2024 Triumph Scrambler 1200 X vs. XE First Ride

[Hugh Janus]

With its long-travel Showa suspension, the Scrambler 1200 XE likes to take to the sky. (Triumph Motorcycles/@ernievigil21/)

When Triumph brought the Scrambler 1200s to market back in 2019 it was love at first ride. The recipe for an open-class, retro-styled scrambler with modern suspension, brakes, and electronics hit the nail on the head. The only real problem was that the two bikes in the lineup, the 1200 XC and 1200 XE, were so similar in spec that choosing between them required going over each bike’s details with a fine-tooth comb to determine which was right for the prospective buyer. But even then, the seat heights and suspension travel likely alienated some who may want the scrambler styling and capabilities in a lower and more accessible chassis.

Triumph has done a great job separating the XE (left) and X (right), to give them different capabilities and personalities. (Triumph Motorcycles/@ernievigil21/)

If you were one of those people, Triumph has answered your wishes with its 2024 lineup. It has eliminated the XC model and replaced it with a more entry-level X model (both in terms of price and rider accessibility), and then updated and refined the XE model with a host of changes to the chassis and electronics. Even better, both models carry lower MSRPs than the bikes they replace.

New for 2024 is the Scrambler 1200 X, which helps differentiate the two models a bit more with its lower suspension, seat height, and price. (Triumph Motorcycles/@ernievigil21/)

We recently spent two days on this duo and walked away with a very clear understanding of each bike’s strengths and weaknesses. We published a First Ride on the X model, but since we got the chance to ride them back to back, we’ll point out here what distinguishes them from each other out in the real world.

Engine

One thing that hasn’t changed too much is the engine that powers this pair. Both bikes use identical versions of Triumph’s High Power Bonneville parallel twin with a Scrambler-specific tune. However, updates to the intake include a new single 50mm throttle body (up from 45mm) and a revised exhaust header for improved flow. The catalytic converter has also been repositioned compared to the original 2019 models to eliminate some of the heat to the rider’s right leg.

Triumph’s High Power Bonneville parallel twin powers both models in identical form, but has some updates compared to previous years. (Triumph Motorcycles/@ernievigil21/)

Claimed power is 88.8 hp at 7,000 rpm, with 81.1 lb.-ft. of peak torque arriving at 4,250 rpm. We recently put our Speed Twin with a similar engine on the Cycle World dyno, which you can check out here. Triumph says that compared to the engine in the T120, this version delivers 12.5 percent more horsepower and 4 percent more peak torque. And while those increases may not be so obvious from the seat of the pants, this engine is ideally suited to scrambling. The power delivery from the 270-degree crank is very satisfying and is equally at home on road or off. The linear and torquey delivery makes these bikes very enjoyable to ride.

Around town, the flat torque plateau makes chugging away from stops easy, and is made even more so by the smooth engagement of the cable-actuated clutch. Head out onto a tight and twisty two-lane mountain road and the engine pulls you out of tight hairpins with ease and also provides a few different gear options from the nice shifting six-speed transmission. The engine’s flexibility means you can easily chug along at a smooth and relaxed pace, or leap off of corners like a scalded cat.

Updates to the intake and exhaust include a new header for improved flow and a larger 50mm throttle body. (Triumph Motorcycles/@ernievigil21/)

As satisfying and capable as the Bonnie Twin is on road, it’s equally impressive off. It’s interesting when you compare this naked, retro scrambler to Triumph’s actual adventure bikes. Triumph’s own Tiger 1200 GT Pro pumps out just shy of a claimed 150 hp from its three-cylinder engine, and yet not one time while chasing six-time AMA motocross/supercross champion Jeff Stanton across the California desert was there a desire to be on an ADV machine in place of the 1200 XE. With the optional Michelin Anakee Wild knobby tires fitted, it easily grabs traction in sandy washes and even effortlessly claws up steep and loose sandy hill climbs in second or even third gear.

You might not suspect that the 1200 Scramblers are hill climb machines, but that is the case. (Triumph Motorcycles/@ernievigil21/)

As impressive as its outright torque and power are in those situations, it’s the engine’s ability to chug along at low speed when navigating through rocks, over erosion ruts, and around desert scrub bushes that really stands out. First gear is there if you need it if you come to a stop, but more often than not, second and third gear work really well for this type of riding. You don’t need big power for most off-highway exploring, but when the horizon opens up and allows a good sightline, the big 1200 can eat desert and throw roost like a champ.

Electronics

With all that available torque, thankfully both bikes come with a suite of rider aids. And while most of the electronics are very similar, there are some key differences between the two bikes. Triumph’s ride modes have preset parameters for throttle response, ABS, and TC settings. On the XE there are six modes including Rain, Road, Off Road, Sport, Off Road Pro, and the customizable Rider. The X gets five of these, but does not get the Off Road Pro mode. Any of the “road” modes can be selected while moving, but on both machines if you want to select an “off-road” mode, you need to come to a stop. Off Road Pro on the XE obviously allows the rider to quickly select a setting that is optimized for riding in the dirt, with defaults set to ABS off (meaning rear off), TC off, and the Off Road throttle map.

Both bikes share LED lighting all around. (Triumph Motorcycles/@ernievigil21/)

Both models include Optimized Cornering ABS and Optimized Cornering Traction Control with info provided via a six-axis IMU. Cornering functionality for each is only active in an on-road mode. If you dig into the menus on the 1200 XE to customize the Rider mode, you can select from three ABS modes: Road, Off Road, and Off. For traction control you can choose from five options: Sport, Road, Rain, Off Road, and Off. The 1200 X is more restrained with just two ABS modes: Road and Off Road; the same five TC options are available on the X.

The XE model has a full-color TFT display with optional view options. (Triumph Motorcycles/@ernievigil21/)

Another obvious difference between the two models is how you access all of the rider-aid features and how you view them. The XE has a full-color TFT display, which is slick and well designed and offers two layout design themes, while also allowing the rider to choose from high- or low-contrast display options. The new X features an “older-style” combination LCD/TFT screen that has fewer bells and whistles. But more importantly it’s the way the rider navigates these screens from the left handlebar control pods. On the XE there is a brand-new joystick, which is much more intuitive for navigating through options than the X’s four directional arrow pads.

The 1200 X model gets an older-style combination LCD/TFT display. (Triumph Motorcycles/@ernievigil21/)

Both machines have a dedicated Mode button that allows quick changes between the modes, just remember to hit the check button to lock it in. Another upscale feature on the XE is that the handlebar buttons are backlit red for quick recognition at night or in low-light conditions. Also standard on the XE is cruise control (not available on X), which is controlled by an easy-to-use single-button design.

Riding the two bikes back to back on the road doesn’t really help answer the question of which electronics package is better, as both perform equally well and don’t differ in terms of functionality. The new XE’s left control pod, however, is a big step forward in the ease of menu navigation, allowing quicker customization and mode selection.

The XE model’s new left-bar-mounted control pod with a joystick, in place of the four up/down/left/right arrows on the X, is way more intuitive. (Triumph Motorcycles/@ernievigil21/)

When it comes to off-road riding, the Off Road Pro mode is far superior to the X model’s more basic levels of intervention and control. That makes perfect sense as the XE’s chassis is far more capable in the dirt too. The real differences are in the ABS algorithms. With Off Road Pro, the “Off” choice in ABS turns the rear intervention off completely and leaves just a little bit active at the front. With the fat Michelin knobbies on the XE, locking the rear wheel to help with directional changes, or getting the 500-pound beast slowed down descending steep and loose hills is not a problem. While on the X model, ABS to the rear can’t be turned off and the front has more aggressive antilock than on the XE, and doesn’t give the rider the necessary control to get it quickly stopped on loose surfaces.

Another benefit of Off Road Pro mode (XE) is that the power delivery is snappy, the braking is always set to “fun,” and you can lift the front wheel over obstacles with the TC off. So if you’re jumping between asphalt and dirt on a regular basis, there isn’t really a reason to switch to another mode, unless you really need ABS on a rain-slicked road (ask us how we know). As for traction control on the X, you can go into the menus and turn it off, but if you cycle the key, it will default back to on and you have to do it all over again. On the XE, the Off Road Pro mode has those settings locked in, meaning you can quickly jump into the mode in a few button presses and know that it’s ready to rip the dirt without having to go deep into the menus to make changes.

Off Road Pro mode allows the XE to be far more capable off-road in terms of rider-aid management. (Triumph Motorcycles/@ernievigil21/)

What’s missing from these models in terms of electronics? Neither bike comes standard with heated grips, but they are available as a $270 option, and if you want a power port in the cockpit to power a smartphone for navigation in addition to the underseat USB, you’ll have to add that accessory as well. Or you can opt for the My Triumph Connectivity Module ($255) that allows Bluetooth connectivity and therefore it will display nav on the dash.

Chassis

Here is where these two bikes take different paths, with the X catering to a more street-oriented buyer and the XE offering considerably more capability off-road. The side effects of those changes also make the X more accessible with a seat height of 32.3 inches versus the XE’s 34.3 (lower options are available for each at 31.3 and 33.3, respectively). When swapping back and forth between the two, that 2 inches is significant, with the XE putting this 5-foot, 11-inch tester on his tippy toes a bit at stops, while easily being able to flatfoot the X.

The new Scrambler 1200 X as standard has a 32.3-inch seat height and can be dropped to 31.3 via the accessory catalog. (Triumph Motorcycles/@ernievigil21/)

The source of most of that seat-height difference comes from the suspension. The new X model has Marzocchi suspension front and rear, with a 45mm inverted fork (nonadjustable) and a pair of preload-adjustable piggyback-reservoir shocks by the same brand. Travel measures 6.7 inches at each end. The XE utilizes a fully adjustable 45mm Marzocchi inverted fork, while also using a pair of that brand’s fully adjustable piggyback-reservoir shocks at the rear (gone are the Öhlins shocks and Showa fork of the past in an effort to reduce MSRP). Travel on the XE measures 9.8 inches at each end. Triumph doesn’t publish ground clearance numbers but as you can guess, they differ by around 3 inches, which is significant.

Gone are the XE’s Öhlins shocks, replaced by a pair of Marzocchi piggyback reservoir units that are fully adjustable. (Triumph Motorcycles/@ernievigil21/)

Before we dive into the obvious comparison of off-road performance, let’s talk about on-road manners. Both bikes were equipped with the same Michelin Anakee Wild knobbies, which offer much-better-than-expected grip on the asphalt. Both bikes come with really nice aluminum side-laced tubeless wheels in 21-inch front and 17-inch rear sizes. The standard tires are Metzeler Tourances in 90/90-21 front and 150/70-17 rear sizes. Or you can opt for the optional Michelins.

On road the pair of bikes have slightly different manners midcorner, with the XE (pictured) feeling a bit taller and moving a bit more on its long-travel suspension. (Triumph Motorcycles/@ernievigil21/)

It’s interesting how that long-travel suspension affects how the XE carries its weight and how that changes the bike’s manners midcorner. But there is more to the equation than simply the travel. The XE has slightly lazier geometry with 26.9 degrees of rake and a longer 5.1 inches of trail and a 1.25-inch-longer swingarm, compared to the X’s 26.2/4.9. The wheelbases differ by 1.8 inches, with the X at 60 and the XE stretching to 61.8. Another difference is the additional leverage provided by the XE’s 2.8-inch-wider handlebar. Both bikes have a reversible riser on the top clamp that allows 10mm of height adjustment to the bar.

The XE model has a 2.8-inch-wider handlebar. Both models come standard with these nice looking hand guards. (Triumph Motorcycles/@ernievigil21/)

The combination of all these changes make the X more hunkered down midcorner on the street, with less movement from the suspension and making it more planted. The XE’s wider handlebar makes that initial turn-in react in a similar manner, but midcorner composure is compromised just a touch, with more movement from the suspension. However, while the X is really planted, it’s a lot easier to drag the footpegs when leaned over. It’s really a toss-up between better midcorner composure versus more ground clearance.

On the road, the X model is hunkered down and composed midcorner, but does run out of cornering clearance earlier than the XE. (Triumph Motorcycles/@ernievigil21/)

While the two bikes are pretty much neck and neck on road, the same can’t be said off of it. The XE literally leaves the X in its dust in every situation. There are so many factors that make the XE better off-road, from the long-travel suspension to the improved ground clearance, to the better electronics and additional mode, and the longer, more stable chassis. While the XE can attack sand whoops at an unexpected and quick pace, the X cries for mercy right away, which is also its way of saving you from going OTB (over the bars). Go too fast on the X and the suspension and therefore frame rails bottom into the ground frequently. Meantime, the XE picks its way through rocks and over G-outs with far less drama, performing like a naked adventure bike and yet somehow carrying its weight lower and better than a lot of open-class ADV models could ever hope to..

Off road, the XE mounted with knobby tires thinks it's an open-class off-road machine. (Triumph Motorcycles/@ernievigil21/)

Braking performance gives the XE another check in the plus box, and honestly it has less to do with the hardware than we would have predicted. The Brembo Stylema calipers should run circles around the non-radial-mount Nissins on the X, but with the knobby tires mounted to each, pushing on-road braking to a threshold to tell if there was a dramatic difference wasn’t wise. With the stock, more road-oriented tires we’re sure the performance would be more obvious. In the dirt, the real deciding factor that gives the XE the edge are the things that we mentioned above that are related to its more performance-oriented ABS settings. Another tidbit to mention is the XE’s adjustable rear brake lever that can be set to two positions for better accessibility while standing.

The updated XE gets new Brembo Stylema front brake calipers in place of the X model’s Nissin units. (Triumph Motorcycles/@ernievigil21/)
The brand-new 1200 X has traditionally mounted Nissin units. (Triumph Motorcycles/@ernievigil21/)

Conclusion

With Triumph further distinguishing the two big 1,200cc Scrambler models from each other, we feel like it makes choosing between them much easier. For those riders who simply want the Scrambler styling and plan to spend much more time on the road than off of it, the X model is the logical choice. Additionally, buyers who are shorter in height who want to confidently get their feet down at stops need look no further than the X.

Can the X model tackle off-road riding? In short, yes, but not as competently as the XE. (Triumph Motorcycles/@ernievigil21/)

In a nutshell, what those riders give up is the fully adjustable suspension, fancy Brembo Stylema front brake calipers, better electronics, and nicer dash and interface. But what you gain is a less expensive $13,595 entry price (last year’s XC was $14,745) compared to the XE’s $15,295 (which undercuts the 2023 XE by $900). The X is available in three colors: Carnival Red, Ash Grey, and Sapphire Black.

On the flipside you have the XE; this bike offers very similar styling, and in addition to the differences above gets removable passenger pegs instead of the welded-on brackets on the X, an adjustable rear brake lever, cruise control, the backlit controls, and the extra ride mode (that we think is mandatory for off-road riding). The color options include Baja Orange/Phantom Black, Phantom Black/Storm Grey, and Sapphire Black.

The XE may not be for everyone, but there is no denying its well-rounded capability both on and off the asphalt. (Triumph Motorcycles/@ernievigil21/)

The overall versatility and performance of the XE would be our first choice if asked to choose between the two, but that also made us ponder if we’d take it over an adventure bike. If long-distance adventure-touring with loads of gear is the goal, then a proper ADV machine is the right choice, but if you want a great all-arounder, capable of tackling the urban jungle on the weekdays and twisty mountain roads and some serious off-highway exploring on the weekends, dang, the Scrambler 1200 XE is so much fun and would be hard to pass up.

The choice between the new 1200 X and the updated 1200 XE should be much easier now. (Triumph Motorcycles/@ernievigil21/)
2024 Triumph Scrambler 1200 X in Ash Grey. (Triumph Motorcycles/@ernievigil21/)
2024 Triumph Scrambler 1200 X in Carnival Red. (Triumph Motorcycles/@ernievigil21/)
2024 Triumph Scrambler 1200 XE in Baja Orange/Phantom Black. (Triumph Motorcycles/@ernievigil21/)
2024 Triumph Scrambler 1200 XE in Phantom Black/Storm Grey. (Triumph Motorcycles/@ernievigil21/)
2024 Triumph Scrambler 1200 XE in Sapphire Black. (Triumph Motorcycles/@ernievigil21/)
Both models come with standard skid plates. (Triumph Motorcycles/@ernievigil21/)
The 1200 XE’s rear brake lever can be adjusted for better accessibility while standing riding. (Triumph Motorcycles/@ernievigil21/)
The High Power Bonneville engine is a great fit in a scrambler. (Triumph Motorcycles/@ernievigil21/)

Specs

	2024 Triumph Scrambler 1200 X	2024 Triumph Scrambler 1200 XE
MSRP:	$13,595	$15,295
Engine:	SOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl.	SOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl.
Displacement:	1,200cc	1,200cc
Bore x Stroke:	97.6 x 80.0mm	97.6 x 80.0mm
Compression Ratio:	11.0:1	11.0:1
Transmission/Final Drive:	6-speed/chain	6-speed/chain
Claimed Horsepower:	88.8 hp @ 7,000 rpm	88.8 hp @ 7,000 rpm
Claimed Torque:	81.1 lb.-ft. @ 4,250 rpm	81.1 lb.-ft. @ 4,250 rpm
Fuel System:	Multipoint sequential electronic fuel injection w/ 50mm throttle bodies, ride-by-wire	Multipoint sequential electronic fuel injection w/ 50mm throttle bodies, ride-by-wire
Clutch:	Wet, multiplate torque-assist clutch	Wet, multiplate torque-assist clutch
Engine Management/Ignition:	Electronic	Electronic
Frame:	Tubular steel	Tubular steel
Front Suspension:	45mm Marzocchi inverted fork, nonadjustable; 6.7 in. travel	45mm Marzocchi inverted fork, fully adjustable; 9.8 in. travel
Rear Suspension:	Twin Marzocchi piggyback shocks, preload adjustable; 6.7 in. travel	Twin Marzocchi piggyback shocks, fully adjustable; 9.8 in. travel
Front Brake:	2-piston Nissin axial calipers, 310mm discs w/ ABS	4-piston, radial-mount Brembo calipers, 320mm discs w/ ABS
Rear Brake:	1-piston Nissin floating caliper, 255mm disc w/ ABS	1-piston Nissin floating caliper, 255mm disc w/ ABS
Wheels, Front/Rear:	Tubeless aluminum, 21 x 2.15 in. / 17 x 4.25 in.	Tubeless aluminum; 21 x 2.15 in. / 17 x 4.25 in.
Tires, Front/Rear:	90/90-21 / 150/70-17	90/90-21 / 150/70-17
Rake/Trail:	26.2°/4.9 in.	26.9°/5.1 in.
Wheelbase:	60.0 in.	61.8 in.
Ground Clearance:	N/A	N/A
Seat Height:	32.3 in.	34.3 in.
Fuel Capacity:	4.0 gal.	4.0 gal.
Claimed Wet Weight:	503 lb.	507 lb.
Contact:	triumphmotorcycles.com

Source

[Pedro]

Only Triumph I’d like to own, except for that exhaust. Can’t see that working in warm weather.