Motorcycle specifications Triumph1200 Scrambler X 2024 The game is shortened

Triumph is repositioning its big scrambler to make it more affordable. In every sense of the word, from price to ride height. The 1200 Scrambler XC was high, and not exactly democratic in terms of seat height. Things are about to improve with this evolution, more soberly christened the X.

Here, the rider can place his buttocks 820 mm off the ground. That's 2 cm lower than the XC, and if required, the height can be further reduced to 795 mm with the "low saddle" option. No need to take a stepladder to get on board. How did they do it? By reducing suspension travel from 200 mm to 170 mm.

The result is a little less ground clearance. But that's not a problem, as Hinckley has repositioned the X to be more road-oriented. He also wanted it to be less expensive, and here, no secret, it's often the suspension that suffers.

This is one area where Triumph has made significant savings. To lower the price of its Scrambler, it had to make cuts in all areas. Marzocchi components replace Showa forks and Öhlins shock absorbers. This team allowed adjustments in all directions, front and rear. Today, you can brush yourself off; only the rear amortos give access to adjustment, and only to preload.
Brakes, too, are moving downmarket. Nissin has taken Brembo's place, with 2-piston axial calipers biting 310 mm discs. Gone are the sporty, highly efficient 4-piston M50 radial calipers of the XC, which heated 320 mm discs. This may have been an exaggeration, given the Scrambler's vocation, but it did (somewhat) legitimize why you'd spend 16,000 francs on this kind of bike. From now on, you'll have to make do with Z 650 brakes.

The manufacturer has also trimmed the instrumentation, with the TFT panel giving way to a less glamorous LCD/TFT combo. Cruise control and keyless start have been removed, while the fuel tank has been reduced by one liter (15 liters).
But the Scrambler 1200 has also gained a few features. Its ABS and traction control are now angle-sensitive, thanks to the addition of an inertial unit. The engine is cleaner (Euro5b compliant) and benefits from a few modifications. Thanks to a new 50 mm throttle body and reworked exhaust manifolds, the twin distributes its torque better in the second half of the rev counter.
Power and torque are identical to the previous Scrambler XC, at 90 hp and 11.2 mkg - except that they are obtained 250 rpm earlier. At 7,000 rpm and 4,250 rpm respectively.

on the other hand, don't expect the Scrambler X to show you that it's changed. Its silhouette is unchanged, and it still exudes the allure of an "off-road roadster". A few subtle differences distinguish it from the XC, however: less premium brakes, black-painted swingarm and engine guards, a redesigned, less old-school taillight, slimmer turn signals and a shorter side stand.

The 1200 X uses the same tubular steel frame, aluminum swingarm and wheels as the XC. Perfectly suited to off-roading with dimensions of 90/90-21 and 150/70-17, they nevertheless look towards a predominantly road compromise with their Karoo Street tires. But then, tires are different. The electronics retain their 5 driving modes (Rain - Road - Sport - Off-Road - customizable) and, as we saw above, their ABS and traction control (reworked thanks to the IMU).

By increasing the differences between the X and XE versions, Triumph clearly wants to offer a larger, more "accessible" scrambler on the one hand, and a much more adventurous and premium model on the other. The same doctrine as before, but pulling the X down. Admittedly, the 1200 Scrambler X costs 1,000 bales less than the XC, but the pill will still be harder to swallow.

M.B - Manufacturer's photos