Scramblers are hot right now, with well over a dozen models available from five different manufacturers. With rough-and-ready retro styling, the appeal of scramblers–that freewheeling, desert-racing spirit of the ’60s, embodied by the King of Cool himself, Steve McQueen–is hard to deny. Most modern scramblers, however, are street-oriented models that talk the talk more than they walk the walk of off-road capability.

Triumph’s Hinckley-era, Bonneville-based scramblers, starting with the air-cooled, 865cc Scrambler produced from 2006-2016 and continuing with the liquid-cooled, 900cc Street Scrambler, are more suited to pavement than dirt. But that changes with the introduction of the Scrambler 1200. Rather than just a styling exercise built around the larger 1,200cc parallel twin, Triumph created a full-on adventure bike with classic minimalist styling. No windscreen, no bodywork, just a steel tank, a wide handlebar and a round headlight.

Read our 2019 Triumph Street Scrambler first ride review

I’ll admit, when it was announced last October, I was skeptical that the Scrambler 1200 would be truly capable off-road. Sure, it has some impressive specs–tubeless spoked wheels with a 21-inch front, nearly 10 inches of suspension travel on the higher-spec XE model, fully adjustable Öhlins rear shocks and an Off-Road ride mode–but I expected it to be a handful in the dirt. On the first day of the press launch, hosted at Wim Motors Academy, an off-road training facility in rural southwestern Portugal, we were told to “warm up” with a few laps on a dirt oval cut into sloping field–under the watchful eyes of a photographer and a videographer. No pressure.

Doing my best impression of a flat track racer, I scooted forward on the seat, weighted the outside peg, stuck out my left leg and went for it. After the first tentative lap, I used the throttle more assertively, spinning the rear wheel and letting the bike rotate beneath me. Plenty of torque was on tap, and in Off-Road mode it was easy to manage and the traction control–which is programmed to allow more rear-wheel spin when hard on the gas–allowed the tail to kick out for power slides without going too far. By the third lap, I was hooked!

Greg’s Gear
Helmet: Bell Moto III
Jacket: Rev’It Zircon
Pants: Reax Ridge
Boots: Sidi Scramble

My veins pumping with confidence and adrenaline, our five-bike group took off on a loop ride on unpaved roads between farms and through forests. I was amazed at how easy it was to ride the Scrambler 1200 XE off-road, how planted it felt on uneven terrain and how forgiving it was of ham-fisted inputs and the abuse that comes from hammering rough roads at a fast pace. The Scrambler’s lack of a windscreen and bodywork reduced the sense of visual mass from the cockpit, making the bike seem smaller than it actually is. Its weight–a claimed 465 pounds dry; probably around 500 pounds ready to ride–felt nicely balanced, and the well-padded, vinyl-covered bench seat made it easy to move around. Gravel, hard pack, sand, mud–we blitzed through it all, got filthy dirty and had fun in a way that only carefree motorcycling can provide.

Knowing that adventure riders segment themselves into two groups–those who ride primarily on the street but enjoy occasional off-roading, and those who prefer to ride off-road as much as possible–Triumph created two versions of the Scrambler 1200. Aimed at the first group, the base-model XC has 7.9 inches of suspension travel, a lower 33.1-inch seat height, a narrower handlebar, a shorter wheelbase, tighter steering geometry, five riding modes (Sport, Road, Rain, Off-Road and Rider customizable) and switchable ABS and traction control. Aimed at serious off-roaders, the XE has 9.8 inches of suspension travel, a 34.25-inch seat, a wide adjustable-height handlebar, multi-mode cornering ABS and traction control, a sixth riding mode (Off-Road Pro), hand guards and heated grips.

Read our 2019 Triumph Speed Twin first look review

Both are powered by a revised version of the liquid-cooled, 1,200cc, SOHC, 8-valve parallel twin shared across most of the Bonneville family. The Scrambler 1200s get a “high power” version of the engine with a dedicated scrambler tune that generates a claimed 90 horsepower at 7,400 rpm and 81 lb-ft of torque at just 3,950 rpm. Other engine tweaks include lightweight balance shafts, engine covers and cam cover, a low-inertia crankshaft, a lighter alternator and a revised clutch assembly, and it is held in place by a dedicated tubular-steel frame with aluminum cradles. To keep the Scrambler’s high pipes tucked in Triumph used a single throttle body assembly, and the pipes curve inward above the footpegs for a narrow profile between the knees when standing up. Thanks to the high-performance tune and 270-degree crank, the brushed stainless-steel twin pipes emit a throaty bark. However, even with their heat shields, the pipes get very hot after spirited riding due to the integrated catalytic converter.

The Scrambler 1200 may have classic curb appeal, but it’s modern through and through, with throttle-by-wire, a full electronics package, cruise control, an assist-and-slipper clutch, a customizable TFT display, full LED lighting, keyless ignition, a USB charging port and an optional tire-pressure monitoring system. An accessory Bluetooth module provides turn-by-turn navigation, phone and music functions, and GoPro integration, allowing a paired camera (sold separately) to be operated using the bike’s switchgear.

Fitted with Pirelli Scorpion Rally knobbies for the off-road test, I kept the XE in Off-Road mode, which adjusts throttle response, traction control and ABS (turning it off at the rear wheel). Off-Road Pro mode turns ABS and TC off completely, but I’m not a pro so I prefer the peace of mind of an electronic safety net, especially with superbike-spec Brembo M50 Monobloc 4-piston radial front calipers pinching 320mm discs. With a radial master cylinder and Brembo MCS front lever, the front brakes were easy to modulate and provided good feedback, but I still wanted insurance against tucking the front due should my enthusiasm outrun my skills. One of the XE’s greatest strengths is suspension performance. With a fully adjustable, upside-down Showa cartridge fork and a pair of fully adjustable Öhlins piggyback shocks, the bike soaked up hard hits from rocks, ruts, dips and even jumps on a motocross track at the training camp, keeping the chassis stable and wheels planted.

Heading out on day two’s street ride, a light drizzle gave way to a steady downpour, giving me a chance to test Rain mode. With throttle response dialed back, cornering ABS and TC cranked up, and Metzeler Tourance 90/10 adventure tires providing good grip, the XE exhibited no untoward behavior. With mostly dry streets after lunch, I switched over to Road and Sport modes and wicked it up. With its 21-inch front wheel and chassis geometry favoring stability over nimbleness, the XE wasn’t exactly flickable, but its wide handlebar provided good leverage and the bike behaved with confidence and certainty. And with a generous amount of torque spread throughout the rev range, I never felt like I was in the wrong gear.

In my review of the 2017 Street Triple RS, written after nearly a decade of riding and testing nearly every model produced by Triumph, I made the claim that the British manufacturer’s “greatest unsung virtue is the baked-in user-friendliness that characterizes many bikes in its lineup.” At the Scrambler 1200 launch, I reiterated my opinion to Stuart Wood, Triumph’s Chief Engineer. He smiled and told me that Triumph puts considerable effort into making its motorcycles accessible and predictable, from throttle response to steering behavior, gear changes, braking and so on. They don’t dumb them down to the point of being boring; quite the contrary–most Triumphs are full of character and vitality. Rather they design and engineer motorcycles to respond to inputs in a consistent manner, freeing the rider to be more engaged with the experience than with concerns about what might happen next.

At the end of the all-day street ride, even though I was cold and wet and tired, I didn’t want it to end. To me, that’s a measure of a great motorcycle, one that goes beyond being a machine or vehicle and becomes a companion, a time capsule, an object of desire. I’m glad I was wrong. I’m glad the Scrambler 1200 XE wiped the smug look of skepticism of my face and replaced with a big, mud-splattered smile.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

2019 Triumph Scrambler 1200 XE Specs
Base Price: $14,000 (XC model)
Price as Tested: $15,400 (XE model)
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, transverse parallel twin, SOHC w/ 4 valves per cyl.
Displacement: 1,200cc
Bore x Stroke: 97.6 x 80mm
Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: X-ring chain
Wheelbase: 61.8 in. (as tested)
Rake/Trail: 27 degrees/5.1 in. (as tested)
Seat Height: 34.25 in. (as tested)
Claimed Dry Weight: 456 lbs. (as tested)
Fuel Capacity: 4.2 gals.
MPG: NA

Source: RiderMagazine.com

Triumph’s 2017 Street Scrambler, powered by the 900cc “High-Torque” parallel twin used in the Street Twin, rolled into the gap left by the departure of the previous generation Scrambler two years ago. With less weight, more power and a slightly modernized look, it has proven to be a popular choice in Triumph’s modern classic line, and for 2019 it has received a refresh that includes a bump in mid-range power, a new cartridge-style fork and a Brembo front brake.

Read our First Ride Review of the 2017 Street Scrambler here.

As its name suggests, the Street Scrambler is primarily a road-going machine (those looking for more than just light off-roading adventures should give the all-new Scrambler 1200 a hard look), and after riding it and its Street Twin sibling (which received similar changes this year) back-to-back at the press launch in Portugal, the Street Scrambler’s upright, commanding riding position proved to be well-suited to navigating the urban jungle.

Read our First Ride Review of the 2019 Street Twin here.

Jenny’s Gear
Helmet: X-lite X803 Ultra Carbon
Jacket: iXS Josy
Jeans: Spidi J&Racing Lady
Boots: Rev’It Royale H2O

With its wide handlebar and footpegs mounted below and a bit forward of the 31.1-inch seat to aid in standing, I found the Street Scrambler fit my 5-foot, 9-inch frame well. Although its new 41mm KYB cartridge fork has the same 120mm (4.7 inches) of travel as before, it has a wider stance and feels just a tad beefier, though not intrusively so. Rear suspension, with 4.7 inches of travel and adjustable for preload only, is unchanged.

At 135 pounds, I weigh less than the “average” rider for whom most bikes this size are sprung, but I could still detect an improvement in rebound damping up front that made for a slightly more plush ride. The rear is still rather harsh, so if it were mine, I’d invest in lighter springs up front and a set of Triumph’s accessory Fox shocks for the back.

Performance from the single 310mm-disc front brake has been improved, with an opposed 4-piston Brembo caliper replacing the old 2-piston Nissin unit; a floating 2-piston Nissin still squeezes the 255mm rear disc. The difference is noticeable, with more bite up front and better lever feel, increasing confidence when riding aggressively or in the rain.

The big news, though, is the increase in power, a claimed 18 percent more peak horsepower to be exact, plus a flatter torque curve that delivers in the “real-world” range of 3,500 to 5,500 rpm, achieved via a minor retune and a few lighter bits in the engine–a magnesium cam cover, a lighter crankshaft, dead shafts and the balance shafts that ride on them, a mass-optimized clutch cover and a lighter clutch.

Based on the Jett Tuning dyno results in our Rider Test of the identically-powered 2016 Street Twin, the increase should translate to 62 peak horsepower arriving close to the higher 7,500-rpm redline, with peak torque unchanged at 56.7 lb-ft at 3,200 rpm. The seat-of-the-pants result is a new sense of urgency and more get up and go in the mid- to high-end; on our first ride in the mountains near Lisbon, Portugal, I felt it most noticeably during 40-mph roll-ons and when accelerating out of corners, reducing the need to downshift.

The dual-counterbalanced engine has a bit of a V-twin character infusion thanks to a 270-degree firing interval, with a feather-light assist clutch (with adjustable lever, thank you Triumph!) operating the five-speed gearbox. Despite its dirty overtures, the Street Scrambler is geared fairly tall, and I didn’t find myself missing a sixth gear even cruising at 70 mph on the freeway; I’m guessing most Scrambler buyers aren’t looking to cruise at triple digits anyway. The soundtrack is classic Triumph, surprisingly throaty and with a pleasant amount of burble on deceleration.

Harnessing all this is a smooth throttle-by-wire system with standard 2-channel ABS and switchable traction control, but new this year is the addition of Road, Rain and Off-Road ride modes. Road is the default setting; while Rain softens throttle response and increases traction control intervention, power output is unchanged. Off-Road leaves the throttle map in snappy Road mode and turns ABS and traction control completely off. Rain and Road modes are easily selectable on the fly using a large button on the left switchgear; the bike must be stationary to select Off-Road mode.

Our riding day in Portugal was blessedly sunny, but it had rained for several days prior so we were warned to use caution (and Rain mode) on the shady, twisty mountain roads. It was a double-duty press launch, with Triumph giving us first rides on both the Street Twin and Street Scrambler. We were assigned one model for the morning and one for the afternoon, swapping at lunch as well as the four photo stops, giving us the unique experience of getting to ride these similar yet oh-so-different bikes back-to-back. It quickly became apparent that they are indeed two distinct motorcycles that will likely appeal to different riders, and not just because of their aesthetics.

I started the day on a Street Scrambler, and as I already noted it felt immediately comfortable. Though suspension travel is identical to the Street Twin, the Street Scrambler is fitted with longer springs front and rear that, along with the 19-inch front wheel, contribute to its feel as a larger machine. It’s not my imagination–though it has shed a few pounds since last year the Scrambler is still about 10 pounds heavier than the Twin, and a glance at the spec sheet shows it’s also longer, taller and wider at the bars.

In the morning, when the roads were still quite damp, I kept my Scrambler in Rain mode; because it maintains full engine power, I found the slightly softer throttle response to be easier to modulate as we negotiated the unfamiliar–and often quite bumpy–twists and turns, without feeling too heavily reined-in. As the roads dried out and I swapped back and forth on each bike in Road mode, I found myself appreciating their unique experiences.

The Street Twin felt smaller, lighter and surprisingly sporty. Its tubeless Pirelli Phantom Sportscomp tires (rolling on cast aluminum wheels, 18 inches up front and 17 at the rear) were working better on the dry pavement than they had in the morning, and despite the narrow bar I was able to flick the Twin through corners easily.

Yet despite its expanded dimensions and heavy spoked steel wheels (with that larger 19 up front), I felt quicker on the Street Scrambler. Maybe it was the added leverage from the wider bar, and the Metzeler Tourance ADV-style tires were performing very well regardless of road conditions…but it could just be that I was more comfortable. A quick poll of my fellow journalists seemed to support that theory; smaller folks liked the Twin, taller ones the Scrambler.

I really liked the first generation, but as a fun, stylish, accessible scrambler-style ride this new Street Scrambler is even better than before–better enough, in fact, to seriously tempt me into making one my own.

2019 Triumph Street Scrambler

Base Price: $11,000 (Fusion White)
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, transverse parallel twin, SOHC, 4 valves per cyl.
Displacement: 900cc
Bore x Stroke: 84.6 x 80.0mm
Transmission: 5-speed, torque assist wet multi-plate clutch
Final Drive: O-ring chain
Wheelbase: 56.9 in.
Rake/Trail: 25.6 degrees/4.3 in.
Seat Height: 31.1 in.
Claimed Dry Weight: 448 lbs.
Fuel Capacity: 3.2 gals.
MPG: NA

Source: RiderMagazine.com