Our in-depth Triumph Scrambler 1200 XE and X review

Triumph’s big-capacity Scrambler motorbikes have been a huge success story since their introduction in 2019, and for good reason too. Combining retro style with premium componentry meant that they had a genuine ability to not only excel on road, but also tackle some serious off-roading as well.

And for 2023, the Triumph Scrambler 1200 XE has been given a slight overhaul, including an updated motor, latest-gen Brembo Stylemas and a switch from a Showa/Öhlins setup to a fully adjustable offering from Marzocchi, which, among a few other tweaks, has made the XE cheaper than its predecessor.

Yet even so, it doesn’t impact negatively on the riding experience, and with its impressive ability to perform both on and off-road, the Scrambler 1200 XE truly is more than just a Scrambler.

In terms of appearance, the Scrambler 1200 XE is still a beautiful machine that demands attention, especially with its high seat and long travel suspension. But the best thing about the Scrambler 1200 XE isn’t just how it looks, but more so about how capable it is and how enjoyable the ride is, whether you fancy sitting on a motorway, tackling twisty sections of tarmac, or more importantly, taking it off-road.

The updated engine offers a hefty amount of torque from what feels like the very bottom of the rev range yet is more than happy to sit at motorway speeds too, especially with cruise control engaged. Although it’s a little snatchy on the initial throttle pick-up at walking pace in ‘sport’ mode, the engine has a huge operating window and will happily bimble along without having to navigate up and down the gearbox with every twist and chop of the throttle.

On the tarmac, the XE is more than capable of delivering a fun and enticing ride at a steady pace. The standard set-up from the fully adjustable Marzocchis is on the softer side, and with so much stopping power from those big Brembo calipers and so much low-down grunt from that 1200cc motor, the XE does tend to dive on the front and sit down on the rear when it is being ridden a bit harder.

Yet thanks to that soft, plush ride, the XE not only soaks up bumps and dodgy tarmac with ease, but it also performs impressively well off-road too. Although it feels most comfortable on big, open trails above 20mph (where it can be in 2^nd and 3^rd gear, rather than 1^st) it’s still an impressive performer on slower, more technical sections, with the 21” front wheel offering an impressive level of precision and feedback over big rocks and the ability to take on reasonable ruts too.

As it makes so much torque so low down, the Scrambler’s throttle is incredibly responsive and borders on aggressive even in off-road mode, but this can be masked by the IMU and the off-road traction control. Although the off-road TC is incredibly soft in in its application, it’s a little bit too intrusive if you’re comfortable going even a little bit out of line, meaning that more experienced off-roaders will prefer to have it all switched off.

Even though the seat isn’t the most comfortable unit in the world, the Scrambler 1200 XE is incredibly roomy, and offers a truly impressive riding experience to match its striking appearance. As a machine that can do so much and look so good in the process, the 1200 XE is a mighty machine. However, let’s not forget that it’s still a hefty beast at 230kg with a whopping great seat height too, so for those who want something a bit smaller and will do less off-roading, the base model Scrambler 1200 X is a cheaper, easier to manage alternative.

2024 Triumph Scrambler 1200 X - a road biased, accessible entry to the big capacity Scrambler market

Replacing the outgoing XC, Triumph’s Scrambler 1200 X is a road biased, accessible entry to the big capacity Scrambler market that costs £11,895 at launch. Much like with the range-topping 1200 XE model, the X is finished incredibly well and looks tidy in the flesh, with no excess plastic to be seen or excessive wiring on show.

Even though the 228kg weight may seem quite hefty for a Scrambler, thanks to the impressively low seat height of 820mm (that can be reduced to 795mm with the accessory seat), it’s not intimidating to ride, nor difficult to navigate at slow speeds. The seat isn’t the most comfortable unit in the world though, and the Scrambler 1200 X isn’t the roomiest offering on the market either if you’re a taller rider.

Much like with the XE, the updated engine is a lovely thing. There’s an impressive injection of torque from what feels like the very bottom of the rev range, yet it’s more than happy to sit at motorway speeds too, with very little in terms of vibes or excess noise. Although it’s a little snatchy on the initial throttle pick-up at walking pace in ‘sport’ mode, the engine has a huge operating window and will happily bimble along without having to navigate up and down the gearbox with every twist and chop of the throttle.

Being the base (and more road-biased) model in Triumph’s Scrambler 1200 range, the X comes equipped with non-adjustable Marzocchi forks, and a preload adjustable rear shock that offers up 170mm of travel front and rear, instead of the XE’s 250mm. This means that real off-roading is really off the cards, although it will happily navigate a dusty trail or an easy green lane.

Although the Scrambler 1200 X is a great stepping stone into the big capacity Scrambler range, it is dwarfed by the range topping XE not only in stature, but in riding ability too. The electronic interface isn’t as intuitive (or packed with all the goodies, such as cruise control), while the suspension and brakes don’t offer the same quality or feel. For these reasons, I would knock a star off and award the X 3 stars overall.

Moving away from a trusty Showa and Öhlins set-up was a gamble from Triumph, but the 2024 XE comes equipped with impressive, fully adjustable Marzocchi suspension that still offers a mighty 250mm of travel, and they soak up dodgy surfaces and bumps with ease. For a big with a 21” front wheel and a 230kg weight, the Scrambler is impressively agile and fun to ride, but only to a reasonable pace.

Although there’s a lot of feedback and feel through the stroke, the whole machine feels softly sprung for its weight, and for those only interested in road riding a little bit of support on both front and rear would go a long way. Under acceleration the XE does squat, while there’s a lot of dive from the front end when utilising those dual Brembo Stylema M4.30 monobloc calipers, which offer almost an overkill amount of bite and stopping power.

Yet its softer nature can be forgiven, as without touching a single clicker, the XE feels right at home on the dirty stuff. There’s a surprising amount of feedback through the front end on gravel and loose surfaces, and due to having that big front wheel, it’s also happy to tackle big rocks and gnarlier sections with ease too. Thanks to that long swingarm (32mm longer than on the road-biased Scrambler 1200 X), the ability to get the rear sliding isn’t a risky affair.

The riding position is incredibly spacious and will easily accommodate a taller rider, although the seat is incredibly stiff and does make itself known after just an hour or so in the saddle.

2024 Triumph Scrambler 1200 X ride - 3 stars

Equipped with Marzocchi suspension front and rear, the X’s set-up feels incredibly stiff at both ends, especially for an entry-level machine made for some light off-roading too. The rear especially offers very little leniency over undulating surfaces, and because of this, the base model 1200 doesn’t offer a huge amount of feedback at calmer, road riding speeds.

Although it feels a bit more at home when ridden a bit harder on faster on flowing sections of tarmac, ground clearance is a hugely limiting factor, and it doesn’t take long at all to start scraping the pegs. The 2-piston Nissin calipers are also vague through the lever, and don’t offer anywhere near as much stopping power as I’d like on a 228kg piece of metal.

But one of the big sells for the X model of the Scrambler 1200 comes in the form of the low seat height and shorter travel suspension (compared to the range topping XE model). At just 820mm (with an option to all the way down to 795mm) it’s incredibly user-friendly at slow speeds, which is aided by a thin chassis and engine configurations.

However, it does feel a bit cramped with tight ‘bars and higher ‘pegs, and the seat does get uncomfortable after an hour or so in the saddle. If bike height is a dealbreaker, the X feels more akin to a lower capacity model, rather than a 1200.

For the 2024 models, Triumph have gifted their Scrambler 1200s with a new 50mm single throttle body and revised exhaust headers, with means that there’s a wider spread of torque from 5000rpm upwards, while peak power and torque arrives 250rpm earlier too. The result? That 1200cc Bonneville engine is an absolute gem, thanks to the sheer window of go that covers most of the rev range.

It truly does feel like it’s made a step forward, as the big Scrambler pulls like a train from the very bottom of the rev range and is more than happy to sit in higher gears too, allowing for a relaxing and calm riding experience. Yet most impressively is how the XE feels equally as happy to be sitting at 70mph with very little issues in terms of excess noise or vibes, and with the added bonus of cruise control, it really is possible to rack up big mileage with ease.

The only qualms come from the initial throttle response, as in sport mode as it’s a bit snatchy on the initial pick-up. Even in off-road mode it feels a bit too eager on slower technical sections due to just how much torque is available so low-down, while the gearbox does feel a little bit agricultural when shifting up through the lower gears. Yet it isn’t offensive, and it does add to its retro charm.

There’s no denying that the Scrambler 1200 XE is still a beautiful and minimal machine, but thanks to the 880mm seat height it has a serious presence too. The finish is impressive, and there’s very little in terms of wiring, or excess plastic too which is what we look to see on a modern classic.

In terms of reliability, most Scrambler 1200 owners haven’t had too many major problems, although there have been reports of a few quality issues over the years. One of the main elements of contention comes from an issue with the keyless ignition fob, which has been dropped for the 2024 model.

At £400 cheaper than the outgoing model, it’s hard to argue that the Scrambler 1200 XE isn’t good value for money, even if it does lose out on a few of the premium touches that the 2023 XE had. There’s little competition that can truly live with the XE’s performance both on and off-road, and other high-capacity Scramblers such as Indian’s FTR Rally costs £1,700 more.

The Scrambler 1200 X is well priced for the scrambler market – especially as it’s £800 cheaper than the XC model that it replaces. It’s also worth noting that Ducati’s Scrambler 1100 Sport is £14,495 while BMW’s new R 12 nineT comes in at £14,420.

The biggest problem for the X model is its stablemate in the range, the XE. For an additional £1400 you get significantly better brakes, suspension and electronics. If you can handle the additional seat height, the XE is by far worth the extra cash.

Although it doesn’t come with a shiny gold shock and keyless ignition like the outgoing top-spec model, the 1200 XE does come absolutely stacked in terms of equipment and it doesn’t really miss out on much at all.

The braking comes in the form of big, Monobloc Brembos, the Marzocchi forks are fully adjustable and the chunky TFT dash powers a raft of modern rider aids, including lean angle sensitive traction control and ABS, alongside a host of riding modes too. Although Triumph have ditched the keyless ignition it isn’t missed, and it’s a really nice touch to have cruise control too.

2024 Triumph Scrambler 1200 X equipment - 4 stars

Impressively for a base model, the X comes equipped with cornering ABS and traction control, five riding modes (including off-road) and all LED lighting, alongside a split LCD/TFT dash, which is easy to navigate. However, the X is lacking in terms of the componentry, especially when it comes to the brakes and suspension.