Triumph Scrambler 1200 X 2026 — Specifications

Triumph is somewhat repositioning its large scrambler to make it more accessible. In every sense of the term: both in terms of price and ease of access. The 1200 Scrambler XC was tall and not particularly democratic in terms of seat height. Things will improve with this evolution, more simply named X.

Here, the rider can place their bottom 820 mm from the ground. That’s 2 cm lower than the XC, and if needed, the altitude can still drop to 795 mm with the “low seat” option. No need to use a stepladder to get on board. How did they do it? By reducing suspension travel from 200 mm to 170 mm.

Consequently, there’s a bit less ground clearance. This isn’t a problem because Hinckley has planned a new positioning for the X, more oriented towards the road. They also wanted it to be cheaper, and there’s no secret about that – it’s often the suspensions that take a hit.

This is where Triumph made significant savings. To lower the price of its Scrambler, it was necessary to trim costs everywhere. Marzocchi components replace the Showa forks and Öhlins shock absorbers. This setup allowed for adjustments in all directions, both front and rear. Today, you can forget about it; only the rear shocks provide access to adjustment, and only for preload. The brakes also step down in grade. Nissin has taken the place of Brembo, with 2-piston axial calipers clamping 310 mm discs. Farewell to the sporty and very effective M50 4-piston calipers radially mounted on the XC, which heated 320 mm tracks. It was perhaps excessive given the vocation of the Scrambler but it legitimized (a little) why you put 16,000 euros into this type of machine. Now, you’re going to have to make do with Z 650-level braking.

The manufacturer has also trimmed the instrumentation, the TFT panel giving way to a less glamorous LCD/TFT combined display. Cruise control and keyless start have been removed, while the tank loses a liter of capacity (15 liters). But the Scrambler 1200 has also gained a few elements. Its ABS and traction control become sensitive to the lean angle thanks to the addition of an inertial measurement unit. The engine is cleaner (Euro5b compliant) and benefits from a few modifications. Thanks to a new 50 mm throttle body and reworked exhaust headers, the twin distributes its torque better in the second half of the rev range. Power and torque are identical to the previous Scrambler XC, namely 90 horsepower and 11.2 mkg – except that they are achieved 250 rpm earlier. Respectively at 7,000 rpm and 4,250 rpm.

However, don’t expect the Scrambler X to show you that it has changed. Its silhouette is intact, still exuding a beautiful “roadster-off-road” look. A few subtleties allow it to be distinguished from the XC: the less premium brakes, the swingarm and engine protectors painted black, a redesigned rear light less old school, thinner turn signals, and a shorter side stand.

The 1200 X retains the steel tubular frame, aluminum swingarm, and wheels of the XC. Perfectly suited for off-road with dimensions of 90/90-21 and 150/70-17, they nevertheless look towards a predominantly road compromise with their Karoo Street tires. But hey, that’s a change from off-road tires. The electronics retain its 5 Riding Modes (Rain – Road – Sport – Off-Road – customizable) and, as seen a little higher, its ABS and traction control (revised thanks to the IMU).

By increasing the differences between the X and XE versions, Triumph clearly wants to offer a large scrambler that is more road-oriented and “accessible” on one hand, and a much more adventurous and premium model on the other. The same doctrine as before but pulling the X downwards. Admittedly, the 1200 Scrambler X costs 1000 euros less than the XC, but the pill will still be harder to swallow.

M.B - Photos constructeur