Success is exciting to navigate, and Triumph wasn’t messing around when it released the Scrambler 1200 range in 2019. The trail-bashing lineup included the cut-throat off-road XE, bolstered by a marginally less dirt-focused XC. Sure, one bike had more suspension travel than the other, but they were similar in specification, price, and outright performance. That created an opportunity to reposition one of the scramblers as a more accessible, arguably road-oriented yet dirt-capable machine. Enter the 2024 Triumph Scrambler 1200 X.
The Hinckley folks surveyed customers and had a good, long think about what role the Scrambler 1200 X could assume. With the XE standing proud as a well-appointed desert-ready maniac, the new X is repositioned to attract a wider audience through some spec-sheet reshuffling that lowers physical and financial hurdles. Reducing suspension travel drops the seat height significantly, while fewer adjustment features and more affordable axial-mounted Nissin braking equipment help save $1150 compared to the now-defunct XC model. Flouting the price point, the X gains two crucial things: IMU-supported rider aids and approachability.
We rendezvoused with the 2024 Triumph Scrambler 1200 X in Borrego Springs, California—a fitting desert locale parked next to the Anza-Borrego Desert State Park and Ocotillo Wells State Vehicle Recreation Area, where we threw some roost and got some scratches. Now, we’re back home, and it’s time for the Fast Facts.
- A vertical-twin punch is brought to you by the Bonneville 1200 HP (High Power) engine. Triumph discovered a winning formula with its versatile 1197cc twin-cylinder mills, quickly building a reputation for ample bottom-end and ever-present midrange shove. There’s no shortage of character, with the 270-crank encouraging a throaty exhaust bark while the Scrambler tune puts a zestier twist on its 89 horsepower at 7000 rpm and 81 ft-lbs of torque. Subtle tweaks help expand that already broad torque curve via a redesigned header and wider 50mm throttle body. What makes the riding experience lovely is the on-demand hit of an imminently inviting grunt, providing great control in the dirt and enough excitement on the tarmac.
- A slick six-speed gearbox ties it all together. The Brit manufacturer hasn’t rested on its laurels, carefully updating the 1200 engines over the years with lightened internals to keep it up to snuff. Nothing has changed regarding its crisp shifting experience and light clutch pull, which won’t wear you out when navigating trickier terrain or traffic.
- It’s a classic scrambler in looks but thoroughly modern with tech, as IMU-supported rider aids come to the 2024 Triumph Scrambler 1200 X. Joining the party this year is cornering ABS (two-level) and lean-detecting traction control (five-level). Those settings swap accordingly when flicking through the preset Rain, Road, Sport, and Off-Road riding modes; naturally, a customizable Rider mode is provided. Triumph has mastered the art of ride-by-wire throttle, delivering excellent response across the board from Rain and Sport. Off-Road takes the edge off initial wrist twists while engaging trail-appropriate front-only ABS and TC, the latter of which is defeatable via the menu. Less experienced riders will surely appreciate those parachutes. ABS can’t be entirely removed from the X equation, which makes downhill descents trickier in the dirt. Fair enough, as more aspirational off-roaders can look toward the XE model for that.
- The LCD/TFT clock is an exercise in simplicity. Visually, the round instrument panel fits the aesthetic bill, and its functionality is straightforward—all the essential stuff is available at a glance. Some ancillary text is small, but that’s beside the point. The X retains the original switchgear and doesn’t receive the new backlit stuff seen on the XE. It’s a compelling setup, sure, though we should note that this is one of the areas where the X helps save some moolah compared to the XE. We still have niceties like USB charging ports under the seat.
- Marzocchi takes up the suspension mantle in 2024. The X cuts its path in this category above all else, boasting 6.7 of travel at each end. That’s over an inch less than last year, which is crucial to its mission as Triumph hopes that the X’s significantly lowered stature will attract a broader audience—riders who aren’t as concerned with pure off-road performance. That’s feeding a practical argument. However, from a financial perspective, the Marzocchis are procured at a more affordable price, as the Italian suspenders keep adjustment at a minimum with spring-preload available on the dual shocks only. The result is a lower MSRP.
- The positives outweigh the negatives when it comes to suspension. What immediately becomes clear when hopping between the X and XE is that its lower center of gravity and reduced travel have made it the more street-friendly machine. It eagerly whips through canyon roads and displays more poise than one could wish out of a 21-/17-inch wheeled machine. What’s the catch? All that cornering gusto means that your footpegs find terra firma sooner. Scrambling this nearly 503-pound machine down fire roads or smooth trails is as entertaining as one can imagine. The lowered CG improves stability, making it far more forgiving at low speeds or in the sand than the XE. However, heavier hits will reveal its limits, finding the bump stop and plastic mudguard. Even still, it’s only outclassed by its taller sibling and remains quite capable in the dirt.
- Classic Bonneville-inspired ergonomics simply work. We’ve hinted at the X being lower, but not necessarily by how much. Measuring 32.3 inches above the ground, the X’s seat is two inches lower than the XE’s perch; an optional low seat drops the height another inch. The Modern Classic range is defined by relatively slim machines, allowing my 32-inch inseam to flatfoot boots on the deck with room to spare, which isn’t something we can say on the XE. Beyond that, the seating position is reminiscent of a T120, where its bench seat allows wiggle room, and controls naturally gel with my 5-foot-10 frame. In addition, the X features a narrower handlebar, which draws your arms in and reduces the unavoidable “human billboard” effect on naked motorcycles at high speeds. Overall, the neutral riding position works, whether standing or sitting.
- Nissin comes into the braking fold on the 2024 Triumph Scrambler 1200 X. Following the theme of the suspension, Nissin is tapped for the X with its axial-mounted two-piston Nissin units and 310mm rotors up front, easing pain to our wallets. While moving from top-shelf Brembo kit to these long-proven stoppers is a downgrade in bragging rights, the Nissan package doesn’t lack much performance. A firmer pull at the adjustable lever is on offer, and, arguably, less feedback is available when compared to the pricier bits. That’s to be expected, really, but it’s nothing to worry about. The rear single-piston unit is quite handy in either setting, too. But let’s reiterate what we’ve gained—Cornering ABS!
- We opted for OE-approved Michelin Anakee Wild knobbies during this test. For this test, Michelin Anakee Wild rubber was spooned onto the 21-/17-inch tubeless wire-spoke wheels. Those stopping by the dealership floor can anticipate road-focused Metzeler Karoo Street tires on the Scrambler 1200 X. However, our test split off-road essentially 50/50, so Triumph reached for the OE-approved Michelin Anakee Wild knobbies. The aggressive tread pattern is stellar off-road, hooking up nicely and certainly boosting our trail assessments. Despite the squirmy nature of such rubber, they faired quite well when leaned over on the tarmac, though if off-roading is a rarity, I would stick with the standard tires.
- The 2024 Triumph Scrambler 1200 X is authentic to the core. Triumph has a tight grasp on the scrambler market, especially with the X and XE taking distinct paths in 2024. The booming, torquey Bonnie engine captures the senses, while the chassis is more applicable to the terrain most scrambler owners will hit—the street. Off-road, the Marzocchi kit stands up to plenty of abuse, and even when its limits are reached, it’s still well ahead of its direct competition, while its lowered height makes it easier to handle in all situations. One overriding feeling remains when parking this machine—this is the most authentic scrambler we’ve got on the market today. So, it seems the British brand is successfully navigating this category just fine.
Action photography by Ernie Vigil and John Ryan Hebert
Static photography by Jordan Pay
RIDING STYLE
- Helmet: Arai XD-4
- Jacket: Spidi Originals Enduro
- Gloves: Spidi Bora
- Pants: Spidi J&Dyneema
- Boots: Alpinestars Corozal
2024 Triumph Scrambler 1200 X Specs
ENGINE
- Type: Vertical twin w/ 270-degree crank
- Displacement: 1197cc
- Bore x stroke: 97.6 x 80.0mm
- Compression ratio: 11.0:1
- Maximum power: 89 horsepower @ 7000 rpm
- Maximum torque: 81 ft-lbs @ 3950 rpm
- Valvetrain: SOHC; 4 vpc
Fueling: Ride-by-wire EFI w/ 50mm throttle body - Exhaust: Brushed 2-into-2 exhaust system w/ brushed silencers
- Cooling: Liquid
- Transmission: 6-speed
- Clutch: Wet multi-plate w/ assist function
- Final drive: X-ring chain
CHASSIS
- Frame: Tubular steel w/ aluminum swingarm
- Front suspension; travel: Non-adjustable Marzocchi fork; 6.7 inches
- Rear suspension; travel: Spring-preload adjustable laid-down Marzocchi piggyback reservoir shocks; 6.7 inches
- Wheels: Wire-spoke w/ aluminum rim
- Front wheel: 21 x 2.15
- Rear wheel: 17 x 4.25
- Tires: Triumph Karoo Street
- Front tire: 90/90 x 21
- Rear tire: 150/70 x 17
- Front brakes: 310mm discs w/ 2-piston Nissin calipers
- Rear brake: 255mm disc w/ Nissin single-piston floating caliper
- ABS: Cornering-aware
DIMENSIONS and CAPACITIES
- Wheelbase: 60 inches
- Rake: 26.2 degrees
- Trail: 4.9 inches
- Seat height: 32.3 inches (accessory seat, 31.3 inches)
- Fuel capacity: 4.0 gallons
- Curb weight: 503 pounds
- Colors: Carnival Red; Ash Grey; Sapphire Black
2024 Triumph Scrambler 1200 X Price: $13,595 MSRP
