In this weird little subculture that we’re all a part of, one question remains stubbornly tenacious: how do you bring new runners into the fold?There were times when it was less difficult to answer the question. Take the early 1970s, for example, a series of small-displacement motorcycles meant to make motorcycling laugh, a kind of laugh that everyone can enjoy. And a logo even produced the immortal phrase: “On a Honda you meet the kindest people. “
While motorcycles became sportier in the ’80s and ’90s, entering our world proved a little more intimidating, however, over the past 10 years we’ve noticed a slow return to the smart times of the ’70s, and yes, you can thank your local. hipster for changing the company’s line of thinking.
Scramblers and Café Racers inexplicably went out of style until the Deus revolution of the mid-2000s bought them through a slew of smart (and bad) motorcycle manufacturers. So it was only a matter of time before the big brands started making motorcycles. It doesn’t require a welder price ticket to operate.
One logo that has been in the midst of the old-fashioned taste philosophy is the wonderful British Triumph logo. Triumph has been tough on the new motorcycle lane in 2024 with the. . . wonderful breath. . . Stealth Edition Modern Classics, Speed 400, Scrambler 400 X, Thruxton Final Edition, the new Tiger 900 GT, GT Pro and Rally Pro, Scrambler 1200 X, Scrambler 1200 XE, Daytona 660 and the TF 250-X motocross bike.
It’s possible that the latter will still be the biggest Triumph edition in a generation, as it recently showed promising speed in the AMA Supercross series.
However, the Speed 400 and Scrambler 400 X are equally vital because they provide Triumph with an answer to two vital questions. The first one posed at the beginning: How do you integrate new motorcyclists?And the timing is: how do you access the largest motorcycle market in the Indian subcontinent?This is a domain where small motorcycles reign supreme and anything over 600cc is a natural exaggeration. All other markets will move into second place. , no matter what the big names at Triumph tell you.
However, just because a motorcycle is made in and for India (yes, the Speed and Scrambler levels will be made in India, in addition to Thailand and Brazil), doesn’t mean the rest of us can’t have fun.
Whether you have a lot of miles driven or not, now is the best time to venture into the realm of small-displacement motorcycles. KTM’s 390 line, a result of its partnership with Bajaj, is an example of this. And through By the way, Bajaj is also in cahoots with Triumph and is involved in the manufacture of the Speed and Scrambler 400 X models.
Kawasaki has their Ninja Z400, Honda has the CB300R, Yamaha is in the MT-03 game, Husqvarna has the Vitpilen 401 – the diversity is huge. These little motorcycles perform great in terms of reliability, but they also offer a lot of laughs to the rider, regardless of their experience.
The Street and Scrambler 400 X variants share the same core, with a few differences. The Scrambler features a 19-inch front wheel surrounded by a Metzeler Karoo Street tire and a built-in off-road mode with traction systems and ABS that allow you to lock the rear brake on comfortable terrain. There’s also a little more suspension travel, another exhaust muffler, and a higher handlebar suitable for the art of jamming. Because everyone likes to climb.
Below the surface, the Speed and Scrambler 400X house a new 398cc liquid-cooled single-cylinder engine with 39 horsepower and 27 lb-ft of torque. While it may not make you bend your biceps in admiration, this powertrain includes enough Punch for maximum driving scenarios.
Such a point of strength means that variable driving modes are unnecessary. So it’s fitting that Triumph has superbly mapped the throttle to provide a sleek torque transmission at idle. This will be good news for beginners, especially considering the overall length, especially of the Scrambler. “It’s that of a full-length bike. You can be forgiven for thinking it’s six hundred and not 400.
At $8,990 for the Speed and an additional $1,000 for the Scrambler 400 X, paying a pretty penny for what might well be your first motorcycle, but overall compatibility and trim are on par with much higher price range motorcycles. The paint, the compatibilities, the route of the pipes and the small details that drive true motorcycle hunters crazy are, fortunately, well arranged.
However, as they stand, let’s check those items independently, as they necessarily cater to other customers.
My downfall is that Triumph will sell two Speed 400s for every 400X Scrambler. The Speed has a broader appeal to a wider diversity of drivers, and it’s not just about its looks.
Last year, I spent quite a bit of time on the Speed Twin, the 900cc variant of the motorcycle that almost everyone thinks of when they think of a modern-retro Triumph. Interestingly, the 400 has a 25mm higher seat height than the 900, and while that doesn’t seem like a big deal, on a long trip, I’d prefer the 400 to the 900 just for comfort.
Like its Scrambler sibling, the Speed uses an upside-down 43mm Showa Big Piston (BPF) fork, but has just under 140mm of wheel at the front and 130mm at the rear via a surprise that only has a preload setup.
The ride quality is oddly clever for such a fundamental suspension. The Speed turns temporarily and sharply at low speeds in the city, but it also behaves enthusiastically when you’re moving around corners. It’s a very pleasant motorcycle to ride when you’re taking hairpin turns. , because the lack of mass between the legs is due to this single-cylinder engine, which allows you to launch very hard in the corners. But here’s a tip from Speed.
You have to resist the temptation to be too harsh with the steering controls, as the padded suspension can be overloaded. Instead, take your time, be a little more measured in your interventions, and despite its rather elastic suspension, be careful. smart of yesteryear.
The single-cylinder engine produces more than enough functionality in mid-3rd to 4th gear for tight road driving and while it doesn’t perform well on Australian roads, I managed to see 157km/h in tailwind in the test, which is more than enough to see you go into the big space (just tell them you were in a Hayabusa).
My biggest challenge with the Speed (and the Scrambler, really) was the sparse front brakes. They don’t have enough feel or bite on the lever for my liking, but, on a positive note, you actually have to press the lever. for the ABS to activate, so the ABS may not stutter unless you want it to. Well, you get what you pay for.
The Scrambler 400 X has a much greater presence, much more than a 400cc motorcycle is allowed. While the Speed 400 has a sense of compactness, it’s possible to easily mistake the Scrambler for twice its length and cater to much more experienced riders.
Digging a little deeper into the specs revealed when comparing the 400 to the Triumph Scrambler 1200, the 400 has the same seat height as the 1200. It measures 834 mm and its overall height without mirrors is only slightly lower, 1,168 mm compared to the 1200 measuring 1183 mm. So you can see why I don’t think it’s a learning motorcycle at all.
In addition, the Scrambler has a longer wheelbase than the Speed (1,418 mm), thanks not to a longer swingarm, but to two more chain links. And the longer wheelbase is combined by a steeper guide geometry, with the Scrambler having a 23. 2° tilt compared to the Speed’s 24. 6°.
The result of all this is perfect stability on and off the road as well. The Scrambler benefits from a longer suspension, another advantage for off-road riding, but dirt roads are probably the ultimate for this bike; in KTM 890 Adventure R territory here.
The same brake challenges I discovered with the Speed persist on the Scrambler, but it’s not as of an off-road challenge because you have to be a little more professional in how you apply the brakes in the dirt to keep it all from disappearing. . . The fact that you can deactivate the rear brake in off-road mode is a plus for drivers more concerned about dirt.
However, Triumph has arguably discovered the sweet spot for off-road riding with its 39-horsepower engine. It’s the near-perfect spot for everyone from Toby Price to other people in general to have a very smart time on a slippery dirt surface.
The lovely throttle reaction shines on the floor, and since the engine has such clever torque at low revs, it makes for a great engine when it’s time to step off the black roof.
The Scrambler also uses a black muffler to give it a bit of individuality, and it’s a very clever machine. I’m guessing, as mentioned above, the Scrambler 400 X will appeal to more experienced riders given its length and unexpected functions as an off-road machine. Sometimes, appearances and perceptions can be deceiving.
For more information, visit the Triumph Motorcycles Australia website or your local Triumph dealer.
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