It has more off-road chops than most competitors in the ’all-roads’ market

LISTEN 10:57

Triumph cleans up its act ahead of MY2022 with a newly-adjusted, lower-emissions Bonneville powerplant for its “all-road” Scrambler 1200 XC platform along with improved heat distribution with no loss in power. The genuine classic scrambler looks remain the same this year, as does the custom panache that serves as a common thread with scramblers the world around. Clean lines and an old-school finish meet with modern tech under the hood to make this model a capable contender on the world stage.

2022 Triumph Scrambler 1200 XC Design

  • LED lighting
  • Blackout styling
  • Full color TFT display
  • Genuine scrambler specimen
2022 Triumph Scrambler 1200 XC
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2022 Triumph Scrambler 1200 XC
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Triumph hits the high points on its Scrambler 1200 XC model to make that crucial historical connection to the original scramblers of the '60s and '70s.

The original scramblers were largely homegrown bikes that were built around the standard streetbikes and UJMs of the sixties and seventies, and Triumph hits the nail on the head with just enough custom yummygoodness on its Scrambler 1200 XC model to make that crucial historical connection.

A bobbed front fender leads the way and sets the customized tone right away along with the chopped rear fender with different paint than the fuel tank. This is done to mimic homejob mechanics that typically didn’t have a can of factory paint sitting around, but were forced to repaint the fenders with something after having whacked them down to a minimum to reduce weight and increase performance.

The inverted front forks are clearly a modern feature, but the blackout paint that starts off on the rims reaches up to encompass the inverted fork feet along with their upper stanchions to sort of make that fact less than conspicuous at a glance. Headlight can, turn-signal housings front and rear, and the rear mudguard extension also come blacked out, as does the classic vertical-twin drivetrain, handlebar, and mirrors to complete the package.

The lighting is all LED for good two-way visibility, and the round headlight rolls with a DRL feature for extra daytime safety. A full-color, TFT display bundles all of the instrumentation and ride-quality controls together in a stylish housing with an unmistakable modern bent, plus it’s configurable so you can set up the data delivery just how you like.

The 4.2-gallon fuel tank contributes quite a bit to the overall historical look with its classic knee pockets and teardrop flyline ahead of a faux tuck-and-roll bench seat that accommodates both pilot and pillion. There’s a grabrail around back and a set of frame-mount, fold-up footpegs to complete the passenger’s amenities, plus a USB port under the seat so you can charge your phone/device/whatever. As the bench seat has no offset to speak of, the full length can be utilized by riders engaged in technical work such as trick riding and off-road shenanigans. This bike has a lot going for it to be sure, but the dual shotgun exhaust seals the deal for riders looking for a genuine scrambler specimen with bona fide historical roots.

2022 Triumph Scrambler 1200 XC Chassis

  • Dedicated scrambler frame
  • Front and rear fully adjustable suspension
  • ABS
  • Precise handling
2022 Triumph Scrambler 1200 XC
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2022 Triumph Scrambler 1200 XC
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2022 Triumph Scrambler 1200 XC
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Precise tuning makes the Scrambler a very nimble machine both on-road and off.

Tubular steel members make up the double-cradle frame on the Scrambler 1200 XC for the strength it brings to the table along with an aluminum bash plate that protects the turn in the downtubes as well as the engine’s bottom end. Aluminum is also the material of choice for the 21.5-inch, dual-side swingarm unit to reduce unsprung weight at the rear axle and improve suspension response and provide some extra security for the rear contact patch on rough surfaces.

Up front, a set of 45 mm inverted Showa forks take care of business with the full spectrum of adjustments so you can dial in the desired ride, and at both ends, a 7.87-inch suspension stroke soaks up the abuse from your favorite trails and/or urban jungles. Rake is 25.8 degrees with 4.76 inches of trail over a 60.2-inch wheelbase, figures that are indicative of a very nimble machine both on-road and off.

Laced wheels have long been preferred by off-road riders, so they are a welcome addition here that adds even more old-school spice to the dish. If you were wondering if it could handle terrain, the 21-inch front wheel is clearly geared toward rough and rugged ground. It’s followed by a 17-inch hoop with a 90/90 and 150/70 on the front and rear respectively in a stealth-knobby tread profile that’ll tackle both street and dirt with equal aplomb.

Triumph ain’t playin’ when it comes to the anchors. Brembo supplies the dual 320 mm discs that lead the way with four-pot, opposed-piston, radial monobloc calipers to stop them. A 255 mm disc and twin-piston binder handle business out back with full ABS coverage at both ends as the first electronic ride-safety system found on this machine.

Frame: Tubular steel
Swingarm: Twin-sided, aluminum, 547 mm long
Front Suspension/ Travel: Showa 45 mm fully adjustable upside down forks/ 7.9 in (200 mm)
Rear Suspension/Travel: Fully adjustable Ohlins twin shocks with piggy back reservoir/ 7.9 in (200 mm)
Rake: 25.8 º
Trail: 4.76 in (121 mm)
Front Wheel: Tubeless 36-spoke 21 x 2.15in, aluminum rims
Rear Wheel: Tubeless 32-spoke 17 x 4.25in, aluminum rims
Front Tire: 90/90-21
Rear Tire: 150/70 R17
Front Brakes: Dual 320 mm Brembo discs, Brembo M50 4-piston radial monobloc calipers, ABS
Rear Brakes: Single 255 mm disc, Brembo 2-piston floating caliper, ABS

2022 Triumph Scrambler 1200 XC Drivetrain

  • Bonneville 1,200 cc parallel-twin engine
  • 89 hp and 81.1 lb-ft of torque
  • Cruise control and switchable traction-control
  • Five ride modes
2022 Triumph Scrambler 1200 XC
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2022 Triumph Scrambler 1200 XC
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2022 Triumph Scrambler 1200 XC
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The look of the vertically-oriented parallel-twin engine adds gobs of old-school British charm and reinforces the Scrambler 1200's pedigree.

Triumph’s Bonneville engine has been a household name since just about forever. On the Scrambler 1200 XC, it will be the cleanest 1,200 cc machine to come from the marque with the first Euro-5 emissions rating. To be clear, the EU-5 rating only comes on machines slated for sale in areas where it is required. All others maintain the EU-4 rating from previous year-models.

While the engine’s main contribution is the 89 ponies and 81.1 pounds o’ grunt it brings to the table, the vertically-oriented parallel-twin engine’s look adds gobs of old-school British charm to the package and reinforces the Scrambler 1200’s pedigree. Rather than running with a 180-out firing order, the 270-degree offset in the crank pins turns out a definite lope in the idle note, much like you’d expect from a V-twin, and that extended pause between the first and second power pulses of each sequence gives the rear wheel a chance to bite for improved off-road performance.

The layout is fairly oversquare with a 97.6 mm bore and 80 mm stroke for an even 1,200 cc displacement with an 11-to-1 compression ratio that will require mid-grade fuel, or at least an octane booster to avoid the potential engine damage that can occur from chronic pre-ignition/detonation. Ride-by-wire throttle control comes stock, as does the Riding Modes feature that rolls with no less than five profiles, one of which is rider tunable and one is set up specifically for off-road performance.

A switchable traction-control feature jumps into the mix with backup from a torque-assist clutch for double-decker protection for the integrity of the rear contact patch. The final drive is of the good old sprocket and O-ring chain variety with an overall drive ratio that turns in a top speed around 135 mph.

Engine: Liquid-cooled, 8 valve, SOHC, 270° crank angle parallel-twin
Displacement: 1,200 cc
Bore x Stroke: 3.84 in (97.6 mm) x 3.15 in (80 mm)
Compression: 11.0:1
Max Power EC: 89 hp (66.2 kW) @ 7,250 rpm
Max Torque EC: 81.1 lb-ft (110 Nm) @ 4,500 rpm
System: Multipoint sequential electronic fuel injection
Exhaust: Brushed 2 into 2 exhaust system with brushed high level silencers
Final Drive: X ring chain
Clutch: Wet, multi-plate assist clutch
Gearbox: 6-speed

2022 Triumph Scrambler 1200 XC Price

2022 Triumph Scrambler 1200 XC
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2022 Triumph Scrambler 1200 XC
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Score a 2022 Scrambler 1200 XC in a glossy Sapphire Black starting at $14k.

You can score a 2022 Scrambler 1200 XC in a glossy Sapphire Black for a starting MSRP of $14,000. If you prefer one of the two-tone packages, you can get the XC in Cobalt Blue with Jet Black stripe, or Matte Khaki Green with Matte Jet Black for the tank stripe. This year there’s a third choice with the limited-edition, Competition Green, Steve McQueen Edition that fetches $16,400 at the checkout and carries a number of unique features with only 1,000 units scheduled to be built.

Instrument Display and Functions: TFT multi­functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, clock and rider modes (Rain/Road/Sport/Off-­road/Rider-Customizable)
Color: Sapphire Black, Cobalt Blue/Jet Black, Matte Khaki Green/Matte Jet Black
Price: $14,000, Two-tone: $14,500

2022 Triumph Scrambler 1200 XC Competitors

2022 Triumph Scrambler 1200 XC
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2020 Ducati Scrambler 1100 PRO
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The Scrambler 1200 XC has a rather large displacement for a scrambler, generally speaking, and that cut down on my choices for a worthy competitor. However, all it took was a quick look at Ducati’s “Land of Joy” to find the solution in the Scrambler 1100 PRO, so let’s get to it.

Ducati Scrambler 1100 PRO

2020 Ducati Scrambler 1100 PRO
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The Ducati gets a razor-thin win at the checkout, but personally, I think it's worth the extra cheddar for the Triumph.

Through the heavily bobbed fenders and ample blackout treatment, Ducati brings its own special interpretation of the classic scrambler look to the table with an eye toward the customizers of yesteryear. The Trellis frame on the 1100 PRO uses the engine as a stressed member to eliminate the downtubes and cradle section of the frame for an overall look all its own.

Teardrop tanks and bench-style seats are constants across the board, as are the high-mount mufflers though the Duc doesn’t have a proper shotgun exhaust like the XC. The 1100 PRO also lacks a bash plate, so its exhaust headers and even the engine itself are left in a vulnerable position that is exposed to terrain strikes, leaving the Triumph ride more suitable for off-road work.

Engine size drops off on the Ducati ride with its 1,079 cc displacement against the even 1,200 tucked away in the Bonneville mill, and that comes with a small drop in horsepower with 86 ponies against 89 from the Triumph. Torque is another story though. Ducati claims only 65 pound-feet of grunt from its 90-degree V-twin versus the Trumpet’s 81.1 pounds for a difference that will definitely register on the old heinie-dyno.

Riding Modes, traction control, and ABS make it onto both bikes, but the Duc only has three modes from which to choose against five for another small victory for Triumph. The Italian Stallion gets a razor-thin win at the checkout though with its $13,495 starting sticker, but personally, I think it’s worth the extra cheddar for the Triumph in this case.

Read our full review of the Ducati Scrambler 1100 PRO.

He Said

“For many of us, it’s hard to beat the classic look and dignified composure of the Bonneville-powered line of bikes, and this sled is no exception. I mean, the only thing missing is the kneepads on the fuel tank wanes, right? If I have to find something to pick on, it will be the decision to run with a modern throttle-body design instead of the faux carburetors that I know Triumph already has laying on a shelf somewhere. To paraphrase Frasier, the only thing better than a perfect bike is a bike with one tiny flaw we can pick at all night.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, “It’s the same Bonneville engine, but with dedicated Scrambler tuning to give you more power in the low and mid ranges for terrain-tackling capabilities. While the XC is the ’road-oriented’ version, with a bash plate, laced wheels, and a 21-inch front wheel, it has more off-road chops than most competitors in the all roads market.”

2022 Triumph Scrambler 1200 XC Specifications

Engine & Drivetrain:
Engine: Liquid-cooled, 8 valve, SOHC, 270° crank angle parallel-twin
Displacement: 1,200 cc
Bore x Stroke: 3.84 in (97.6 mm) x 3.15 in (80 mm)
Compression: 11.0:1
Max Power EC: 89 hp (66.2 kW) @ 7,250 rpm
Max Torque EC: 81.1 lb-ft (110 Nm) @ 4,500 rpm
System: Multipoint sequential electronic fuel injection
Exhaust: Brushed 2 into 2 exhaust system with brushed high level silencers
Final Drive: X ring chain
Clutch: Wet, multi-plate assist clutch
Gearbox: 6-speed
Chassis:
Frame: Tubular steel
Swingarm: Twin-sided, aluminum, 547 mm long
Front Suspension/ Travel: Showa 45 mm fully adjustable upside down forks/ 7.9 in (200 mm)
Rear Suspension/Travel: Fully adjustable Ohlins twin shocks with piggy back reservoir/ 7.9 in (200 mm)
Rake: 25.8 º
Trail: 4.76 in (121 mm)
Front Wheel: Tubeless 36-spoke 21 x 2.15in, aluminum rims
Rear Wheel: Tubeless 32-spoke 17 x 4.25in, aluminum rims
Front Tire: 90/90-21
Rear Tire: 150/70 R17
Front Brakes: Dual 320 mm Brembo discs, Brembo M50 4-piston radial monobloc calipers, ABS
Rear Brakes: Single 255 mm disc, Brembo 2-piston floating caliper, ABS
Dimensions & Capacities:
Width Handlebars: 33.1 in (840 mm)
Height Without Mirror: 47.2 (1,200 mm)
Seat Height: 33.1 in (840 mm)
Wheelbase: 60.2 in (1,530 mm)
Dry Weight: 452 lbs (205 kg)
Fuel Capacity: 4.2 gal (16 l)
Fuel Economy: 45.4 mpg
Details:
Instrument Display and Functions: TFT multi­functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, clock and rider modes (Rain/Road/Sport/Off-­road/Rider-Customizable)
Color: Sapphire Black, Cobalt Blue/Jet Black, Matte Khaki Green/Matte Jet Black
Price: $14,000, Two-tone: $14,500

Further Reading

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TJ Hinton
TJ Hinton
T.J got an early start from his father and other family members who owned and rode motorcycles, and by helping with various mechanical repairs throughout childhood. That planted a seed that grew into a well-rounded appreciation of all things mechanical, and eventually, into a formal education of same. Though primarily a Harley rider, he has an appreciation for all sorts of bikes and doesn't discriminate against any particular brand or region of origin. He currently holds an Associate's degree in applied mechanical science from his time at the M.M.I.  Read full bio
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All images featured on this website are copyrighted to their respective rightful owners. No infringement is intended. Image Source: triumphmotorcycles.com, ducati.com

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