Big Guns Class Leading Big Cc Scramblers

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Versatility without compromise, that’s the spirit of a big cc scrambler. Beyond the off-roady cosmetics, bikes in this class should have more power than your average commuter, and a few functional improvements for dirt riding. These aren’t dirt bikes, and won’t be suitable for aggressive single-track or enduro riding, but a good scrambler should be somewhat at home on gravel roads, fire lanes and light trail use, in addition to being perfectly streetable for everyday riding.
Powerful, and comfortable enough to ride all day, these scramblers from Indian, Ducati, Triumph and BMW have an adventurous image, and sufficient ability to back it up. Expect to pay a bit more for these class-leading offerings, but sometimes there’s just no replacement for displacement.

Indian FTR Rally Based on an elegant steel trellis frame and a thundering 120 hp V-twin, Indian’s FTR is a super versatile platform that’s competitive in the twisties and beyond. While the FTR Sport and R Carbon models prioritize street performance, the FTR Rally offers something different for adventurous souls, with knobby tires and a bit of retro flair.
The bulk of the FTR Rally’s mechanicals are unchanged from the standard model, and given its heavy dirt-track inspiration, most of it translates well to scrambler duty. The engine is the standard 1,203 cc liquid-cooled V-twin, good for 120 hp through a six-speed with a slipper clutch. Brembo brakes with ABS, cruise control and user interface are also carryovers from the standard FTR.

The FTR Rally starts earning its scrambler credit where it counts though, and that’s where the rubber meets the road (or lack thereof). Where the FTR is fit with 17F/17R wheel combo, the Rally has been upgraded to a more dirt-friendly 19F/18R setup, which helps improve ground clearance by a little over a half inch. For more sure footing on loose surfaces, the FTR Rally is equipped with Pirelli Scorpion Rally STR rubber as well.
Where some of the other FTR models are fit with fully-adjustable Öhlins or ZF Sachs, the Rally has non-adjustable suspension front and rear, but travel has been substantially increased—at 5.9” over the FTR’s 4.7.” To further separate it from the lineup, the FTR Rally also receives Pro Taper handlebars, which are 2” taller, and better suited for off-road conditions.

With key upgrades down low, retro-cool matte looks and a timeless tan scrambler saddle, the Indian FTR Rally takes the FTR platform to new heights. It has an adventurous attitude, but it could certainly stand to lose a little weight at 520 pounds, and we’d appreciate a beefy skid plate as well. MSRP starts at $14,499, which is a grand over the basic FTR, but it’s the second most affordable in the model lineup. [Indian]

BMW R NineT Scrambler Sometimes less is more, and in the case of BMW’s R NineT, the platform continues to be a simple and versatile avenue into the boxer scene. Combining the R NineT’s core mechanicals with rugged, go-anywhere charm, the BMW R NineT Scrambler is an affordable and venturesome entry into the premium marque.
BMW’s tried and true 1,170 cc boxer is the heart of the R NineT Scrambler, and sets it apart from the field. It’s a familiar and simple air/oil-cooled mill that produces 109 hp at 7,250 rpm, and BMW states that the newer Euro 5-compliant heads give the engine an increase in mid-range power. Flat out in sixth gear, BMW claims the Scrambler will exceed 124 mph.

While much is carried over from the standard R NineT, the Scrambler does receive a few changes down low, starting with the front fork. Gone is the R NineT’s inverted front end, and a standard telescoping 43 mm fork stands in its place with an extra 0.2” of travel. Out back, BMW cranked an extra 0.8” of travel out of the double-adjustable monoshock and single-sided swing arm. With the increased travel, the Scrambler makes the switch to a more dirt-friendly 19-inch front wheel, and seat height is up a half inch at 32.3.”

Finished off with a flat scrambler saddle and a high, twin-tip Akrapovič exhaust, the BMW R NineT Scrambler looks the part. But if you’re serious about getting out in the dirt, BMW’s $75 dirt tire option is a no brainer, and we’d love to see some optional skid plates and protection added. The R NineT Scrambler is also a bit heavy at 492 pounds, but presumably most of it is down low with the boxer.
Starting at $12,995, the BMW Scrambler sells at a significant discount over the standard R NineT, without sacrificing performance or build quality. [BMW Motorrad]

Triumph Scrambler 1200 XE Timeless looks with a surprising amount of tech, Triumph’s Scrambler 1200 models are formidable entries in the class. Beyond being a perfectly streetable machine all week long, the Scrambler 1200 offers legitimate off-road capability and techy features that rival modern adventure bikes. Both the 1200 XC and XE models are compelling options, but given the choice, I’m taking the XE’s hopped-up suspension everytime.
Billed as the ultimate scrambler, the 1200 XE is based on all the same goodies as the rest of the lineup, from the tubular steel chassis to the 1,200 cc, SOHC parallel-twin. Like the BMW, Triumph’s mill has also recently been revamped for Euro 5 compliance, without noticeably affecting peak power at 89 hp at 7,400 rpm.

While both models boast full-adjustable Öhlins piggyback rear shocks, the XE model receives a longer aluminum swingarm with increased travel at 9.84.” The Showa inverted 47 mm front fork is a beefier unit on the XE, also boasting nearly 10” of travel. As far as suspension goes, the Scrambler 1200 XE is pretty much in a league of its own, and it’s also darn light for its class at just 452 pounds.

Complete with a 21-inch front wheel, tubeless off-roady rubber, handguards, a skid plate and a radiator guard, the 1200 XE is as capable in the dirt as a scrambler gets, but don’t think for a second that it’s forgotten its street manners. In addition to dual Brembo discs up front and standard ABS, the Scrambler 1200 is equipped with a trick multi-function display that keeps all parameters in check, and offers multiple riding modes from road and sport, to rain and off-road.
Combine all this with classic scrambler aesthetics, and it’s hard to find any fault in Triumph’s Scrambler 1200 XE. If you’re looking to squabble, the $16,195 MSRP may be prohibitive for many buyers, but looking at the spec sheet, it’s clear the investment is in the right places. [Triumph]

Ducati Scrambler Desert Sled Ducati takes their scramblers seriously, evidenced by the eight possible Scrambler model configurations they have to choose from, and the choice is not an easy one. On one hand you have the 1,100 cc models, especially the Tribute PRO and Sport PRO, which are equal parts powerful and beautiful bikes. But with a retro-cool machine like the Desert Sled in the stable, it’s hard not to imagine yourself blasting through the dunes.

Right off the bat, it’s clear the Desert Sled pushes Ducati’s Scrambler platform to the edge of off-road capability. The fenders are tall, the exhaust is short and routed high, a meaty skid plate protects the case and the eye-catching gold wheels are wrapped in aggressive Pirelli Scorpion rubber. The fuel tank is smaller, bars are tall and wide and ground clearance (while a figure isn’t published) appears to be ample.
While the Desert Sled has the same 5.9-inch rear travel as other models, the fully-adjustable, inverted 46 mm fork boasts an impressive 7.9” of travel. That’s quite a bit of cush, and while the Desert Sled still isn’t a dirt bike, you’ll find it more than capable of handling your average gravel potholes and mild single track.

With all that said, Ducati didn’t completely forego street practicality on the Desert Sled. The wheel combination is still a streetable 19F/17R combo, and you get a big disc up front with a four-piston Brembo and Bosch cornering ABS. At the curb, the Sled weighs 460 pounds, which is on the lighter side of the group.
While many hold out for an 1,100 cc version of the bike, the Desert Sled’s air/oil-cooled 803 cc desmodromic L-twin is still a competitive engine in the class. Power comes in at 73 hp at 8,250 rpm, and the transmission is a six-speed with a hydraulic slipper clutch.

When it comes to brass tax, the Ducati Desert Sled falls in the middle of the Scrambler lineup at $12,595. It’s considerably more affordable than some of the 1,100 cc models, and also one of the more affordable bikes on our list. If your scrambler ambitions include a healthy amount of loose terrain, this one’s worth considering. [Ducati]


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