2024 Triumph Speed 400 Exclusive First Test

[Hugh Janus]

The British motorcycle industry has a long history of collaboration with India and two-wheel needs of the subcontinent, so it’s no surprise that the emergence of the new single-cylinder Triumph Speed 400 and its sister model, the Scrambler 400 X, is the result of a partnership between Triumph UK and Indian manufacturing giant Bajaj Auto. These bikes represent the marque’s first steps into the true entry-level market since being resurrected more than 40 years ago, and are hugely important bikes for Triumph. The new Speed 400 was shown to the press at the end of June, and now we get to throw a leg over the new 398cc single to get a taste of what the world can expect when it goes on sale in 2024.

Triumph’s all-new entry-level single-cylinder Speed 400 opens up the prestigious British brand to everyone. (Chippy Wood/)

When first shown the bike at its press unveiling back in June, I was immediately impressed. While we didn’t know its price (and still don’t), we could safely guess it will be competitive with the budget-focused competition, which Triumph see as BMW’s G 310 R, KTM’s 390 Duke, and Royal Enfield’s 350 range, yet it was hard to see where corners had been cut to make it a player in the $5,000 market. The new bike will be produced in Thailand and Brazil but matches a British Triumph’s quality.

Looking at the details, it’s difficult to find cut corners on the Speed 400. (Chippy Wood/)

Another positive is that the Speed 400 has been designed from the ground up. Parts are not borrowed from existing models, and you won’t find its single-cylinder engine in any other bike in India, Thailand, or elsewhere. All its components have been specifically and newly designed, emphatically declaring the Speed 400 a fully fledged member of Triumph’s range of Modern Classics.

Deep in the heart of the English Cotswolds and glistening in bright summer sunshine is Triumph’s new Speed 400, a small yet significant new machine for both Triumph and Bajaj Auto. Now, with key in hand and a leg thrown over a low, 31.1-inch seat, those good impressions from earlier in June continue. I’m greeted by clean, clear clocks featuring an old-fashioned analog speedo plus a digital rev counter and large gear position indicator. The detailing is typical Triumph—I’m a sucker for a nice twist-open gas tank cap—while the switch gear is neat and the one-piece seat as welcoming as it looks.

At speed, a bystander may mistake the Speed 400 for one of Triumph’s larger Modern Classics. (Chippy Wood/)

There’s a freshness and a familiarity too, one that lovers of Triumph’s larger-capacity classics will appreciate, while the specification sheet (ABS, traction control, 43mm inverted Big Piston fork, 17-inch cast alloy wheels, and Metzeler Sportec M9 RR tires) would catch the eye of any punter seeking a far larger, premium retro.

Turn the key, press the starter button, and the 39.5 hp, 398cc single barks pleasingly into life. Given the Speed 400′s Euro 5 compliance, I was expecting its exhaust to sound about as lovely as a hair dryer, but there is a charisma and energy and its acoustic output. It’s not loud, but there is certainly charm.

Triumph claims 39.5 hp from the Speed 400’s 398cc DOHC liquid-cooled single. (Chippy Wood/)

The clutch lever is featherlight, and with a slight touch on the gear selector, we’re away into the countryside. The first few miles are slow and steady as we negotiate picturesque Cotswold villages and serve to highlight the 400′s sheer rider-friendliness. The fueling is accurate and smooth for a potentially lumpy single, and well suited to newer riders, and the bike, which tops the scales at 375 pounds with fuel, is effortless to ride at slow speeds. There’s a natural balance nervous newbies will love, along with comfortable widish bars and that low seat. For reference, I’m only 5-foot-6 and easily had both feet flat on the asphalt at a standstill.

On more-open roads, there was an expectation to be dancing up and down on the gear selector, chasing revs for maximum power, but surprisingly this wasn’t necessary. OK, the Speed 400 is no power-spitting superbike, but between 4,000 rpm and 6,000 rpm, response is pleasingly crisp. There’s enough torque, too, to drive from 30 mph in fifth gear up to the UK’s 60 mph national speed limit and stay comfortably ahead of the traffic.

A torquey character allows the Speed 400 to handle all the rigors of highway usage with ease. (Chippy Wood/)

At times you could easily forget you’re on a small-capacity machine as the midrange feels more comparable to a larger single. UK roads are reasonably quick, and overtaking faster cars safely requires good acceleration between 50 mph and 70 mph, which is exactly where the Speed 400 excels. It’s perky rather than punchy but has enough to make efficient and entertaining progress. You can rev on from its natural habitat of 5,000 rpm to 8,000 rpm but power drops off after that.

There’s power for an indicated 100 mph top speed and enough torque for making safe overtakes—a solid achievement for a small single. Even on a UK motorway the 400 held its own and remained comfortable cruising at the legal limit of 70 mph. At 80 mph the single becomes a little vibey, and once above 90 mph hills and headwinds become your enemies. But out there in the real world it’s rarely outrun by traffic. That motor should prove frugal on gasoline too; but we will gather the numbers on a future and longer test.

Triumph fitted the Triumph Speed 400 with Metzeler Sportec M9 RR tires. (Chippy Wood/)

As mentioned, we only got a flavor of what the Speed 400 can do (there’s a more extensive press test later in the year), but the mixture of A and B roads did offer some challenging and enjoyable riding. Suspension setup is relatively simple, with a 43mm nonadjustable Big Piston inverted fork carrying 5.5 inches of travel and a single rear shock with preload adjustment and 5.1 inches of travel. Surprisingly, perhaps, Triumph has opted for a single shock rather than the retro twin-shock seen on the larger Speed Twin range.

The ride is focused on comfort, and while the 400 is agile and has relatively light steering, it remains stable under most conditions despite a short wheelbase of 54.2 inches. The Speed 400 is there to be enjoyed, and you can have a spirited ride when the roads get a bit more serious. Even when you up the pace, the chassis remains composed and predictable.

Set 31.1 inches above the pavement, the Speed 400’s flat seat is comfortable. (Chippy Wood/)

Grip comes from excellent Metzeler Sportec M9 RR rubber with 17-inch aluminum wheels both front and rear (rather than the 18-inch front seen on the larger Speed Twin), which will offer owners a wider choice of replacement tires. Non-cornering traction control is standard and can be deactivated should you wish, but there are no riding modes.

Up front the 400 is stopped by a single 300mm disc and ByBre radial caliper, while dual-channel ABS isn’t lean sensitive but is unobtrusive, even under provocation. The braking system is designed to be user-friendly and easy, which it is, and with three fingers on the lever speed is shed effectively without a cheap or wooden feel.

A single 300m brake disc and ByBre radial caliper handle braking duty at the front of the Speed 400. (Chippy Wood/)

The limits of the chassis, for example, or the comfort of the bike over a longer distance remain unknown until we have more time on the Speed 400, but initial impressions are positive, and it really is difficult to see where Triumph has saved on costs to make it price competitive. The engine is crisp but friendly, has a pleasing spread of torque, and just might be in the running for class-leading performance. Equally, the controlled, quality suspension offers a comfortable ride, while the chassis has a keen and sporty nature that brings true lightweight energy to the ride.

The big question is what price Triumph will put on the Speed 400 when it arrives in the US. (Chippy Wood/)

The Speed 400 nearly broke Triumph’s ordering system when it was unveiled. Already, 12,000 preorders have been taken from India alone, and after riding the bike, we can see that success continuing further. The big question concerns price: Where will Triumph position the Speed 400? If it gets it right, the Speed 400 could be a monster seller in 2024.

2024 Triumph Speed 400 Specs

MSRP:	TBA
Engine:	DOHC, liquid-cooled single-cylinder; 4 valves
Displacement:	398cc
Bore x Stroke:	89.0 x 64.0mm
Compression Ratio:	12.0:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	39.5 hp @ 8,000 rpm
Claimed Torque:	27.7 lb.-ft. @ 6,500 rpm
Fuel System:	Bosch electronic fuel injection w/ electronic throttle control
Clutch:	Wet, multiplate slipper/assist; cable actuated
Frame:	Hybrid spine/perimeter, tubular steel; bolt-on rear subframe
Front Suspension:	43mm inverted Big Piston fork; 5.5 in. travel
Rear Suspension:	Gas monoshock w/ external reservoir, spring preload adjustable; 5.1 in. travel
Front Brake:	4-piston radial caliper, 300mm fixed disc w/ ABS
Rear Brake:	Floating caliper, 230mm fixed disc w/ ABS
Wheels, Front/Rear:	Cast aluminum; 17 x 3 in. / 17 x 4 in.
Tires, Front/Rear:	Metzeler Sportec M9 RR; 110/70R-17 / 150/60R-17
Rake/Trail:	24.6°/4.0 in.
Wheelbase:	54.2 in.
Seat Height:	31.1 in.
Fuel Capacity:	3.4 gal.
Claimed Wet Weight:	375 lb.
Contact:	triumphmotorcycles.com

Source

[Buckster]

Is that what @Six30 got?