- #Triumph scrambler 1200 xe full#
- #Triumph scrambler 1200 xe license#
- #Triumph scrambler 1200 xe plus#
There are 1 variants available of Scrambler 1200: XE. Tubeless 32-spoke 17 x 4.The Scrambler 1200 is priced at Rp 545 Juta. Tubeless 36-spoke 21 x 2.15 in, aluminum rims Single 255 mm disc, Brembo 2-piston floating caliper, ABS Twin 320 mm Brembo discs, Brembo M50 4-piston radial monobloc calipers, ABS Showa 47 mm fully adjustable upside down forks, 9.8 in (250 mm)įully adjustable Öhlins twin shocks with piggy back reservoir/ 9.8 in (250 mm) Multipoint sequential electronic fuel injectionīrushed 2 into 2 exhaust system with brushed high level silencers Liquid-cooled, 8 valve, SOHC, 270° crank angle parallel-twin The new Scrambler 1200 XE delivers the goods with modern performance and safety that bundle so very nicely with the classic standard look.” “It's one thing to give a bike a racing panache, but it's something else entirely to bestow it with actual ability.
#Triumph scrambler 1200 xe full#
Read our full review of the Ducati Scrambler 1100. Ducati chucks on its own riding modes and traction control to make the 1100 every bit as advanced as the XE. The 1,079 cc Desmodromic L-twin powerplant delivers the goods with 86-ponies and 65-pounds o' grunt against 89/81, and it sends said power through a slipper-clutch and six-speed transmission for the same level of protection as the XE. The important question is what do you think about the looks? I think it's pretty cool that both bikes have cornering-type ABS, and am surprised at how ubiquitous second-generation systems have become. Overall, I'm more of a fan of the old-school British looks, but I realize looks are subjective. No doubt about it, the Duc is definitely targeted at a younger buyer base than the Brit, and it comes off looking a bit more like a big-boy toy than a serious dual-surface machine.
#Triumph scrambler 1200 xe license#
The rear fender is chopped to the extreme, and it relies on the license plate to form part of the spray control to an even greater degree than the XE, but just barely. Since the front forks are fully adjustable, they're a wash. I do like the gull-wing swingarm and asymmetrical rear suspension, but it only comes with adjustable preload and rebound damping against the full trinity with the Trumpet like the gull-wing swingarm and asymmetrical rear suspension, but it only comes with adjustable preload and rebound damping against the full trinity with the Trumpet}}. A stressed-engine frame leaves the Duc with a more modern look, but unfortunately, little in the way of charm. The “1100” follows a similar design with a heavily bobbed front fender that rides between tough-looking, inverted front forks. It's hard to think of scramblers without thinking about Ducati's range, and it seems to me that the Scrambler 1100 makes a dandy competitor here, certainly a better one than say, I don't know, anything from H-D or Indian.
Power flows through a slip-and-assist clutch that prevents excessive backtorque from endangering the integrity of the rear contact patch, and it feeds through the six-speed gearbox before it heads to the rear wheel via chain drive. Bore and stroke measure out at 97.6 mm and 80 mm respectively, with an 11-to-1 compression ratio that'll call for nothing less than supreme, high-octane push-o-line. The eight-valve head uses a single over-head cam to time the poppets, and that keeps the top-end relatively uncomplicated.
#Triumph scrambler 1200 xe plus#
A 270-degree crank offset gives it an attractive lope at idle, plus the uneven power-pulses are ideal for off-road work since the extra delay every other stroke gives the tire more time to gain purchase (there's a reason why Harleys, and Triumphs dominated the old hill-climbing races). Power comes from a liquid-cooled, parallel-twin engine that retains the look of the old air-cooled Twingles but instead relies on a tastefully proportioned radiator mounted high on the downtubes to manage the waste heat. Same with the 255 mm disc and twin-piston caliper out back, plus, both ends benefit from ABS coverage. Curb weight is something just under a quarter-ton, but the factory doubled down on the stopping power up front with four-piston, M50 Brembo monobloc anchors to bite the dual 320 mm discs, also from Brembo.
You could consider the XE to be a mid-size ride and not be far from the mark. Tire size is asymmetrical with a 90/90-21 ahead of a 150/50-17, and that bolsters the custom angle yet more. The factory makes sure you can dial in the rider's triangle right where you need/want it with adjustable foot controls to tweak the lower point of the triangle along with reversible handlebar risers and adjustable bar to modify the upper point. The rear end rides on a pair of piggyback, coil-over Öhlins shocks that also sport the trifecta of adjustments with the same long travel as the front for all-around off-road adventures. Inverted, 47 mm Showa forks float the front end on a generous 9.8-inches of travel and the full trinity of adjustments.
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