Twin-piston Brembo M50 radial monobloc brake callipers hover over twin 320mm discs, providing plenty of bite where most modern classic motorcycles fall short. Pulling up 230 kg of wet weight on the dirt is no easy feat, so Triumph opened up their wallets again for more heavy-duty equipment. We didn’t feel the need (nor did we have the minerals) to start playing around with preloads, but the Scrambler managed to find traction, regardless of the surface we were probing. The whole set-up is fully adjustable and provides 200mm of travel front and rear. Upfront, Showa has provided 47mm upside-down forks, while Öhlins have the rear sorted with piggy-back RSUs (twin springs). With a smorgasbord of potential landscapes and plenty of torque going to that rear wheel, Triumph knew the Scrambler XE would have to be well damped. Of course, with Triumph’s Tiger dual-purpose adventure bike cleaning up various awards, it shouldn’t come as a surprise how well sorted this package is. The rake and trail are perfectly angled for various terrains and the wheelbase feels like the sweet spot between fun and stability. Where some companies might modify an existing platform, Triumph has designed the frame from the ground up. Once you’re up and about, the Scrambler’s chassis continues to deliver. We’d say the bike is suited for average to taller riders, with some shorter humans might find throwing a leg out at traffic lights a little challenging. The bench seat is adequate for shorter rides, but some might want so more cushion for those longer journeys. Adjustable handlebars with reversible risers (optional 10mm spacers) mean that your wrists and shoulders and sufficiently relaxed, and adjustable, while the folding foot controls keep your legs moving and bracing comfortably. In terms of ergonomics, the Triumph knocks it out of the park. It wasn’t an issue once you were out and about but in stop-start summer traffic, some might find that heat-shield hotter than George Bluth’s Cornballer. Yes, it looks beautiful, and yes, it wouldn’t be a proper scrambler without it, but those shotgun exhausts can get pretty toasty. The only real gripe we had with the powertrain was the exhaust. The throttle is controlled via a modern ride-by-wire set-up which is perfectly matched to the smooth and linear parallel twin, and with six riding modes at your disposal (Road, Rain, Off-Road, Off-Road Pro, Sport and Custom) you’ll be hard-pressed to find some terrain the computer can’t assist you with. Peak power is 89bhp (66.2kW) 7,250rpm, so it’s not the type of power that rips your face off, rather a beefy wellington that just pulls and grunts with every twist of the wrist. We rode in traffic, national parks, country roads, and everything in between, and while each ride had its own demands, the powertrain delivered in every setting.
With the maximum 110 Nm of torque being delivered 4500 rpm, riding the Scrambler is an absolute blast. Powering the British brute is a 1200cc, 270° crank angle parallel-twin, and boy does it pull.
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