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TRIUMPH

Triumph Scrambler 1200 X 2024

The Scrambler saga is undoubtedly one of the most popular for the Triumph brand in particular and the motorcycle universe in general. Its origin dates back to the middle of the last century, when the rise of “scrambler” type motorcycles arose, an English term that can be interpreted as “scrambled”.

That was precisely its concept, since these motorcycles were based on road models with modified components to be able to circulate on dirt roads. The “Theory of Evolution” of motorcycles teaches us that different unprecedented species would emerge from these “scramblers”: on the one hand, pure off-road motorcycles (motocross, enduro, trial…); and on the other, “mixed” motorcycles but aimed at longer adventures that would be known as “trail”.

At the beginning of the century, Triumph's "modern classic" line was born, consisting of the Bonneville T120, the Thruxton and the Scrambler.

The 1956 TR6 can be considered the first Triumph scrambler, an emblematic model that starred in stellar moments such as its appearance in the legendary film “Farm Break” under the hands of Steve McQueen.

Starting from that TR6, other versions would arrive in the following decades, such as the Tiger and the Trophy, until Triumph's problems during the seventies that would lead to the company's temporary closure, at least until its resurgence in 1983 in the new and current Hinckley headquarters.

With the arrival of the 21st century, Triumph would launch its line of “modern classic” motorcycles made up of the Bonneville T120 (classic), the Thruxton (café racer) and the Scrambler on the same structural basis, although the latter recovering the “mix” concept. from the past through a somewhat more rural image (mainly due to the elevated position of the exhausts). The family would later grow with the arrival of new models and different displacements, such as the 400 versions that the brand will launch soon.

In 2019, Triumph would undertake another renewal of the saga that saw the arrival of different variants, some with a more country-oriented orientation, such as the XC and XE. Because you already know that among the latest trends in the world of motorcycles, doing trials with enduro motorcycles and “practicing” enduro with trail motorcycles - weighing more than two hundred kilos... - has prevailed.

Looking ahead to 2024, the Hinckley brand is once again restructuring the Scrambler 1200 range, which is now divided into two models, the XE off road and the X as a standard variant, which is based on the previous XC and is the protagonist of this test.

ENGINE CHANGES...Having in the for daily trips and pleasant leisure routes, on a motorcycle that looks like it's from yesteryear but with current technology.

Both variants use the same Boneville 1200 mechanics, an in-line twin with a single camshaft, low-inertia crankshaft set at 270º, eight-valve cylinder head, 11:1 compression ratio, liquid cooling and a generous diameter cylinder up to 97 .6mm.

The Scrambler engine uses a single throttle body to feed the two cylinders, although each one has its own injector.

The power supply has been renewed with a larger injection body, 50 mm in diameter, although its multipoint configuration is maintained: that is, there is only one throttle body to feed the two cylinders (with one injector for each one). . This solution allows the width of the engine to be reduced in that area, leaving more space to fit the exhaust manifolds as close as possible.

Exhausts that are also new in their design (manifolds and silencers) and the position of the catalyst, with the mission of reducing the width of the assembly in the central part and also to alleviate heat transmission to the pilot.

​These slight changes have helped the Scrambler 1200 Power remains at 90 HP, as before, but now it is delivered at 7,000 rpm (previously, at 7,250), the same variation as the maximum torque of 110 Nm at 4,250 rpm (previously, at 4,000 rpm).

An energy that the user can customize through the five available engine modes: Sport, Road, Rain, Off-Road and Rider. The latter is configurable and allows you to disconnect the traction control and ABS, aids that the Triumph controls better than before thanks to the incorporation of an inertial IMU developed in collaboration with Continental.

CHASSIS CHANGES...The cycle section maintains known elements such as the tubular steel chassis, the aluminum swingarm and the tubeless spoked wheels (with Metzeler Karoo Street tires), although several components such as the brakes and suspensions have been renewed. . While the previous XC model used Showa/Öhlins and Brembo material, the Scrambler 1200 X '24 uses Marzocchi and Nissin, respectively.

At the front we find an inverted fork with 45 mm diameter bars, and at the rear, a pair of shock absorbers with a separate gas chamber and adjustable spring preload (which, by the way, are progressive). The brakes use a double 310 mm front disc and a 255 mm rear disc.

Another important change is the reduction in the price of the Scrambler 1200 X '24, which starts at 14,695 euros

The cockpit has also been renewed, with narrower handlebars and a lower seat (820 mm from the ground). Likewise, the instrument panel has been updated, with the installation of a “hybrid” LCD and TFT screen of compact size and circular shape.

A final novelty, which is no less important, is the considerable price reduction that Triumph has applied to its new Scrambler 1200, since this version X starts at a price of €14,695 (the black version, since the other two available, gray and red , are €15,045). For reference, know that the previous XC was priced at 15,345 euros. Of course, the British brand has also taken care to design an updated range of original accessories available at its dealerships.

TEST...The presentation of the new Scrambler 2024 range took place at the Triumph Adventure Experience, the center that the brand has in Alhaurín de la Torre (Málaga) for trail fans looking to experience motorcycle adventures or attend riding courses. driving. On the off-road circuits and surrounding roads we tested the XE, but to get on the X variant for the first time we traveled the surrounding roads.

The basic version of the British scrambler certainly offers a more accessible package than before and also than its country-style sister. Although its 228 kilos (empty) do not go unnoticed when stationary, at its controls we find a very comfortable position. The handlebars are not particularly wide and are in a very natural position, as are the raised footpegs that contrast with a really low seat, making it easier to reach the ground with your feet. Furthermore, the improvement brought about by the new exhausts is real, as they protrude less than before and transmit considerably less temperature (in summer they are sure to still heat up somewhat, but they no longer scorch like before).

On winding stretches, the X version is more precise and manageable than the XE

In general, it is a motorcycle that inspires confidence and invites you to spend quiet hours on it on routes of all kinds, although the seat padding could be a little softer (as is the case in the XE model). The simplicity is also transferred to the design of the pinecones and the instrument panel, both fully functional, although less sophisticated than those of the XE and which undoubtedly make you understand which elements have been sacrificed to adjust the price of the British one.

In action, the Scrambler 1200 The truth is that on winding stretches the “x” works better than the “x e”, thanks to firmer suspensions that reduce weight transfer when braking hard and provide greater precision when drawing smoothly. Of course, at the cost of less brilliant comfort when absorbing small irregularities, especially on low-speed urban sections.

The engine is undoubtedly the element that gives the most personality to the Scrambler 1200 X, with omnipresent and always full torque, almost from idle. In fact, and thanks to the clutch with start-up assistance, the British is able to get moving on a slope without touching the gas.

But the work of Triumph engineers is very successful in the engine configuration, as it is not a rough or ungovernable motorcycle. This mechanism likes to rotate in high gears and low revs, since once past 7,000 revolutions there is not much else to look for (except vibrations), although the British allows itself to be stretched without reluctance.

Although, frankly, why do it? With how pleasant it is to feel its tremendous acceleration in the low and medium ranges, when it seems that a couple of "strokes" are enough to reach the next curve and at a speed at which hardly any vibration is felt.

The five engine modes are effective and offer clear differences between them, while consumption on our route always remained below 5 liters, even though the “dragster” character of the British engine made our wrists hyperactive. Finally, the good sound of the Scrambler 1200

Reporter: Marcos Abelenda