Triumph 400 Model Guide

So, you want your first motorcycle, and you want it to be a Triumph. Or, you want an everyday Triumph. Or you just wandered into a dealer, saw all the bikes, and weren’t satisfied with what the salesperson had to say (or didn’t want to bother them) about the differences between Triumph’s entry-level range.

If any of these is the case, this is your guide to the Triumph 400 motorcycle models: the Speed, Scrambler 400 X and XC, Tracker, Thruxton, and the 2027 Bonneville T40 and T40 Black.

Quick Background of the Triumph 400 Range

I think it’s interesting to consider both Triumph’s history and the current competition in describing the Triumph 400 range.

Triumph has had a long and storied history, roughly in three phases. The most recent phase started in 1983 (after I was born, but already older than most people reading this!) when John Bloor, a British entrepreneur, bought the rights to the brand from the defunct Meriden cooperative and decided to rebuild Triumph to be competitive in the modern era. (You can see here for more about Triumph’s history.)

This is important context because Triumph died in the 1970s because it failed to innovate. The British company couldn’t keep up in production volume or quality with Japanese brands, and the high price wasn’t enough to get enough buyers to stay loyal. It’s a bit sad, but that’s global competition for you. (It wasn’t just Triumph, either — all of British manufacturing suffered.)

One of the ways in which Japanese manufacturers got a foothold in foreign markets was by making cheap, good-quality, small motorcycles. They built up customers and volume in that way, expanded their dealer networks, and so when they released their big motorcycles, they did so to an existing, large customer base. Triumph intentionally let go of its small bikes in the 1970s, and that was one way in which it lost.

Not this time. Small bikes have been getting popular again. Many entry-level riders want something they can hop onto and instantly feel capable and cool. Big bikes often seem too much, even to experienced riders, who are well aware of how ridiculous it is to pootle past speed cameras or through ever-increasing traffic on 1800 cubes of fury. This is why Triumph has been working on learner-legal bikes like the Trident 660, and why the 400 range exists.

As a side note, I’m curious as to why Triumph hasn’t released a sub-660 cc parallel twin. Even these Triumph 400s could have been twins rather than singles. But that’s a conversation to be had with the engineers and product managers one day.

Quick Overview — Triumph 400 Models In A Nutshell

The Triumph 400 range uses the 398 cc TR-Series single-cylinder engine, but there are now three main engine tunes. The Speed, Scramblers, Tracker, and Thruxton use the original roadster/scrambler chassis layout. The Bonneville T40 and T40 Black have a dedicated chassis with conventional forks and twin rear shocks.

The engine is liquid-cooled, with four valves, dual overhead camshafts, and a six-speed gearbox. The Speed 400 and Scrambler 400 X/XC make about 29 kW (40 hp) at 8,000 rpm, with 38 Nm (28 lb-ft) at 6,500 rpm.

The Tracker 400 and Thruxton 400 make about 31 kW (41 hp) at 9,000 rpm, with the same 38 Nm (28 lb-ft) peak torque at 7,500 rpm. For the 2027 Bonnevilles, Triumph revised the cylinder head and gave the engine a separate tune: 32 PS at 7,000 rpm, with 36 Nm (27 lb-ft) at 5,000 rpm.

Tune	Speed 400 / Scrambler X & XC	Tracker 400 / Thruxton 400	Bonneville T40 / T40 Black (2027)
Peak power	29 kW (40 hp) @ 8,000 rpm	31 kW (41 hp) @ 9,000 rpm	24 kW (32 hp)* @ 7,000 rpm
Peak torque	38 Nm (28 lb-ft) @ 6,500 rpm	38 Nm (28 lb-ft) @ 7,500 rpm	36 Nm (27 lb-ft) @ 5,000 rpm

The Bonneville’s torque peak arrives 1,500 rpm earlier than the Speed’s and 2,500 rpm earlier than the Tracker’s and Thruxton’s. Its lower power peak suits riders who prefer using lower engine speeds; the Tracker and Thruxton give you more power when you rev them harder.

Here’s how the Triumph 400 motorcycles differ. I’ve grouped the two Bonneville versions because they share their engine output, chassis specifications, and equipment; the Black changes the colours and component finishes.

Chassis differences to keep in mind:

• The Speed, Scramblers, Tracker, and Thruxton have 43 mm upside-down forks and a rear monoshock. The Bonnevilles have 43 mm conventional forks and twin rear shocks with preload adjustment.
• The five roadster/scrambler models use a four-piston radial front brake caliper. The Bonnevilles use a two-piston axial caliper on a 310 mm disc.
• The Bonneville’s spoked 18-inch front and 17-inch rear wheels use inner tubes. The Scrambler XC’s spoked wheels are tubeless.
• Seat height and weight both affect how a bike fits you. The T40 matches the Speed 400’s standard seat height, but weighs 21 kg (46 lb) more.

Item	Scrambler 400 X	Scrambler 400 XC	Speed 400	Tracker 400	Thruxton 400	Bonneville T40 / T40 Black
Engine tune	29 kW (40 hp)	29 kW (40 hp)	29 kW (40 hp)	31 kW (41 hp)	31 kW (41 hp)	24 kW (32 hp)*
First model year	2024	2025	2024	2026	2026	2027
Seat height	825 mm (32.5 in)	835 mm (32.9 in)	790 mm (31.1 in)	805 mm (31.7 in)	795 mm (31.3 in)	790 mm (31.1 in); 770 mm (30.3 in) with accessory low seat
Front fork travel (mm)	150	150	140	140	135	130
Rear suspension / travel (mm)	Monoshock / 150	Monoshock / 150	Monoshock / 130	Monoshock / 130	Monoshock / 130	Twin shocks / 130
Front brake disc diameter (mm)	320	320	300	300	300	310
Front wheel	19-inch, cast	19-inch, spoked tubeless	17-inch, cast	17-inch, cast	17-inch, cast	18-inch, spoked, tubed
Rear wheel	17-inch, cast	17-inch, spoked tubeless	17-inch, cast	17-inch, cast	17-inch, cast	17-inch, spoked, tubed
Standard tyres	Metzeler Karoo Street	Metzeler Karoo Street	Metzeler Sportec	Pirelli MT60	Pirelli Diablo Rosso IV	100/90-18 front; 150/70 R17 rear (brand not specified)
Wet / ready-to-ride weight	179 kg (395 lb)	186 kg (410 lb)	170 kg (375 lb)	173 kg (381 lb)	176 kg (388 lb)	191 kg (421 lb)

Scrambler 400 X

The Scrambler X embodies a lot of what Triumph’s higher-end Scramblers do (both the 900 and the 1200), but in an entry-level chassis.

The thing is, the low weight of the Scrambler 400 make it a contender for being a better scrambler. It’s not the tyres or the protection that make a scrambler: It’s the clearance and the weight. The best scramblers are dirt bikes that are good on the road. And that’s what this is.

The Scrambler X (and XC) has a taller seat than most of the Triumph 400s, so have a seat on it and see whether it fits you or not.

Triumph made a minor update for the 2025 Scrambler XC, giving it spoked rims and a bit more external protection. Otherwise, they’re largely the same.

Speed 400

The Speed 400 is the road-going entry-level Triumph 400. It could have been called the Street 400. The interesting thing is that it still does have sump protection and a not-low exhaust pipe, and it’s lighter than the Scrambler models… so there’s nothing to prevent you from taking this on dirt roads. Maybe just the tyres, but that’s an easy fix.

The Speed 400’s 790 mm (31.1 in) seat matches the Bonneville T40’s standard seat height. At 170 kg (375 lb), the Speed is 21 kg (46 lb) lighter, which may make it easier to push around or hold upright at a stop.

Scrambler 400 XC

The Triumph Scrambler 400 XC is very similar to the original scrambler, but has spoked rims, a more obvious bash plate, that high mud guard (atop the existing guard), and the little fly screen to keep bugs off the gauge and your belly button area.

Also, it comes in yellow… should have led with that!

Note that the Scrambler 400 XC is heavier than the Scrambler 400 X. I’m not sure where that comes from, but it is probably mostly in the rims.

Thruxton 400

The Thruxton is a slightly different styled Speed 400 in Triumph’s 400 range.

It’s named after the Thruxton, which was a sport bike in the Modern Classics range. Triumph no longer makes a Thruxton, but it was Triumph’s café racer until 2024. The big Thruxton had the kitchen sink of high-end components in a top-spec parallel twin engine.

The baby Thruxton 400 is supposed to capture that same essence but in a beginner-friendly format. It has the hood cowl and bar-end mirrors, but in a lightweight, single-cylinder format, with thin tyres.

I’m not sure it really captures the zing of the Thruxton RS, which I feel it would be unfair to picture here, but it’s not bad looking for an entry-level bike.

See here for more about the Thruxton, part of the Triumph 1200 model guide.

Tracker 400

Then there’s the Tracker 400. The Triumph Tracker 400 is a flat-track inspired bike in the Triumph 400 range.

Trackers are lightweight bikes that do mixed duty between street and off-road. So, quite like a scrambler. Whether you prefer the Scrambler X, Scrambler XC, or Tracker is going to be a question that your eyes (and bum) decide more than anything else.

The Tracker 400 is one of the two 2026 models of Triumph 400 models that get a minor power bump, but torque and power are higher up in the curve.

Bonneville T40 (2027)

The Bonneville T40 brings the teardrop tank, bench seat, spoked wheels, and twin-shock layout of Triumph’s bigger Bonnevilles to the 400 range. It has a 398 cc single-cylinder engine, so you get the Bonneville shape with a different engine layout and sound from the T100 and T120 twins.

Triumph gave it a revised cylinder head and a dedicated tune, with peak torque at 5,000 rpm and peak power at 7,000 rpm. That moves both peaks lower down the rev range than on the Speed 400. You give up top-end power for an engine tune aimed at everyday riding at lower revs.

A note on output: Triumph quotes 32 PS in its launch release, which converts to about 24 kW (32 hp). Its online specification table also lists 22.8 kW / 30 bhp alongside 32 PS; those figures don’t convert to the same output. The comparisons here use the launch-release figure.

The dedicated chassis has 43 mm conventional forks and preload-adjustable twin rear shocks, with 130 mm (5.1 in) of wheel travel at each end. A two-piston axial caliper grips the 310 mm front disc. Its 18-inch front and 17-inch rear spoked wheels have aluminium rims and use inner tubes, which is worth remembering when planning puncture repairs.

The 790 mm (31.1 in) seat matches the Speed 400’s height, and an accessory low seat takes it to 770 mm (30.3 in). At 191 kg (421 lb) ready to ride, it’s the heaviest bike in this comparison. A centre stand comes standard, making chain maintenance and upright parking easier.

The T40 also has considerably more electronic equipment than the original Speed and Scramblers. Both Bonneville versions get cruise control and lean-sensitive cornering ABS and traction control. Their five riding modes are Road, Rain, Eco, and two custom modes.

The circular 4-inch colour TFT includes phone and music control and full-map navigation through Triumph’s Navigation App. You can select an analogue-style Heritage display layout, too. Backlit switches, a USB-C socket, and self-cancelling indicators round out the everyday equipment.

The standard T40 has bright engine covers, a brushed steel exhaust, and chrome mirrors and grab hoop. Its three two-tone schemes are Aegean Blue / Fusion White, Meriden Blue / Tangerine Orange, and New England White / Jet Black, with hand-painted coach lining.

Bonneville T40 Black (2027)

The T40 Black shares the T40’s engine tune, chassis, seat height, and 191 kg (421 lb) ready-to-ride weight. It also gets the same cruise control, cornering rider aids, riding modes, and TFT navigation. Choosing the Black doesn’t buy you a different level of performance or equipment.

The difference is the finish. Triumph paints or powder-coats the engine casings and other components black and gives it a black header and peashooter silencer. Gloss-black aluminium rims contrast with bright steel spokes, and the tank wears Matt Pewter Grey / Matt Phantom Black.

I’d pick between the T40 and T40 Black by the finish you want: bright metal and the two-tone heritage colours, or the darker engine and exhaust treatment.

Triumph announced both models on 6 October 2026, with dealer arrivals planned for northern-hemisphere spring 2027 and pricing due in early 2027. Both are A2-compliant as standard. Triumph quotes service intervals of 16,000 km (10,000 miles); check the owner’s manual for the time-based schedule as well.

Alternatives to the Triumph 400 range

No motorcycle exists in a vacuum! Here’s a quick overview of what else you might consider.

Looking at alternatives, it actually looks like Triumph has a decent chance of cornering the sub-400cc retro market. Their range now covers quite different priorities: lighter roadsters, gravel-road scramblers, and a traditional Bonneville with cruise control.

Royal Enfield Scram 411

It’s hard to pick just one Royal Enfield, so I’ll pick the Scram 411. I could also have picked e.g. the Meteor 350.

The Royal Enfield Scram 411 is a back-to-basics, functional Scrambler-style motorcycle, powered by RE’s 411 engine that debuted in the revamped Himalayan.

The 411 (surprise!) cc engine is a single-cylinder, single overhead cam, 2-valve engine that makes a heart-stopping 18 kW / 24 hp at 6500 rpm. This bike comes with the kitchen sink of performance parts, if your kitchen sink is currently empty. It has ABS, a conventional, non-adjustable fork, and a single disc brake.

It does have 19/17 tyres, and looks that you wouldn’t mind getting dirty (in fact, it might even improve it).

Honda released the H’ness to global markets and I’m glad they did. I love a good, simple Honda.

Similar to the Royal Enfield, the Honda GB350 is a low-spec machine powered by a SOHC 348-cc 2-valve air-cooled engine. It makes peak power of 15.5 kW / 20 hp at 5,500 rpm, with peak torque of 29 Nm / 22 lb-ft at 3,000 rpm.

The simplicity of the GB350S is what makes it great. It’s easy to ride, to own, and to work on. But frankly, for a lot of people, it’s going to feel underpowered.

Which One Is For You?

If you’re dead-set on a Triumph 400 as your first (or next) bike, then you have a difficult challenge: Choosing one of the above!

If this is your first bike, then I’d bake in an assumption you want to resell it. Unless you’re loaded with cash (which, it appears, people who write about motorcycles on blogs aren’t), you want to think about resale, and so think about which of the above motorcycles is most popular in your region.

For example, I’d personally buy the Scrambler 400 XC. Quasi-adventure bikes, or those that you wouldn’t mind taking offroad, tend to excite something in people. You can’t wait to take it down a gravel road and pose with a picture of the bike down by the ocean or something. It’s accessible awesomeness, much more so for first riders than the idea of buying a sport bike and taking it to the track. So, I’d pick the Scrambler 400 XC.

If you want a traditional Bonneville shape, lower-revving engine tune, and cruise control, the T40 or T40 Black may suit you. Choose the Speed 400 if lower weight and more peak power matter more. For gravel roads, I’d still look first at the Scrambler X or XC. Sit on your shortlist and push each bike around before deciding: matching seat heights don’t make two bikes feel equally manageable.