2024 Triumph Scrambler 1200 XE Review [A Dozen Fast Facts]

March 1, 2024

The Triumph marquee appears in more than a few pivotal moments in two-wheeled history, not least of which is the birth of the scrambler. As dutiful custodians of these chronicles, the Hinkley staffers threw down a dusty gauntlet with the Scrambler 1200 range. The result was a rare pairing of authentic style and actual off-road substance, where Triumph’s classmates often only deliver the former.

This year, the 2024 Triumph Scrambler 1200 XE and the new 1200 X come out swinging with several changes to help create clear boundaries between the two. The XE is still the same off-road-capable machine with some specification swapping to lower the MSPR by $900 compared to last year. Meanwhile, the X model steps in to replace the XC, giving up some suspension travel to lower its seat height and ramp up its street manners—though still fully capable of getting dirty. Additionally, further respeccing saves $1150 at the till. How often do we hear news like that in today’s market?

Triumph is giving its revamped Scrambler unique missions, and we will let the streetwise Scrambler 1200 X have its fair shake soon enough. For now, we’ll focus this review on the off-road-ready 2024 Triumph Scrambler 1200 XE with testing in California’s Anza-Borrego State Park and Ocotillo Wells State Vehicular Recreation Area for some true-blue scramblin’. Enough jibber-jabber; let’s get on with the Fast Facts!

The Bonneville 1200 HP engine continues to satisfy. Motorcyclists are simple—tractable torque, a broad powerband, and rumbling exhaust will quickly curry favor. As luck would have it, the XE does exactly that with its High Power scrambler tune, pumping out ample 89 horsepower at 7000 rpm and hearty 81 ft-lbs of torque at just 4250 rpm. Its lovely bottom-end and midrange magic hit all the right spots, building confidence when hunting for traction on the trail; slides are manageable, and the light clutch isn’t too shabby, either. On the street, its user-friendly Bonneville origins ring true with power delivery that pulls willingly yet won’t overwhelm. A larger 50mm single throttle body replaces smaller-diameter dual units, and a freer-flowing header further widens its expansive torque curve. The high-pipe exhaust and its catalytic converter were given a once-over, improving heat management and dramatically reducing right-leg-roasting radiant heat.

A slick six-speed gearbox explored the old-fashioned way. Tight, crisp, and sporty shifts have become a hallmark of the Bonnie-based Modern Classics. There’s no quickshifter, as it doesn’t fit the vintage motif, though the 2024 Triumph Bonneville 1200 XE is practically begging for it. Even still, well-spaced ratios and ample grunt equate to a shift lever you’ll mostly leave alone once in the groove.

Six ride modes allow complete control. Rain, Road, Sport, Off-Road, and the customizable Rider mode return to the fold. The XE takes things further with a model-exclusive Off-Road Pro that disables all rider aids by default. Three-level cornering ABS, five-level lean-angle-sensitive traction control, and the throttle map adjust accordingly.

Triumph’s well-calibrated ride-by-wire maps must be underscored. Although Sport mode is energetic yet balanced, much of our time was on the trail, and Off-Road’s softened initial crack was kind to my greedy wrist. Beyond that, the road-focused TC maps function flawlessly, while the lone Off-Road setting holds the lead for some controlled slides, which those new to dipping their toes in the sand will appreciate. On the same note, front-only Off-Road ABS is quite handy unless you’re navigating loose or rocky downhill sections, which experienced riders might find themselves attacking. For the bold, Triumph offers Off-Road Pro.

Subtle refinements come to the touchpoints. Interfacing with your machine is essential, and the stylish full-color TFT display proves effective once again with its welcoming UI. New to the fold is backlit switchgear, adding a premium feel to what greets your eyes and mitts.

Marzocchi suspension joins the 2024 Scrambler 1200 range. Invariably, supply chains impact price tags, and that is the driving force behind Triumph reaching for Marzocchi instead of the prior-gen’s Showa/Öhlins combination. We’ve still got nearly 10 inches of travel at each end, and it’s fully adjustable, too, putting its specs up there with the hardest of the hardcore ADV models. Are there differences in the suspension? Maybe. A back-to-back comparison would suss that out, but suffice it to say, the 2024 XE’s Italian suspenders are good stuff. Buttery damping keeps this long-legged steed from pitching willy-nilly under hard acceleration or braking on the pavement. Yet, all eyes are on its off-road prowess, allowing a 503-pound motorcycle to charge headlong through anything I put before its bow—sand, rock, bump, or jump shook its core.

Street or trail, the 2024 Triumph Scrambler 1200 XE treats you well. The long-travel suspension has numerous benefits off-pavement, though a high center of gravity can chip away at stability. To combat that, the XE utilizes an anodized swingarm that is 1.25 inches longer than the X, netting a Yosemite Sam-wide 61.8-inch wheelbase, which certainly helps you go both guns blazing through whoops and oozing confidence in the rough stuff. The hoisted CG elicits a bit more movement when flicking from side to side compared to the lower-riding X, which, interestingly enough, can be more forgiving in low-speed trail situations and help manage its heft. Still, the XE never shies away from a spirited rip on the tarmac, with its 21-inch front wheel putting any preconceived notions to bed in a hurry, tracking through asphalt curves nicely. But, that’s all gobbledygook that we can sum like this—it’s damn fun.

We opted for OE-approved Michelin Anakee Wild knobbies during this test. Metzeler Karoo Street rubber is spooned onto the 21-/17-inch tubeless wire-spoke wheel combo at the factory. However, as we’d be bouncing between pavement, sand washes, jeep trails, and rock gardens at a moment’s notice, we ran 50/50 Michelin Anakee Wild tires. Naturally, there is a little more squirm when cranked through canyon corners on knobbier kicks, and that’s to be expected. When the pavement ends, these are excellent when dealing with whatever Ocotillo Wells has in store.

Brembo brings the stopping power. Another specification reshuffle involves the braking components. Brembo’s top-tier Stylema radial-mounted calipers are an upgrade above the prior iteration’s M50s. However, Triumph did save a few bucks by swapping out the ratio-and-span adjustable Brembo MCS master cylinder. Replacing it is a high-quality Brembo radial master cylinder that offers excellent feedback and the feel one would expect from equipment of this level. In the rear, the adjustable brake pedal is a nice touch, and the rear brake lends a helping hand when changing trajectory or managing speed in the soft stuff.

A standard riding position awaits. As the Scrambler shares DNA with the Bonneville T120, we shouldn’t be shocked by the lofty but neutral and upright perch. A 34.25-inch seat height is unavoidable when you’ve got serious scrambling specs, which will be a limiting factor for some riders—yet another reason why the lower-slung X exists. That said, I can tip-toe with my 32-inch inseam, and there is another benefit I’ll get into in just a second. It’s commanding without your view sullied by fairings or windscreens and allows a much better field of view when hitting the dirt, wherein a handlebar gives you all the leverage you could want. Of course, you might take wind directly to the chest, as one does with any naked bike, but it isn’t a bad place to spend your day.

Beauty is in the eye of the beholder, though you probably don’t have a pulse if you don’t find this thing attractive. Look, this isn’t a fact, but more of a moment to wax philosophical. The big Scram is a well-appointed, undeniably cool bike and, in some circles (mine), the definition of dapper. Kicking sand in its face and scratching, denting, or otherwise sullying its four-gallon fuel tank (a touch smaller this year), creates a moral quandary for me. I wouldn’t fault an owner for never taking the Scrambler 1200 XE off-road or adding one to the garage because it makes them giddy, even though that take squanders its serious off-road potential. Meanwhile, I’ll always tip a hat toward XEs in the wild with battle-earned patina as a badge of honor. So, you do you, folks.

The 2024 Triumph Scrambler 1200 XE is still a head-turner in more ways than one. Let’s unpack that statement, shall we? Much fawning has occurred about the XE and its dashing appearance. If we’re honest, that is as good a reason as any to plunk down your hard-earned cash. Instead, the Scrambler 1200 XE stands as one of the few scramblers that can rail through whoops, hit sandy two-track, charge hillclimbs, and be the envy of anyone doing their best Harvey Mushman impersonation. It isn’t merely receiving a gold star for these escapades; it’s getting a standing ovation because it excels at them. A torque-rich engine, capable chassis, and the look—this bike gets attention for all the right reasons. And, hell, it got a little cheaper, too.

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 XE 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 @ 4250 rpm
Valvetrain: SOHC; 4 vpc
Fueling: Ride-by-wire EFI w/ 50mm throttle body
Exhaust: Brushed 2-into-1 exhaust system w/ single muffler
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: Fully adjustable Marzocchi fork; 9.8 inches
Rear suspension; travel: Fully adjustable laid-down Marzocchi piggyback reservoir shocks; 9.8 inches
Wheels: Wire-spoke w/ aluminum rim
Front wheel: 21 x 2.15
Rear wheel: 17 x 4.25
Tires: Metzeler Tourance (Michelin Anakee Wild optional, as tested)
Front tire: 90/90 x 21
Rear tire: 150/70 x 17
Front brakes: 320mm discs w/ radially mounted Brembo Stylema calipers
Rear brake: 255mm disc w/ Nissin single-piston floating caliper
ABS: Standard