QUICK SPIN: Triumph Scrambler 1200

The Scrambler 1200 joined the Triumph line-up back in 2019 and was an instant hit. New for this year, we see a reinvented 1200 XE and the all-new 1200 X model. Tim Neave has spent some time with the big Scrambler. Here’s what he has to say:

The Scrambler 1200 XE might just have nabbed centre stage with it being the all-singing, all-dancing spec’d up model, but that’s not to say the X isn’t worthy of some limelight. Costing £800 less than the outgoing XC model (at £11,895), it has a much lower 820mm seat height, which is a whopping 50mm lower than the XE model. This bike is way more road-focused with its reduced suspension travel and a stiffer, more progressive suspension setting; a shortened swingarm that adds agility to faster road rides; narrower handlebars; and higher foot pegs for better ground clearance when you’re cranking it over in the corners. This bike has been designed for maximum accessibility to give the shorter riders a chance to try the package, and for those wanting to spend a little less cash. In essence, the X model shares all the same core capabilities and character as the XE but has a slightly lower spec.

Both Scramblers benefit from the same engine upgrades, which sees improved midrange torque and better fuel efficiency. Both also share the same tubular steel frame and high-quality bodywork specific to the Scramblers, and the bigger 21-inch front wheel provides a whole new level of control and stability in off-road riding. Triumph has done away with the faffy keyless ignition after listening to customer feedback, so it’s back to a traditional key start (which I’m all for).

As I blasted away during an hour-long road ride consisting of tight, technical twisties and wide, open, high-speed sections, I got a real flavour of the bike’s capabilities and instantly felt more in control. The narrower bars and higher footpegs meant for a sportier riding position, but don’t get me wrong – there is still so much room on this bike, and it has the same option to move the handlebars forward or back, just like on the XE.

The suspension is much firmer on the X and initially didn’t feel as nice because I’d really enjoyed the weight transfer from the softer, taller suspension, but as the pace picked up on the road, it soon made more sense. I could push the bike into corners, braking deeper and later, and the support was exactly what I needed. This bike felt incredibly confidence-inspiring and very intuitive; it went where I looked, and the feeling from the chassis was the same at all lean angles, to a point where I was soon dragging the footpegs through the corners. At first, the scraping really unsettled me, but once I knew what to expect it wasn’t so bad…

With the X being the more focused road bike, I did query why it didn’t also get the better Brembo Stylema calipers, rather than the Nissins, but the answer was quite frank: ‘The Nissins are up to the job and are all you need’ – which, I must say, I agree with.

As far as the road riding maps are concerned, I had a flick through and found sport mode to be best by a good margin. If you’re feeling a bit fruity and want to do some skids and wheelies, it’s no hardship to enter the settings and dial out the TC and ABS, but with all that grunt from the 1200 motor, leaving the TC on isn’t a bad idea.

If 820mm is still too tall in the saddle height department, there’s now a shorter seat available (it fits both models) that’ll drop the height by a further 25mm. Thankfully, comfort isn’t compromised as you’d commonly expect with cut-down seats, and it’s ergonomically sculpted to feel identical to the standard one. If touring is your thing, I wouldn’t dismiss this model. It has the legs and the comfort, and with one-touch cruise control and new accessories available, such as the windshield and up to 102 litres of pannier and tank/tail bag storage, this bike very much wants to be considered. And despite having two large exhaust pipes running close to your right leg, I thought the heat management was impeccable and would be lying if I said I noticed it once.

It’s refreshing to see real changes based on real customer needs, and Triumph has delivered. Improved performance and an improved price tag are hard to come by in this day and age, so kudos to Triumph for ticking that box. But when it’s all said and done, if it’s good enough for James Bond, it’s good for me.