Adamchildchad Forties, 5'7, has been professionally bike testing for 20-years and has attended more than 350 bike launches and covered over a million road test miles. International road racer, with race wins at Oliver's Mount, podiums in NZ and two top ten TT finishes. Chad is just as happy off-road or on a classic bike.
Since its debut in 2019 Triumph’s Scrambler 1200 XE has outsold its Scrambler 1200 XC sister by a substantial margin and five years on it’s been given a significant revamp as part of a range reshuffle that sees the XC dropped and a new Scrambler X appear in its place.
The new lineup creates a more distinct division between the two Scrambler 1200 variants, with the XE retaining its range-topping spot while the X forgoes some off-road ability in favour of increased accessibility in terms of both price and seat height. Whether buyers still prefer the more expensive XE or if the X’s value proposition turns out to be more attractive, Triumph’s updates to the range – including all-new suspension for the XE – will be key to the Scrambler 1200’s continued success.
Triumph has slightly reduced the specification in some areas, like suspension, but increased it in others with, for example, the introduction of Brembo Stylema front stoppers. This is why it might come as a surprise for some that updated 1200 XE has actually dropped in price, by £400, which is unusual in today’s economic climate.
Pros and Cons
Brembo Stylema brakes should be a worthwhile upgrade
Slight price drop is made more appealing as rivals get more expensive
Great looking bike with Triumph’s premium finish (especially in Baja Orange)
Will appeal to taller and larger riders
Now the only option in the 1200 Scrambler range if you want to take on serious off-road
870mm seat will be too high for some
No reduction in weight, still a large bike
Excess suspension travel on the road when ridden hard
2024 Triumph Scrambler 1200 X and XE review
Chad sends us his first ride review from international press launch of both the updated Triumph Scrambler 1200s
Starting at £13,295 on the road the 2024 Scrambler 1200 XE bucks the current trend for double-figure percentage inflation rises by sliding in at £400 less than the starting price for the 2023 model. That’s likely to be down to the different mix of components, which see the bike adopt higher-spec Brembo Stylema brakes but also switch its suspension suppliers from Showa and Ohlins to Marzocchi.
As before, the deal is made sweeter by Triumph’s long, 10,000-mile service intervals that promise to reduce ownership costs in the long term.
Three colour options are available for 2024, with a new ‘Baja Orange’ that’s guaranteed to turn heads, as well as more subtle alternatives in the form of Phantom Black/Storm Grey and the carried-over Sapphire Black.
In terms of price comparison with its rivals, where do you place the XE? Road going Scramblers from Ducati and BMW can’t match the prowess and off-road appeal of the 1200 XE, so maybe we should look at true off-road capable bikes with a 21-inch front wheel. Honda’s Africa Twin, for example, starts at £13,199.
The essence of the 1200cc parallel twin engine is familiar from both the 2019-2023 Scrambler 1200 models and a host of other Bonneville-based machines but Triumph has applied some judicious tweaks for the new model year.
Both the 1200 XC and the new 1200 X version get a new 50mm single throttle body along with subtly reprofiled exhaust headers that, along with revised mapping, shift the power and torque peaks down by 250rpm while leaving the absolute maximums unchanged. That means there’s 89hp at 7,000rpm and 81.1lb-ft at 4.250rpm, while Triumph says there’s also a broader spread of torque in the higher reaches of the rev range, from 5,000rpm to the 7,500rpm redline.
As well as being freer-flowing, the revised exhaust introduces more space between the pipes and the heatshields. That addresses the problem of a cooked right leg that the high-level exhaust that’s such a key element to that retro scrambler look poses, both by physically increasing the distance between pipe and shield but also by allowing more airflow through it to draw heat away.
As before, the engine drives a six-speed box through a torque-assist clutch, and the electronics offer six riding modes – Sport, Road, Rain, Off-Road, Rider Configurable, and Off-Road Pro – the last being exclusive to the 1200 XE. As usual, the modes alter the engine mapping as well as the settings of the cornering traction control and the cornering ABS systems.
With very little competition in this true off-road-capable Scrambler class, Triumph didn’t have to work overtime searching for more headline-grabbing horsepower. Instead, the Hinckley engineers could focus their efforts on adding more real-world performance.
The big 1200 XE drives cleanly and strongly from just 10% throttle and simply accelerates forward with no fuss, like it was a 180kg middleweight, not the 230kg bruiser it is. You ride the twin's wave of torque, short shifting through the six-speed gearbox, accelerating stupendously hard. The XE might look like a Scrambler for the 1960s but abuse the throttle like your old man might have done back in the day and a raft of highly sophisticated (and lean sensitive) rider aids are required to keep all its tyre-torturing low and midrange grunt in order.
There are six riding modes to choose between: Sport, Road, Rain, Off-Road, Off-Road Pro and the Rider Configurator, which allows you to make your own personal map. In perfect riding conditions on the road in Spain I mainly stayed in the default Road mode and occasionally switched off the TC (only possible at a standstill) to enjoy the Bonnie twin's wheel lofting torque.
Some spec-sheet warriors might turn their noses up at a bike that makes less than 100bhp but, with so much freely available torque on tap, the XE covers the ground fast. Get on the throttle really hard and super early, especially in the lower gears, and the XE's long-travel suspension suddenly feels a bit too, erm, long travel as the rear Metzeler Tourance bites into the road, rear shocks compressing, forks extending, as the XE piles forward. Add a pillion and luggage and the torque will take the added extra weight in its stride – no problem.
We only encountered reasonably light off-road riding on dry, dusty trails, and the parallel twin proved predictably capable, driving its significant mass up steep inclines with relative ease and power sliding progressively in the dedicated Off-Road Pro mode (that removes the TC and ABS). I’m sure if your mate should get stuck in a muddy ditch the big XE would tow them out with breaking into a sweat. It's a grunt factory.
At low off-road speeds – when you're doing the tricky stuff – you’re aware of the XE's latent torque and power, as well as its kilos. The big Triumph is far happier on open, quicker trails requiring at least second gear or higher. Even in the dedicated off-road mode, it's a little keen at the bottom of the rev range. It wants to get on with it; to go scrambling!
With its gold-coloured USD forks, Brembo-branded brakes, and piggyback rear shocks the 2024 Scrambler 1200 XE looks like it’s barely changed compared to the 2019-2023 model but all those parts are actually new for next year.
The headline change is the switch of suppliers for the suspension components. Instead of buying in the forks from Showa and the twin rear shocks from Ohlins, Triumph is sourcing the whole lot from Marzocchi for 2024.
As before, the forks are 45mm in diameter and fully adjustable for compression, rebound and preload, while offering 250mm of front wheel travel. At the back, there’s a similar range of adjustability from the new twin shocks, and like the previous XE the swingarm is 52mm longer than the base model’s, increasing the wheelbase, ride height and rear wheel travel, which matches the front at 250mm. With the previous XC model now dropped and replaced with the new Scrambler 1200 X, which has lower, shorter-travel, non-adjustable suspension, the XE’s off-road advantage over its sibling is greater than ever.
Brembo provided all the brakes for the previous generation, but for the 2024 Scrambler 1200 XE the Italian company only supplies the front calipers, which are uprated to Brembo Stylema radial four-pots in place of the previous Brembo M50s. The discs are the usual 320mm. At the back, where previously there was a Brembo two-pot, there’s now a Nissin single-pot floating caliper on a 255mm disc. Cornering ABS, instructed by a Continental IMU, is standard.
There is no hiding the fact the updated 1200 XE is a tall, big bike. An 870mm seat height, a 230kg wet weight and 250mm of suspension travel at each end are big numbers that will suit some better than others. I’ve spoken to many owners, bigger and taller humans mainly, who love the Scrambler's physicality and large dimensions. When you’re over six feet it’s sometimes hard to find a bike that fits and the big 1200 XE is highly appealing on that count, particularly if you want to carry a pillion. The flip side, for shorter riders like me, is that the 1200 XE can be a little intimidating – which is one reason Triumph now produces the lower 1200 X.
Despite those big numbers, though, the XE isn’t as intimidating as you might expect. Once aboard, and with some sag put into the new Marzocchi suspension by my bodyweight, I could get one foot fairly securely to the ground. And once the wheels are turning, those 230kg become far less apparent, usefully wide bars with plenty of leverage allowing you to throw the bike around with some ease.
Triumph has replaced the Showa front forks and Öhlins rear shocks with similarly adjustable Marzocchi units, which sounds like a backwards step but hardly feels it on the road and is certainly not like swapping your Porsche for a Polo. Triumph and Marzocchi have worked closely to match the setup of the old bike, and the only bit missing is the glitzy logo of Öhlins along, I assume, with its larger price tag. I’d like to ride the old and new bike back-to-back to feel the difference, but I’d suggest it’s marginal.
The ride quality is impressive. The benefit of the long-travel XE, which is designed to work off-road as well as on, means it absorbs road imperfections with consummate ease. Jump over speed humps, hit treacherous potholes... nothing fazes the XE.
A few years ago, you might have looked at long-stroke suspenders like the XE's and assumed they'd start bouncing around like a teenager at his first Glastonbury when the ride got a bit sporty. But the suspension travel remains plush and controlled as the pace hots up and only starts to lose its composure if you start to ride the XE like it's a big supermoto.
Grab a big handful of throttle and the amount of travel suddenly becomes noticeable. It’s not alarming or unstable, but you’re aware of the drop in the suspension during heavy cornering, and when flicking the 1200 aggressively between turns in fast direction changes. There is a lot going on.
It's a similar story for the improved Brembo Stylema stoppers. Arguably Triumph didn’t need to replace the old M50 Brembo items, which were more than capable. After all, if you used the brakes to their full potential, the forks on the older XE would struggle with the excessive load, diving through their long stroke. Certainly, the upgrade brings lovely, powerful, one-finger stopping (with lean-sensitive ABS) to the new XE, even fully loaded with luggage and a pillion I predict, but to make full use of their power on the road, more control needs to be added to the new 45mm Marzocchi units.
Triumph gave Bike Social a flavour of what the new XE is capable of off-road at their Adventure Centre in Spain just outside Malaga. The XE is around the same weight as BMW’s recently launched R 1300 GS (which has a lower seat height) and, at first, I was a little nervous. But, as all scrambler owners will know, once the 1200 is moving and the suspension moving and working, it comes together nicely.
Those wide bars are mounted high as well as wide, meaning you don’t have to hunch down to reach the controls once stood up on the grippy pegs (with removable rubbers), though it does feel a little wide on the legs, which might be because I am on the short side. The harder you ride the XE off-road, though, the easier it becomes, to the point that I was even hitting rocks and lips to get the beast airborne. After an hour I was navigating hard terrain and enjoying some airtime too. Bikes that weigh a quarter of a tonne shouldn’t be this easy to ride off road but, in the hands of a reasonably experienced rider, it’s surprising what the XE can do.
Incidentally I preferred the Off-Road mode to the Off-Road Pro mode as I wanted a little support from the rider aids, specifically some off-road biased ABS on the front wheel and a whiff of TC on the rear. Off-Road Pro, which is only available on the XE, turns off the rider aids but gives you a specific off-road throttle map.
The 870mm seat height is the same as the previous Scrambler 1200 XE, although it can be reduced to 845mm with an optional low seat. The revised exhaust, promising to reduce heat transferred to the rider’s inner leg, is a big bonus from a comfort perspective provided it works as intended.
Compared to the lower, street-biased Scrambler 1200 X, the XE’s bars are 65mm wider, and as well as reversible risers to alter their fore and aft positioning, there’s a 10mm spacer that can be used to increase their height. A new, adjustable-span brake lever adds another touch of adaptability to the package, and the foot controls are also adjustable.
Triumph has yet to confirm the bike’s economy, although given the overall similarity of the engine to the previous model it’s unlikely to differ much from that machine’s 61.4mpg. In theory that gives 200 miles between fill-ups if you’re prepared to run the 15-litre tank absolutely dry, although we found that 150 miles is a more realistic range in day-to-day use.
Comfort is exceptional, and the roomy riding position will be applauded by larger riders. The ride is on the soft side, controlled and comfortable. As this is the premium XE, backlit switchgear and one-touch cruise control both come as standard (and are not available on the 1200 X). There are new accessories available, including a high screen, along with luggage options, which I can see a large percentage of customers opting for given how well the motor works effortlessly at motorway speeds. Flick on the cruise control and the 1200 XE will be capable of churning out some easy, albeit unfaired, miles in comfort.
Heat transferred to the ride via the high exhaust wasn’t noticeable, but conditions in Spain were unseasonably cold. It will be interesting when we try the big Scrambler in warmer conditions.
On test, I averaged 4.6l/100km, which equates to 61.41mpg, the same as the old bike. Official figures haven’t yet been released but returns of over 60mpg during a reasonably brisk ride can’t be ignored. The fuel tank capacity is only 15 litres but will be fine for 170 miles or close to 3 hours of motorway riding shouldn’t be a problem.
The colour TFT dash is carried over from the previous Scrambler 1200 XE, but since the XC model is now replaced by the stripped-back 1200 X, the XE is now the only version to have it. There’s a choice of contrast levels for the display plus the ability to personalise the start-up screen, and with the optional connectivity module it can be used for phone-based, turn-by-turn navigation, call and music operation.
Cruise control is standard on the XE model, and both versions of the Scrambler 1200 can be adapted with a range of more than 70 optional accessories, including luggage with up to 102 litres of capacity, screens and off-road-oriented protection and lighting.
The styling changes for 2024 are slight, with smaller LED indicators and a new taillight, while the XE model can be distinguished by its bare alloy mudguards compared to the black ones of the base X version.
The dash is neat and easy to navigate. There is a lot of information to keep you informed and occupied on long journeys, and at a quick glance, it’s easy to pick up the vital information. Backlit switchgear is a nice premium touch.
The back brake pedal is adjustable, and the rubbers can easily be removed from the pegs for serious off-road action. Dual purpose Metzeler Tourance rubber comes as standard, but new are ‘handbook approved’ Michelin Anakee Wild rubber which can be fitted for those who want to take on some serious off road.
Style changes are minimal: just tweaks like the smaller indicators and rear light. Overall, the level of finish is very high and in the Spanish sunlight the new Baja Orange looked gorgeous. There are some lovely touches to the XE such as the cast aluminium swingarm, the stainless-steel tank strap, Monza filler cap and retro seat. In my opinion, the XE is a handsome and desirable bike, one of machines you pop into the garage every so often with a brew just to look at.
There aren’t many large-capacity, retro-styled scramblers that offer the same genuine off-road ability as the Triumph Scrambler 1200 XE, if any at all. If off-road use is your goal, you might find yourself comparing it with more modern adventure bikes, like Honda’s Africa Twin, which is surprisingly close when it comes to performance, price and weight.
Triumph hasn’t thrown away the rule book with the new 1200 XE. Instead, the Hinckley factory has simply tweaked the XE, arguably lowering its spec in some areas while increasing it in others. They haven’t gone chasing bigger numbers either, instead delivered strong, usable torque from low down. The big 1200cc parallel-twin is now even more of a peach of an engine for the road.
The new 1200 X now caters to those who like the idea and image of the 1200 XE but are either put off by its size or don’t require significant off-road ability. The new 1200 XE is now very different from the 1200 X and is clearly the big daddy of the 1200 Scrambler range. Big ground clearance, big suspension travel, big seat height... And it has racy Brembo Stylema stoppers.
I happen to think it looks stunning, and it’s surprising what you can get away with riding it both on and off road. It’s a fun, useable, versatile bike, and something a little different from a normal adventure machine.
When you look at the competition, nothing really comes close to the updated Scrambler. Yes, there are other Scramblers on the market, but off road the Triumph kicks sand in the face of any other retro, and on road, with some suspension tweaks, it can seriously cut it, too.
If you want the biggest, baddest Scrambler on the market with true off-road potential then look no further than the new XE. I just wish I was a little bit taller to enjoy it more.
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MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.
MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:
A steering lock that meets the UNECE 62 standard
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The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.
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