, it has a small bit of play. Unlike other ride-by-wire systems, there are no cables, and the throttle housing has the rheostat right within it, so, like the volume control on your stereo, there should be no play. Unless someone purposely put it there…? An inquiry revealed that, yes, it’s there for the purpose of letting the rider comfortably feel and know when the throttle’s closed, and also to ensure that there’s a smooth transition to opening it. These Ducati dudes aren’t stupid, that’s for sure.

In all, the handling is neutral, the braking is smooth, powerful and consistent, and the feedback is nails on. Also, the Multistrada has a power curve that only DVT can provide.

Prices for the 2015 Ducati Multistrada (in red unless otherwise noted):1200, $17,695; 1200 Touring Package, $19,094; 1200 S, $19,695; (white) $19,895; 1200 S Touring Package, $21,094; (white) $21,294. The Packages purchased as options: Sport Pack (Termignoni exhaust, carbon-fiber front fender, billet aluminum brake and clutch reservoir caps), $1,399; Touring Pack (heated grips, hard bags, centerstand), $1,399; Urban Pack (top case, tank bag, USB hub), $899; Enduro Pack (driving lights, Touratech crash bars, radiator guard, skid plate, enlarged side-stand base, off-road footpegs), $1,399.

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Triumph Speed Triple

Triumph’s best-selling Speed Triple range is set for a hefty makeover.

The new bike features a raft of changes the British firm will be hoping will be enough to keep the Speed Triple and higher-specification Speed Triple R able to fend off the competition in the naked bike class. The Speed Triple range can be directly traced back to 2005 when a slightly different bike was launched.

Since then the bike has seen mild tweaks and changes while all around it the naked bike class has been evolving. MCN’s road testers still rate the Speed Triple as one of the best road bikes in the class; its lack of power when compared to 160bhp bikes like the class-leading BMW S1000R. The three-cylinder engine has fantastic road manners and an engine note that still finds fans and for many the lack of electronic riders aids (apart from switchable ABS) appeals to many.

What we can see is a bike that has been given a set of styling and engineering tweaks to freshen up the design of a bike that can be traced in almost every regard back to the bike that was launched in 2005 and has barely been changed since. It appears this bike is the standard Speed Triple model but has been given a specification upgrade in terms of the brakes with the fitment of the Brembo brakes from the current R model to replace the lower specification Brembo radial calipers. The Showa forks from the standard bike are still in place.

We don’t really know the exact details of the specification changes we can see here because this bike is still 18 months away from being officially revealed MCN understands. This gives Triumph plenty of time to work on the smaller details and motorcycle firms often use a mish-mash of parts while bikes are testing as they are simply the ones that are at hand and fit.

One of the biggest changes to the bike remains one of the most mysterious in the form of the centrally-mounted air intake above the twin front lights. We can definitely see Triumph has added a ram-air system to the 1050cc three-cylinder engine and this would only have been done to boost power and overall efficiency. The ram-air scoop can be seen to run from above the front lights and then into a new headstock casting section which then attaches to the existing frame design. This is a cost-effective way of boosting power to the engine and only making the minimum of changes to the bike to allow the routing of the ram-air scoops.

Triumph never comments officially on spy shots taken of bikes before official launches so we can only estimate what improvements to power and torque can be expected but we reckon on power going up to around 140bhp from the current 133bhp with a corresponding lift to around 85ft lbs from 82ft lb currently.

The importance of any changes to the Speed Triple cannot be overstated for the British firm because the bike remains a big seller. In light of this it’s not hard to see why Triumph is apparently not making huge changes to the bike but the conservative nature of the tweaks to the bike may disappoint some who have been hoping for a much more radical overhaul.

Triumph insiders have told MCN this bike is an interim machine to tide the firm over while it works on a completely new bike which is many years away from showrooms as it has only just been started. Triumph has recently moved to refocus the work it is doing on the core of motorcycles which have come to be so integral to the modern history of the firm owned by John Bloor. Triumph has officially stopped work on a new single-cylinder 250cc range of bikes and has also recently closed a separate off-shoot called Trident Powersports which, after years of work, had now ceased to exist and all work in setting up a leisure sports division has been canned.

MCN understands a lot of work is underway at Triumph to give the current range of motorcycles a complete modernizing overhaul and the Speed Triple, along with the smaller Street Triple is going to be integral to that but we understand this bike will be revealed in finished form towards the end of 2016 for a 2017 model year release.

Before this bike comes along there will be an anniversary model launched called the Speed Triple 94 which will celebrate the 20 years since the bike was first launched. For now, Pete's Cycle is proud to carry this bike!

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