VOLUME ISSUE JANUARY , P85
similar, as it turns out. The XC
was aimed a little more at pave-
ment riding than the XE, but the
difference between the XC and
XE was negligible. Sure, the XC's
seat height was lower than the
XE's, but not low enough to really
matter. The XC's handlebars
were narrower, but not by much.
Wheel travel was similar, too,
and they shared the same size
front and rear disc brakes. Their
liquid-cooled, eight-valve, SOHC,
parallel-twin engines were also
the same. You get the picture.
They were essentially the same
motorcycle.
Triumph wanted to change
that, so it focused on giving the
X even better road mannerisms
than before and widening the dif
-
ference gap between it and the
dirt-tuned Scrambler 1200 XE.
"The Scrambler 1200 X is a
new choice for our customers,"
says Triumph, "optimized to de
-
liver the specification riders have
asked for, with an even lower
seat height, competitive pricing,
and a better road ride than the
previous Scrambler 1200 XC."
The new XE, Triumph says, is
still "built for both on-road and
off-road adventures."
The 2024 XE has a short list
of changes. Mainly updated
brakes, modified 45mm USD
Marzocchi forks, revised intake
and exhaust headers (for more
torque through the upper rev
range, says Triumph), and new
LED indicators and headlight.
The X, however, got signifi
-
cantly more attention. It also has
an updated Marzocchi suspen-
sion system but tuned with more
emphasis on street riding. Like
the previous and current XE
model, the X gets advanced rider
technology that was not fitted
to the previous Scrambler XC,
(Top) The X's
instrumentation
doesn't get
much simpler
than this.
(Bottom) The
XE's adjustable
display is nice to
look at and easy
to decipher.
