CLASS LEADING SPECIFICATION & EQUIPMENT
With a unique Öhlins collaboration, plus a dedicated new Scrambler chassis tailored for focused off-road capability and comfortable rider ergonomics, the new Scrambler 1200s have been developed to deliver a first-in-class dual purpose ‘classic and adventure’ capability.
Both models feature totally unique new fully-adjustable twin-spring Öhlins rear suspension units that deliver category leading wheel travel and suspension capability, for amazing off-road capability and ground clearance.
The more extreme off-road oriented XE version delivers 250mm wheel travel, and the dual purpose XC delivers 200mm. Both models are equipped with piggy-back reservoirs.
“The twin spring Öhlins RSU on the new Triumph Scrambler 1200 combines new technology with inspiration from 70’s motocross to deliver high performance and long suspension travel capability.
Our testing team were amazed with the performance of the new 1200 Scramblers, and considered them to be actually more capable off-road than many of the adventure bikes they had tested.”
Emil Åberg
ÖHLINS Key Account manager – MC OEM
Both Scramblers also feature a new crafted long travel aluminium swingarm, which is longer on the XE version, making the new XC and XE truly capable in all riding conditions.
Topping off the high-specification engineering innovation there are premium Brembo M50 radial monobloc calipers, folding foot controls which are adjustable on the XE model, and first-in-class tubeless tyres and spoked 21’ inch front wheel.
BREATH-TAKING SCRAMBLER STYLE
These bikes have absolutely Scrambler-defining modern custom style with category leading finish and detailing, setting a new template for what a 21st century Scrambler should look like. Incorporating all of the original Scrambler design DNA and iconic silhouette the new XC and XE feature a host of signature scrambler details, including:
- New design ‘seamless’ sculpted Scrambler fuel tank, with classic scrambler tank ‘cut-away’ features
- Beautifully engineered side-laced wheels
- Brushed aluminium Monza-style filler cap
- Brushed stainless steel tank strap
- Classic bench seat
Reflecting its top-of-the-range status, the Scrambler 1200 XE comes with even more premium details, including being the first bike to carry the iconic Triumph triangle badge on the tank, plus:
- Hand guards with aluminium brace
- Brembo MCS lever
- Silver handlebar finish with black anodised risers and clamp
- And gold coloured forks
Both Scramblers come in a choice of two alternative premium twin-paint schemes
- Scrambler 1200 XC
- Jet Black and Matt Black
- Khaki Green and Brooklands Green
- Scrambler 1200 XE
- Fusion White and Brooklands Green
- Cobalt Blue and Jet Black
80+ DEDICATED NEW SCRAMBLER CUSTOM ACCESSORIES
The new Scrambler 1200 XC and XE have been designed with personalisation at heart, with more than 80 accessories to deliver more rugged off-road focus, more style and more everyday usability.
The off-road accessories include:
- High level front mudguard
- Stainless steel engine bars
- Headlight grille
Styling and practicality accessories include:
- Connectivity Bluetooth module
- Arrow carbon fibre silencer
- Indicator relocation kit
- Handlebar brace
- Number board.
For longer distance escapes and daily practicality, accessories include:
- New developed rugged panniers
- Rugged tank bag
- 30 litre roll bag.
TWO NEW INSPIRATION KITS
To showcase the dual-character of the bikes, we’ve created a set of two exciting inspiration kits to use as the starting point for riders to design their own Scrambler 1200 custom, or to have fitted as a complete set – the fully loaded Escape kit and the off-road, stripped back Extreme kit.
‘Escape’ inspiration kit
Bringing an adventure touring style, the ‘Escape’ inspiration kit features a host of new Scrambler 1200 accessories. Including:
- Rugged pannier and fitting kit
- Handguards kit
- Grab rack kit
- LED fog lamps
- Centre stand
- Flyscreen and mounting kit
‘Extreme’ inspiration kit
Showcasing the more overtly off-road and stripped back custom style accessories, including:
- Arrow carbon silencer (homologated)
- Aluminium radiator guard
- Machined oil filler cap
- High front mudguard
- Black handlebar brace
- LED indicator kit and rear light relocation kit
- Side stand base extension
- Stainless steel dresser bar
- Headlight grille
- Headlight bezel
Bonneville Collection Clothing: Scrambler Range
Adding to the hugely popular Bonneville clothing collection, Triumph has developed a dedicated range of Scrambler 1200 clothing, with a selection of short sleeve t-shirts, checkerboard goggles and a collection of riding and casual wear for men and women.
| SCRAMBLER 1200 XC
KEY FEATURES
|
SCRAMBLER 1200 XE
KEY FEATURES
|
|
CORE FEATURES ENGINE · High Power, high performance, liquid cooled 1200cc Bonneville engine with dedicated ‘scrambler’ tune. · Low inertia, six-speed, 8-valve 270o crank angle parallel twin · 90PS peak power at 7,400rpm · 110Nm peak torque at 3,950rpm · 7,500rpm rev limit · High service interval of 10,000miles (16,000km) CHASSIS · Category-leading Brembo twin 320mm floating discs with Monobloc M50 front calipers · Brembo 2-piston 255mm rear brake caliper · Showa adjustable long travel USD cartridge forks with 200mm travel. · Öhlins adjustable long travel rear suspension with 200mm travel. · Long travel aluminium swingarm (547m long) · High specification side-laced wheels · Duel-purpose Metzler Tourance tubeless tyres · Commanding rider ergonomics · New dedicated scrambler frame · Folding foot controls · Adjustable handlebar position TECHNOLOGY · 2nd generation TFT instruments · Five riding modes (Road, Rain, Sport, Off-Road and Rider-Configurable) · Torque-assist clutch · Intuitive switchcubes & 5-way joystick · Illuminated backlit switches · Ride-by-wire · ABS & switchable traction control · All-LED lighting with DRL headlight · Keyless ignition · Single-button cruise control · USB charging · Immobiliser · Accessory fit connectivity Bluetooth module, enabling the world’s first integrated GoPro control system, ‘turn-by-turn’ navigation, plus phone and music operation. · Accessory fit Tyre Pressure Monitoring System. STYLING · Category-leading finish & detailing · Crafted aluminium mudguards, number board, swingarm, bash plate. · Sculpted side panels with brushed aluminium badge · Stainless steel tank strap. · Brushed aluminium Monza filler cap · Two colour schemes: Jet Black with Matt Black, and Khaki Green with Jet Black
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FEATURES EXCLUSIVE TO THE XE · Optimised cornering ABS and traction control, facilitated by an inertial measurement unit (IMU) · Longer travel Showa adjustable USD forks with 250mm travel · Longer travel Öhlins adjustable rear suspension with 250mm travel · Longer travel aluminium swingarm (579mm) · Six riding modes (Road, Rain, Sport, Off-Road, Rider-Configurable and Off-Road Pro) · Adjustable folding foot controls · Heated grips · Top-of-the-range finishes & detailing · Iconic Triumph tank badge · Hand guards with aluminium brace · Brembo MCS lever · Silver handlebar finish with black anodised risers and clamps. · Gold coloured forks · Two colour schemes: Fusion White with Brooklands Green, and Cobalt Blue with Jet Black
CORE FEATURES ENGINE · High Power, high performance, liquid cooled 1200cc Bonneville engine with dedicated ‘scrambler’ tune. · Low inertia, six-speed, 8-valve 270o crank angle parallel twin · 90PS peak power at 7,400rpm · 110Nm peak torque at 3,950rpm · 7,500rpm rev limit · High service interval of 10,000miles (16,000km) CHASSIS · Category-leading Brembo twin 320mm floating discs with Monobloc M50 front calipers · Brembo 2-piston 255mm rear brake caliper · High specification side-laced wheels · Duel-purpose Metzler Tourance tubeless tyres · Commanding rider ergonomics · New dedicated scrambler frame · Folding foot controls · Adjustable handlebar position TECHNOLOGY · 2nd generation TFT instruments · Torque-assist clutch · Intuitive switchcubes & 5-way joystick · Illuminated backlit switches · Ride-by-wire · ABS & switchable traction control · All-LED lighting with DRL headlight · Keyless ignition · Single-button cruise control · USB charging · Immobiliser · Accessory fit Bluetooth module, enabling the world’s first integrated GoPro® control system, ‘turn-by-turn’ navigation, plus phone and music operation. · Accessory fit Tyre Pressure Monitoring System. STYLING · Category-leading finish & detailing · Crafted aluminium mudguards, number board, swingarm, bash plate. · Sculpted side panels with brushed aluminium badge · Stainless steel tank strap. · Brushed aluminium Monza filler cap
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SPECIFICATIONS
| SCRAMBLER 1200 XC | SCRAMBLER 1200 XE | |
| Engine Type | Liquid cooled, 8 valve, SOHC, 270° crank angle parallel twin | Liquid cooled, 8 valve, SOHC, 270° crank angle parallel twin |
| Capacity | 1200 cc | 1200 cc |
| Bore/Stroke | 97.6 x 80.0 mm | 97.6 x 80.0 mm |
| Compression Ratio | 11.0:1 | 11.0:1 |
| Maximum Power | 90 PS / 89 Bhp (66.2 kW) @ 7,400 rpm | 90 PS / 89 Bhp (66.2 kW) @ 7,400 rpm |
| Maximum Torque | 110 Nm @ 3,950 rpm | 110 Nm @ 3,950 rpm |
| Fuel system | Multipoint sequential electronic fuel injection | Multipoint sequential electronic fuel injection |
| Exhaust | Brushed 2 into 2 exhaust system with brushed high level silencers | Brushed 2 into 2 exhaust system with brushed high level silencers |
| Final drive | X ring chain | X ring chain |
| Clutch | Wet, multi-plate assist clutch | Wet, multi-plate assist clutch |
| Gearbox | 6-speed | 6-speed |
| Frame | Tubular steel with aluminium cradles | Tubular steel with aluminium cradles |
| Swingarm | Twin-sided, aluminium, 547mm long | Twin-sided, aluminium, 579mm long |
| Front Wheel | Tubeless 36-spoke 21 x 2.15in, aluminium rims | Tubeless 36-spoke 21 x 2.15in, aluminium rims |
| Rear Wheel | Tubeless 32-spoke 17 x 4.25in, aluminium rims | Tubeless 32-spoke 17 x 4.25in, aluminium rims |
| Front Tyre | 90/90-21 | 90/90-21 |
| Rear Tyre | 150/70 R17 | 150/70 R17 |
| Front Suspension | Showa ⌀45mm fully adjustable USD forks. 200mm wheel travel. | Showa ⌀47mm fully adjustable USD forks. 250mm wheel travel. |
| Rear Suspension | Öhlins fully adjustable piggy-back RSUs with twin springs. 200mm wheel travel. | Öhlins fully adjustable piggy-back RSUs with twin springs. 250mm wheel travel. |
| Front Brake | Twin 320mm discs, Brembo M50 monoblock calipers, radial master cylinder. Switchable ABS. | Twin 320mm discs, Brembo M50 monoblock calipers, radial master cylinder. Switchable Cornering ABS |
| Rear Brake | Single 255mm disc, Brembo 2-piston floating caliper. Switchable ABS. | Single 255mm disc, Brembo 2-piston floating caliper. Switchable Cornering ABS |
| Length | 2,285 mm | 2,325 mm |
| Width (Handlebars) | 840 mm | 905 mm |
| Height Without Mirrors | 1,200 mm | 1,250 mm |
| Seat Height | 840 mm | 870 mm |
See more of MD’s great photography:
Heya ich bbin die eerste Zeit hier. Ich stieß
auf fand dieses Booard und ich finjden wirklich nützlich und es half mirr eine Menge viel.
Ich hoffe zu bieten etwas, wieder und Hlfe andere wie Sie gestützte me.
Now that we all agree, I would like to ad one small observation from owning a T-Scram for ten years. During that time almost every T-Scram road/test report I read, at some point casually mentioned how immediately natural the sit and fit was. Some reviewers referred to a feeling of youth revisited. Had to be the conventional, before specialized bikes, ergos and operational balance of a simple set. Also must add that every street bike I owned, was guaranteed to ride past a dirt road that must lead to a magical meadow, or severe view. That is what a street scrambler is all about.
It’s a finely appointed 1200 rather than a finely appointed bike of smaller engine displacement, not because the latter would not generally outperform the former, but IMO because of demographics and marketing forces. The larger the engine displacement the greater the “perceived” performance. Also I suspect the luxury class bike market grows at a higher rate than other market segments. The combined force of these two items results in bikes like this.
Also, I suspect the demographic with funds to buy such bikes are older, and the older the rider the less he cares about getting 6 feet of air under his jumps, and the more he cares about style and overall pride of ownership.
This bike is gonna do well IMO. This looks like a bike is supposed to look. The Ducati and KTM bikes of this type both look like warm vomit compared to the Triumph.
WANT!
I’m holding out for the Triumph Rocket3 Scrambler…
YES ! YES ! What a bash plate that would take ! A pucker bush plow could be an option too. Always wanted one. Actually – needed one.
Weight isn’t mentioned anywhere because they’re probably too ashamed to say. I’ll bet this 1200cc triumph packs 520 after gas. I.E., the clever marketing is a lie and the damn thing is still a pig but with big suspension. Please, for the love of all that’s holy, make one of these that is about 300 lbs., same stunning build quality and looks, and you won’t be able to keep them in stock. I reckon a 750cc thumper will do the trick. That way, someone like me with no talent can ride around like those guys in the video (no mortal can do that crap with a 520 lb motorcycle).
Actually I was not impressed by the video, that area of the high desert is all sit down go fast, and could be done with a 1963 Cadillac convertible.
NOT A DIRTBIKE… ..its a gravel road/street bike..and super cool.
300 pounds?????
You want a liquid cooled 4 stroke 1200cc parallel twin that weighs 300 pounds?
A Honda CB300F weighs more than that
Heck a 250cc single cylinder 4 stroke off road bikes weigh almost that much
One has to wonder where people come up with this stuff. A CRF250L weighs more than 300 lbs.
I said “thumper”, so no, not a 1200cc liquid cooled parallel twin, because that would be impossible when the power unit alone weighs 200lbs (or more). Furthermore, I don’t want or need a 1200cc liquid cooled twin. It makes way more power than I will ever need unless I decide to tow my boat with it. Ktm 500exc, a dual sport weighs 251 dry, with emissions equipment, etc, and can be stripped down to about 230 dry if you pimp it to the max. It’s light enough to shoot out from underneath you if you’re not paying attention and grab too much throttle. Up to 70mph, it will smoke almost anything on the street if you get the hole shot right. But it’s ugly, so I digress. So, Triumph, maker of beautiful motorcycles won’t you please apply your engineering prowess to a light thumpy thing that looks like this beautiful scrambler, but still moves like a streak of s#!t? What has been done in the past is irrelevant, obviously it hasn’t been done before. Such a motorcycle does not exist, but technology is improving, development is moving forward, not backward. Someone must be able to figure this out.
Naah, man, NOT with a liquid cooled 4 stroke 1200cc parellel twin. That was my point, and why I said a thumper would do. Motors of this size are ridiculous for anything less than racing on a track or towing your boat. Ktm 500exc weighs 251lbs dry and has more than enough power to shoot out from underneath you if you’re not hanging on tight enough. So I’m saying that I wish someone would use the energy they put into the engine tech and chassis design and go lighter instead of bigger and heavier. Sure keep as much power and creature comforts as possible, but I’ll sacrifice some of that power and electronic stuff for something that I can move around beneath me a little better.
If you really wanted to scramble, like in the dirt, off road, over hills and dales, this would be way too much bike, I would think. The Royal Enfield or something elemental like it would be a little more dirty.
enfield..lol
What a beautiful machine!
Since when is 90 hp considered “high power”, and that is from a liquid cooled 1200cc engine?
Is this engine designed by Harley Davidson?
It’s designated as their HP (High Power) version of that motor, vs the HT (High Torque) version in the T120, which, oddly, makes less torque than the HP version.
It’s more than enough for any human on public roads. How pathetic and cutesy of you to ask if it was designed by HD…I suppose you’re one of those out of shape folks (here comes your reply that you’re a powerlifting chumpion) that can’t get their fatass out of their chair without a power assisted lift to go make poo-poo while watching BlotoGP.
The bike is far from underpowered or for the even wimpier set out there, too heavy. Bunch of slack-jawed cirque du sogheys around here… This here Scrambler will make a goddam sexual tyrannosaurus out of you.
Just like me.
We are surrounded by video game, cell phone holding, pusillanimous pussbags fappologists. Ooooo…You’re so adventuresome. WTF. Do you do the truffle-shuffle to get in at whatever nightclub you frequent? Did anyone else from your litter survive? Sheeeeeeeeesh.
Bwahahaha! I’m stealing so much of this.
Oh, OK…
This would be great with a 600cc twin.
I agree, I have no need for a 1200 cc bike any longer. I want a light bike, of like design with a 600cc or 700cc twin motor.
I really like this fresh take on the adventure touring bike, but my experience says that panniers may be an issue. If you are doing serious touring, your panniers are really a key, and so far I don’t see a good solution to that issue. Those cool pipes may really get in the way of useful bags. Just thinking out loud.
No tank seams? No beak? Forget it.
I like the bike and find the weight acceptable for it’s intended purpose,all that tech may come at a pretty high price though.Can’t wait to hear the $$$$
250 mm (10 inches) of suspension travel on the XE model!
That’s a lot. More than just about any ADV bike that I can think of (for example the 1290 Super Adventure R and the Honda Africa Twin both have less suspension travel than this). I can remember when serious dirt bikes didn’t have that much suspension travel.
The weight’s a bit on the high side, but looks to be fairly well centralized. With that much suspension, it should be pretty capable off road, probably more so than the uber-ADV bikes with their rather high seats and COG.
Not to say I’m going to run out and buy one, but it looks quite credible.
He ain’t heavy, he’s my bro…no, he’s heavy.
I’m surprised no one has commented on the TFT with integrated smartphone Google Maps NAV. That is a great feature for a minimalist motorcycle like this bike. I am not a farkle hanging type and this to me is a real breakthrough in motorcycling. The Bluetooth remote buttons for GoPro… HA! I love it. If I bought one of these Scramblers (Trade in my BMW Urban GS) I would absolutely use these features.
$$$$$! – The roads are awful in the Northeast so the nice long suspension is good. Great motor. No complaints. Looks like a useful machine that’s well made.
Two-wheeled Land Rover.
In the 60s and 70s, Scramblers and Enduros were the best selling bikes out there and with good reason. They could do it all. Commute. Tour. Trails. Everything any reasonable motorcyclist could desire in a motorbike. Some of us fitted “desert tanks” to ours because we desired more range when out in open country but other than that, the bikes were just what we wanted and needed.
Other than the tank, which is a bit small, Triumph appears to have nailed it. Spoked wheels running tubeless tires? Check! Triple disc brakes with ABS? Check! Decent maintenance intervals? Check! More than adequate suspension? Check! Authentic, non-copycat looks (including a seamless tank!) that speak to those of us that were there and those that wish they were? Check!
Hopefully buried somewhere in those 80+ Scrambler Accessories is a 6 gallon “desert tank”. If not, this bike will do just fine all the same. To answer Dirck’s statement where he’s poses this thought, “Not sure how well it will rip through canyons with that skinny 90mm 21 inch front tire”, you know as well as any adult thinking like an adult, that it’s not going to prevent anything related to spirited riding within the limits of the law (including the “Basic Speed Law”) and common sense.
But stoopid riding is controlled by the rider.
All these “modes” now available on motorcycles are nice but the truth of the matter is this: Ego Control Mode comes standard on human beings. Alas, it appears “switchable” and most riders leave it off.
I look forward to seeing these bikes in person. If I like what I see as much as what I’ve read here, I will add one to my garage.
Funny how people were perfectly happy with the capabilities of those 250-350cc scramblers back then. I doubt there are many people – at all – that can ride this bike any faster or harder or through rougher terrain than can be done on those old bikes.
Probably true, but then those old 250-350 cc Scramblers couldn’t touch this new 1200 on public roads, and especially out on the highway, which most people need to traverse these days in order to arrive at any decent dirt road.
Like WSHart said, this bike checks off all the real-world boxes. It’ll be very smooth, punchy, and comfortable around town and out on the highway, with a low-revving motor and plenty of leg and torso room, although its bolt-upright seating position with no windshield will limit the comfort level to 70 mph, or thereabouts. With all that torque, ample ground clearance, plush suspension, and relatively light weight it will make for a great canyon ripper, especially in the tighter, bumpier stuff. It will handle dirt better than 99% of all street bikes. It even looks really good, with no superfluous beaks, plastic do-nothings, fake scoops, or anything else. It looks classy and classic. It’s well appointed, with LED lighting, cruise control, available heated grips, center stand, panniers, etc. It should even sound great, judging by the sounds of the T120 and Thruxton.
The only things keeping this bike from perfection as an all-arounder are its lack of shaft drive, and even there a lot of people would prefer the lightness/lower cost/simplicity of chain drive, and the cost of entry/ownership. I’m sure this bike won’t be cheap, nor is Triumph ownership all that affordable, relatively speaking.
Otherwise, this thing looks to have it all nailed down.
Love it. Why do I see all this tripe about weight? This is said of every bike so what are you comparing it to, a dirt bike? It’s a twelve-freakin-hundred! Shut up already or go make your pure carbon fiber bike and see if it sells. Man up. It doesn’t weigh much more than your old lady.
Can’t wait to hear the price of admission on one.That’s a lot of tech for a scrambler.
The exhausts remind me of flat track bikes. 🙂
The dual shocks are a head scratcher, especially considering that the swingarm they’re mounted to looks modern, not old school.
I am not sold on the duel shocks either. Probably not a big deal for the speed it wil be ridden, but still.
I should call myself out. They are going to do Baja with it. If it can do that tiwn shocks must be okay.
Haha. I’m not a fan of the dual shock look myself, but they can get the job done just fine.
Not every bike made needs to look like a squidmobile/transformer. The dual shocks are fine and go with the rest of the bike.
Dual shocks are not as good as mono shocks which is why they were replaced on moto x bikes LONG ago.
Except this isn’t a motocross bike. Dual shocks free up a lot of space behind the engine that a single shock would occupy. That space was used for the air box, electrical, and other components. Seems like a smart design decision for a bike of it’s intended purpose.
Wow, at first glance I failed to notice the twin shocks. Okay, yeah, on this sort of bike I would have preferred a lighter, more competent, less-expensive-to-replace single shock beneath the seat.
Not a deal-breaker by any means, but this isn’t really a retro sled. This is a thoroughly modern design, with a modern swingarm, motor, dash, forks, brakes, wheels, etc. No need for retro-styled suspension that costs more and looks a bit off in this application.
Ok, I’m calling this a myth. I am currently in my garage and I have a couple sets of rear forks and shocks laying around to compare. I have a shock and swing arm from a CBR600 and the twin shocks and swing arm from my GB500. I wish I had a scale but my wife threw it out years ago. The CBR setup is noticeably heavier – maybe 30-40% – than the twin shock GB. I’m comparing these as sets because; A. the single shock swing arm and shock needs to be considerably stronger to account for the 10:1 lever arm whereas the twin shock is less than 1.2:1, B. The bolt is seized on the CBR shock and I can’t get it off…
Single shocks have some significant disadvantages: there are five pivot points on the rear shock. Any wear or bolt clearance adds up and is then amplified by the 10x lever arm. The single shock is tucked inside the bike and does not benefit from the cooling air running across it like twin shocks do. Any wear and heat begins to significantly degrade the performance of the shock over a ride and its life.
Single shocks do have an advantage for sure. The huge lever ratio allows a ton of suspension travel for any given amount of shock travel. Packaging is cleaned up. My bikes with twin shocks have big protrusions in the side cases to clear the shocks. My single shock bikes have the exhaust tucked up and in, about right where a twin shock would live. A single shocks likely costs a manufacturer much less to purchase and install than two. And last, most people see single shocks as more modern and are more likely to desire something that is perceived as more modern.
Not an apples/apples comparison there. First off, check out the sheer length of each shock assembly on this new Scrambler. Those things are massive, and much longer than those found on the GB500. The two shock assemblies combined are surely heavier than the much smaller single shock on something like the Ducati Scrambler.
As to the pros and cons of a single shock vs dual shocks, well, if there were any significant functional advantages to the dual-shock design then we’d see them on modern race machinery, both offroad and for roadracing. We would also see them on top-shelf road bikes.
We don’t, and for good reason.
Dig.
Yup
Nice. Now they need to stop treating dealers so poorly. There’s less & less dealers
Yes, I’d be in the market for one but all the dealers in my major metro area have long closed up sad to say.
Just noticed something else. This new Scrambler tank is seamless, which is something the Bonnevilles desperately need. That big, obnoxious seam is the one glaring aesthetic miscue on the otherwise finely-detailed Bonnevilles, especially on the lighter-colored tanks.
Yep, give the Bonnevilles and Thruxton this new Scrambler’s higher torque/hp motor, and seamless tank. The Thruxton’s tank has a different shape, but it still needs to be seamless like this one, or the CB1100 EX’s.
I like it. Reminiscient of the scramblers of the 60’s, street bikes with high pipes and high front fender. ( my first ” big bike” was a 67 Honda 305 Scrambler in 1968, but wanted a 450 Scrambler for the longest time) Would be fun to ride in the desert, or on fire roads, very easy trails, or on the back roads around the country. 450 pounds doesn’t put me offfis 100 pounds lighter than my CB 1100 and 185 pounds lighter than my FJR.
I concur. Dissenters complain away. It looks like a motorcycle. It is competent enough to do anything a sane human being would want to do, for the others, there is Rokon. I love the colours too.
I hate the style and think the designers need to go back in time to the 70’s and even earlier to learn what looks right. It’s not enough to be functional, it must look good and these new Triumphs don’t look right.
This is a modern, liquid-cooled, tech-laden, big-bore Scrambler, not a dedicated dirt bike. It’s a 1200cc street bike that can do a bit of work in the dirt while also serving duty as a very capable and comfortable daily ride/canyon ripper.
As such, at least judging by the stated specs, features, and amazing looks, it’s absolutely brilliant. It’s certainly THE “scrambler” to own, among the current crop. Man, does it look a million times better than the new Ducati Scramblers, plus it offers so much more torque, along with proper scrambler accoutrements. No stupid throttle cables arching over the speedos, or dorky banana seats, either. Gorgeous instrument cluster, classy paint schemes.
Just a fantastic new offering. I’m hard-pressed to recall another recent new model that impressed me as much as this one does.
Triumph needs to drop this motor into the T120 and Thruxton. Make it simple. Pare production down to a single-spec 1200 Twin, giving all three models this highest torque/hp version.
Not sure how well it will rip through canyons with that skinny 90mm 21 inch front tire.
I’ve outridden many different sport bikes that had wide tires while riding bikes with skinny tires. I’ve yet to find that wide tires do anything more than make handling slow and heavy.
Dirck, while I agree that the tall, skinny tires would prove to be a limiting factor at most race tracks, I don’t see them posing any major issues on most of our bumpy canyon roads. As long as we’re talking sub-90 mph runs with lots of second- and third-gear corners—which comprise the vast majority of canyon roads—as opposed to endless high-speed sweepers, this thing should be fine.
I’m sure you’ve gone out on V-Stroms and their ilk and ambushed many a dedicated sportbike rider up in the mountains. In the real world, up to 7/10ths or 8/10ths riding, these tires and wheels won’t be very limiting at all.
I rented a Triumph Tiger 800 XcX while in Los Angeles last year, and headed up into the canyons with it. Admittedly I was a little rusty as it was January and I hadn’t ridden for a couple of months, but when I did push the bike’s limits, the front tire on that bike – same size as on this one – seemed to stick just fine.
headlite grille? number board? brown seat? Hilts coulda jumped the friggin ALPS on this thing…
1200 XC = 452 pounds dry
1200 XE = 456 pounds dry
900 5spd = 447 pounds dry, all of which is kinda hard to believe, maybe no battery, no fork oil, no engine oil, no coolant ? Trust but verify.
Maybe a fine ergo correct street ride with occasional dirty road.
Correct assumption. The Street Twin (lightest current Bonnie) is on the lines of 480 wet. The 1200s are all well over 500 lbs. – the T120 is 540lbs. ready to go. This, too, will be a 525-lb. bike, fully fueled and ready to go.
Triumph is back to their old, sad tricks from the late ’90s and early 2000s to cooking their “dry” weights worse than anybody else in the industry. When they came out, my TT600 was claimed to weigh a scant 365 lbs… “dry”. With fuel, and a chain, and battery… it’s 454 lbs.
please overwhelm me with verbosity.
No.
Yeah. Every time, everything except the weight.
Sweat stains from scrutiny all over these. They obviously tried hard. Just what I’m looking for, really. Gotta see one up close first, tho.
I think these bikes are awesome! I’d go with the lower-travel version XC model because it’s more in the spirit of what this bike is about, but it’s great they gave us a choice. Now we can hope for more participation in this market segment if the bikes sell well.
Pleasing styling, fitment, and ergos all around. A+
No tank seam.
No beak.
What’s not to like ?
How big is the fuel tank. if it’s smaller than 5 no thanks
On a different site they state capacity is 4.2 gals which should give a range in excess of 200 miles.
I doubt that. Most large displacement motorcycles deliver relatively poor mpg, even when compared to some cars. At least they gave it real wheels and not cheapass tubed crap. Both bikes are beautiful but…
…Cruise control on a ride with a 4.2 (albeit seamless!) gallon tank? WTF?! Oh wait, some one here is bound to claim 50+ (or greater) mpg out of this motor. How the intercourse difficult is it to put a 5+ (USA) gallon tank on a bike like this? Apparently the British are too stoooopid to do so. FTN.
Triumph screwed themselves by refusing to listen to real people and put a large enough tank on the bike. This is like those tea cup size bowls at pet stores with a Beta (aka: Siamese Fighting Fish) in them.
It works but both the fish and you are really going anywhere.
Yeah…It’s called putting thought into what one writes. To bad Triumph stopped putting thought into these otherwise excellent motorcycles when it came time to fit a tank. Morons.
These bikes get really good mileage. My brothers 2016 T-120 Bonneville 1200 cc averages 62 mpg. Heck my CB1100 4 cyl averages 57 mpg. At least in the east, fuel capacity has never been an issue.
Heck, I average 52 mpg on my 650 lb 145 hp FJR 1300. Gas mileage (and tire mileage) is mainly a function of the right wrist.
Ride with a modicum of restraint and your gas mileage and tire mileage will reflect that.
But what’s the fun in riding with wrist restraint, Mickey? That’s what I like about bikes, you can wring them out and still get better mileage than economy car.
I don’t ride with mickey’s restraint yet I still average 46 mpg in the canyons on my CB1100, and 50+ mpg most everywhere else. Even my piped/reflashed XSR900 manages that same 46 mpg nearly every tank, and those are almost always sport rides.
From everything I’ve read about the T120 motor, achieving a 200-mile range would be no problem with a 4.2-gallon tank. Perhaps this higher hp/torque version is a bit thirstier, I don’t know. What I do know is there are precious few standards, scramblers, sportbikes, or cruisers that come standard with a five-gallon (or larger) tank. These days, if it isn’t a dedicated touring bike, high-end sport-tourer, or ADV, there is almost no chance of seeing a five-gallon tank.
That’s just the way it is now.
Pretty sure mickey never exceeds 3000 rpm
#grannyshift
lol hey Jim Jim. You’re close. I rarely get to 5000 rpms…and I still have plenty of fun riding.
The point is you don’t have to get 30 mpg and 3000 miles out of a back tire that’s a personal choice.
Big bikes are capable getting good mileage. If you don’t get good mileage it’s not the bikes fault, it’s the rider’s.
Nice bike. I prefer it over the Ducati mainly for the fact that the pipes are mounted high, out of the way of ground obstacles. The pipes also just look correct, straightforward and not some convoluted mess that the Ducati is saddled with.
Ever see the video of two guys taking the Triumph and the Ducati scrambles off road? They mention issues on the Ducati, my guess is that they scrubbed off the spring that they still have hanging off the bottom of the exhaust system. The issues they had with the Triumph were obvious. The pipes fell off.
If you are going to market a bike as off road capable, you should make sure that things like the exhaust system are more than railroad crossing sturdy.
This is a street bike that looks like Scrambler. It was built to satisfy the coffee club. You know, the guys that hang out at the cafe and brag about their off-road adventures while sipping their decaf-latte-espresso etc. Real off-reading of 500# bikes should be left to KTM, BMW, Honda and the like. This Triumph is just playing “dress up” (and it is a sharp dresser!)
MCN cites the weight at 202kg/451 lbs. Doesn’t say whether wet or dry but I’d assume dry.
So lighter than a 1290 Super-duke? Guess I’ll believe that when I see them weighed for real.
During the mid 2000s Triumph advertised every Scrambler and similar 865 cc two wheel motorcycle as 451 lbs every year and never stating dry or wet. Total BULLSHITE. Laughable advert guys in jolly ole England.
Like a song that claims 3min 1sec?
What does it say about me when I find the most compelling feature in this Mother of All Press Releases to be:
· High service interval of 10,000miles (16,000km)
I’ve seen a dry weight of 454 lbs published.
It weighs enough that you’d better bring a buddy along so when you drop it in the outback on the side of the hill you’ll have someone to help lift it off its side. Really, the things those two guys are doing in the video are an advertisement (professional riders), not reality. These are nice looking, well performing bikes, but not dirt bikes. My guess is 485 pounds dry.
Just called my T Dealer owner and they have a crew in England right now, and no word on weight yet. I will call every day. Please please let it be under 451 pounds dry ! ! ! Yea right. Please.
Yep, first thoughts for me is ‘how much does it weigh?’
that boy is a P-I-G PIG! Seriously, that was the ONLY stat I was looking for. Weren’t scramblers supposed to be light, simple and agile, not retro-styled adventure bikes? Of all of the poser bikes, this might be the winner
I guess the discussion of weight is all a matter of perspective. Compared to my Guzzi Stelvio ADV bike (650+-) the Triumph is a lightweight, compared to a my dual sport its a pig, I think the real answer lies somewhere in between. I like it.
Yes, I can’t disagree.
Opps, they conveniently forgot to tell the weight.
It’s an off-road styled 1200cc Bonneville. It’s going to be heavy. I don’t know if the number even matters.
Who Chee Momma ! Now we’re cooking with steam ! Uh , how much does it weigh ?