2024 Triumph Scrambler 1200 X First Ride

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Triumph has shortened the Scrambler 1200 X to make it more accessible for more riders. (Chippy Wood/)

You either get Triumph’s 1200 Scrambler or you don’t. You either relish its uncompromising, slightly old-fashioned approach to its role as a dual-purpose retro bruiser, or you find its steepling seat height and lack of adventure-bike comforts and sophistication too much to contemplate, especially on dirt.

Triumph has recognized this fact because the new and significantly rethought 2024 Scrambler 1200 X is the Hinckley factory’s olive branch to those who find themselves drawn to the Scrambler’s unquestionable charisma while being slightly intimidated by its size and bulk.

A lower seat height makes coming to a stop (on or off-road) less worrisome. (Chippy Wood/)

With shorter-stroke suspension and a lower seat height, the 1200 X is more accessible and easier to live with day to day and, with $1,150 sliced off its price tag at $13,595, is considerably cheaper than the Scrambler 1200 XC it replaces.  Some may question why Triumph has replaced the older bike’s Brembo M50 brakes, Showa fork, and piggyback Öhlins rear shocks with less aspirational Nissin stoppers and Marzocchi suspension units front and back, but 1200 X is about giving more customers access to the Scrambler franchise. A lower seat, a better price, plus an electronic upgrade that adds lean-sensitive ABS and traction control to the table all point to a more pragmatic, road-focused package.

The more off-road-biased Scrambler 1200 XE continues unabashedly, tall and rowdy and up for a day in the dirt as ever. It also receives a raft of updates, many of them shared with the X. Crucially, though, the differentiation between the two 1200 offerings is now much clearer than it was. And the X is the Scrambler for everyone.

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Suspension duty is now handled by Marzocchi units, front and rear. (Chippy Wood/)

Engine-wise, both 2024 machines use the High Power version of Triumph’s liquid-cooled 1,200cc parallel twin. Claimed peak power and torque of 89 hp and 81.1 lb.-ft. are unchanged, but those peaks now arrive 250 rpm earlier than before at 7,000 rpm and 4,250 rpm. There’s a new, single 50mm throttle body, revised exhaust headers to broaden the spread of torque, and a new heat shield arrangement for the high-level exhaust to help reduce the temperature around the rider’s right leg.

That electronics refresh brings cornering traction control and five riding modes: Sport, Road, Rain, Off-Road, and Rider Configurable. Cycle World enjoyed perfect autumn weather conditions on the test in Spain, which allowed, on asphalt at least, toggling exclusively between Road and Sport modes. There isn’t a massive step in performance or throttle response between the two. Whichever you choose, the X responds smoothly and urgently, pulling strongly from just above tick-over, before stomping through its wonderful midrange and delivering more than enough zip at the top-end.

With less ground clearance, footpegs on the Scrambler 1200 X now touch down more often than the previous XC model. (Chippy Wood/)

Without riding the old XC and new X back to back it’s not overly apparent that more torque is on tap in the lower rpm, but the new bike, like the old, is awash with delicious big-Bonnie grunt. Short-shifting becomes the norm on any ride and I rarely revved the X beyond 5,500 rpm as there’s simply no need. Peak power is at 7,000 rpm but you can make brisk progress using a maximum of just 5,000 rpm.

Harnessing all this meaty goodness is the same (and unchanged for 2024) steel cradle frame used in both the outgoing XC and updated XE, but with entirely new suspension. In place of the XC’s fully adjustable 45mm Showa USD fork and Öhlins piggyback rear shocks come Marzocchi units, front and rear. Fork diameter remains at 45mm but is nonadjustable while the rear shocks get spring preload adjustment only. Crucially, both fork and shocks have reduced strokes, with travel shortened from the XC’s 7.9 inches at each end to just 6.7 inches.

Triumph Scrambler 1200 X Road Riding Impression

As soon as you settle on the 1200 X’s classy bench seat you feel the difference. Seat height drops from the XC’s 33.1 inches to 32.3 inches and is considerably lower than the new XE’s 34.3 inches. With an optional even-lower seat you can reduce that figure to 31.3. At 5-foot-7, just, I am one of those riders who’ve always been a touch intimidated by the 1200 Scramblers but Triumph has drastically changed all that by simply shortening the suspension travel, meaning I no longer have to plan where I’m going to stop in fear of not being able to touch the road. I am far more confident.

Triumph removed the “C” from the name while adding value and accessibility. (Chippy Wood/)

For sure, the Marzocchi name may not exude the MotoGP raciness of the departed Öhlins goodies, but the Italian suspension specialists manufacture quality goods and in terms of real-world performance there is little lost.

On the brilliant twists and turns in the roads of Malaga, I never once felt the need to stop the bike and change the suspension settings. The pace was brisk, the roads flowing, and the feedback and support were spot on for a bike with a 21-inch-diameter front wheel. In fact, with its travel reduced by 1.2 inches, the suspension is better suited to the road, certainly less of a road/dirt compromise than the older XC. However ground clearance has been reduced, meaning the pegs do tickle the road on occasion. Heavier riders who ride hard will need added preload if they want any pegs remaining after a fast ride out.

While cornering ABS adds more safety and reassurance to the rider, there is no hiding the fact that the 1200 X has reduced braking power compared to the previous model, with smaller 310mm diameter discs (down from 320mm) and axial-mount Nissin calipers instead of the radial-mount Brembos M50s of the XC. On occasions, when braking hard into tight downhill hairpins, the usual, gentle brush of the lever with one or two fingers wasn’t enough; instead, a firm three-finger pull was required to get the X stopped.

Braking performance has diminished with the change to Nissan calipers and smaller-diameter discs. (Chippy Wood/)

Another welcome update comes in the form of a single, circular dash, simple and easy to navigate, with optional Bluetooth. An underseat USB port and a foam-lined storage box keeps your smartphone tucked away safely with its battery topped up. A 70-item list of accessories is typically impressive, too, meaning you can, for example, transform your 1200 X into a tourer with factory luggage options offering 102 liters of total storage, including a 35-liter tail pack, or opt for off-road-biased rubber, fit crash protection and a bash plate, and head for the fire roads.

The circular dash is easy to navigate and has optional Bluetooth connectivity. (Chippy Wood/)

Off-Road on the Scrambler 1200 X

Given the road-biased Metzeler Karoo Street tires fitted to the 1200 X, I don’t think Triumph was too happy that I took the new Scrambler for an unofficial off-road test. But so long as you’re not intending to hit the trails hard, or jump and bounce over rocks, then the 1200 X is still capable of enjoyable green lane sorties. With the TC deactivated, the X’s accurate fueling, balance, and accessible torque made it easy to slide the rear without inviting disaster. Should you get a little carried away, the ABS is designed to work off-road. However, do remember, despite now appealing to shorter riders, she’s still a heavy bike when ridden off-road; at 503 pounds it’s not a lightweight Scrambler as the name suggests.

Even with Metzeler Karoo Street tires the Scrambler 1200 X is capable of off-road travel on dirt roads. (Chippy Wood/)

Verdict

Triumph has redrawn its big-cube Scramblers for 2024, producing two very different bikes in the 1200 X and 1200 XE. There is now a clear and better understood gap between the pair. By downgrading the spec and being realistic about their customers’ needs, Triumph has made the 1200 X easier to ride than the XC, which should widen its appeal to riders of all sizes.

For 2024, Triumph has made the ride on the Scrambler 1200 X easier for smaller riders. (Chippy Wood/)

The X has nicely balanced, softly set, road-focused suspension that remains stable and planted when pushed. Power delivery is delightfully punchy and there’s that enhanced spread of gooey torque to shovel it past cars and out of turns. Its economy is good, with 50 mpg (USA) easily attainable, and service intervals are at 10,000 miles, meaning long-term running costs should be moderate. The 1200 X makes owning a big Scrambler cheaper, easier, and safer than before. And, for those of us lacking in height, more fun too.

Triumph’s Scrambler 1200 X prices at $13,595. (Chippy Wood/)

2024 Triumph Scrambler 1200 X Specs

Price	$13,595–$14,095
Engine:	SOHC, liquid-cooled parallel twin; 4 valves/cyl.
Displacement:	1,200cc
Bore x Stroke:	97.6 x 80mm
Compression Ratio:	11.0:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	89 hp @ 7,000 rpm
Claimed Torque:	81.1 lb.-ft. @ 4,250 rpm
Fuel System:	Electronic fuel injection w/ 50mm throttle, ride-by-wire
Clutch:	Wet, multiplate assist
Frame:	Tubular steel
Front Suspension:	45mm Marzocchi USD fork, nonadjustable; 6.7 in. travel
Rear Suspension:	Marzocchi twin RSU, spring preload adjustable; 6.7 in. travel
Front Brake:	2-piston axial caliper, dual 310mm discs w/ Cornering ABS
Rear Brake:	1-piston floating caliper, 255mm disc w/ Cornering ABS
Wheels, Front/Rear:	Tubeless 36-spoke aluminum; 21 x 2.15 in. / 17 x 4.25 in.
Tires, Front/Rear:	Metzeler Karoo Streets; 90/90-21 / 150/70-17
Rake/Trail:	26.2°/4.9 in.
Wheelbase:	60.0 in.
Seat Height:	32.3 in.
Fuel Capacity:	4.0 gal.
Claimed Wet Weight:	503 lb.
Contact:	triumphmotorcycles.com

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