2024 Triumph Speed 400 and Scrambler 400 X Review

[Hugh Janus]

Both the Speed 400 ($4,995) and Scrambler 400 X ($5,595) are meant to grab Triumph customers and keep them for life. (Triumph Motorcycles/)

Triumph’s 2024 Speed 400 and Scrambler 400 X are good, real good. Scratch that, one is great, and one is really good. Which is which? The answer might surprise you. After riding both back to back, one of the new Indian-manufactured singles sits near the top of the best motorcycles I’ve tested in the last couple of years. How Triumph has done it is nothing short of remarkable. It knows the stakes in the smaller-displacement space is high (this is where new lifelong customers are captured) and it delivers.

In 2023, our UK contributor Adam Child got a “Western” exclusive (Indian media got first crack at the models in 2023) on preproduction versions of the Speed 400 and Scrambler 400 X, and his reviews were nothing short of glowing. Those were not production bikes so we had to wait to get the full story on these two, and now that time has come.

398cc Liquid-cooled DOHC Single

Both models share a 398cc DOHC liquid-cooled single that Triumph claims puts out 39.5 hp and 8,000 rpm and 27.7 lb.-ft. of torque at 6,500 rpm. An oversquare design allows the Speed and Scrambler to rev to that 8,000 rpm peak power, but down low there is still plenty of torque on tap. This engine does not require tap dancing on the shift lever to make time, instead it torques out of the corner or from a stop and then picks up steam as it revs to that 8K peak. On the tight, dizziness-inducing roads above Valencia, Spain, both the Speed 400 and Scrambler 400 are more than happy to live in third and fourth gear all day.

An identical 398cc DOHC single powers the Speed 400 and Scrambler 400 X. (Triumph Motorcycles/)

Final-drive gearing is slightly different between the taller-geared Speed and shorter-geared Scrambler X, but they both jump forward with the same vigor, keeping in mind we are talking about 398cc singles. The Scrambler X carries 20 more pounds than the Speed. Overall, gearing is low enough to really highlight the engine’s torque and both run out of steam just before or right at 100 mph. The Speed 400 will just click past the ton if you give it enough space.

A counterrotating balance shaft controls engine vibration, though the mirrors at the end of the Scrambler’s wider bars become blurry as you approach maximum revs. The rest of the body gets just the right amount of giggle and buzz to portray a robust engine, although there is no lumpiness that would have come from a long-stroke single—think more of a twin-ish character.

Traction Control and ABS

There are no ride modes on Triumph’s singles, but there is traction control and ABS—neither are lean sensitive. Hey, for $4,995 and $5,595, you can’t have it all. Not once during our testing on the Speed was the limit of traction found on dry pavement. There’s so much traction from the Metzeler Sportec M9 RR tires, you’d be hard-pressed to lose the rear tire on the throttle. Same can be said for the Scrambler’s Karoo Street. Connection to the rear tire through the ride-by-wire throttle is excellent when at speed, but around town there’s a bit of herky-jerky snatch that requires familiarity with the quirk and the easy-to-modulate clutch for smoothness.

Disabling traction control is an easy process using the left switch gear and LCD dash. Our testing on this press launch included just a short section of dirt for the Scrambler 400 X, but it is preferable to let the rear tire loose on fire roads and soft surfaces. On dirt, dropping the hammer with TC on results in a fairly sharp cut of the throttle when there is no firmness in terra firma.

A simple LCD and analog dash conveys the needed info clearly. (Triumph Motorcycles/)

On both models dual-channel ABS is excellent and doesn’t step in until absolutely needed, which did happen a few times on the Scrambler 400 X as it has a less aggressive pad compound squeezing the 320mm front disc for friendliness in the dirt. It would be hard to notice the difference in brake feel and bite without riding the bikes back to back, but stepping from the Speed’s sportbike-strong pad compound, 300mm front disc, and radial-mount ByBre four-pot caliper to the X’s setup, the there is a difference. When the ABS does kick in at the front, vibration at the lever gives you the cue it is sorting out the lack of traction. Stomping on the rear lever produces a pulse into your foot and is felt at the rear tire. Off-road mode on the Scrambler 400 X removes ABS from both ends.

Both the Speed and Scrambler 400 X use a four-piston radial-mount caliper, but the Speed has a more aggressive pad compound. (Triumph Motorcycles/)

Chassis Differences

Differences in chassis are few but significant. The Speed 400 has a 1-inch-shorter frame than the Scrambler. The X gets the longer steel tube main frame to make room for the larger 19-inch front wheel with more travel; rake is 1.4 degrees steeper at 23.2 while trail is a quarter inch longer at 4.25. Suspension on both models feature a 43mm nonadjustable Showa Big Piston Fork with 5.9 inches of travel on the Scrambler 400 X and 5.5 inches on the Speed 400. A preload-only adjustable monoshock delivers 5.9 inches of travel on the Scrambler 400 X, while the Speed has 5.1 inches. Both units use the same swingarm, however the wheelbase is 1.6 inches longer on the X. The Scrambler also gets a wider and taller handlebar along with a host of off-road touches like a screen on the headlight and radiator, hand guards, a skid plate, and an upswept dual-tip muffler.

Triumph’s Scrambler 400 X gets a host of parts to set it apart visually from the Speed 400: a headlight grille, skid plate, dual-tip muffler, and hand guards. It also has a taller, wider handlebar. (Triumph Motorcycles/)

The Scrambler 400 X’s suspension is plush and eats up road imperfections and small off-road bumps. It is not going to eat whoops for breakfast, lunch, and dinner, but you wouldn’t expect it to. It will get you down that dirt road in the mountains without drama and even with a little fun—just like a scrambler should. For a suspension setup that offers only rear spring preload adjustment, performance is exceptional, with great damping control front and rear and no egregious fork dive on braking or squat at the rear while accelerating. It’s darn near the best lower-budget suspension going—if it weren’t for the Speed 400 it might just be tops…

A stepped preload collar is the only suspension adjustment available on the Speed 400 and Scrambler 400 X. (Triumph Motorcycles/)

Just like the X, the Speed 400′s suspension settings are dialed in. The ride is just soft enough to be comfortable on beat-up downtown asphalt, but stiff enough—even for my 235 pounds—for a truly sporty ride. Damping is marvelous; even on midcorner bumps while on the gas, the chassis will not pogo or buck. Again, how has Triumph done it? It nearly defies logic for a motorcycle build at a price.

Handling

The Speed 400 is a masterpiece on the road: light, and flickable while being stable and confidence inspiring. (Triumph Motorcycles/)

On the road those seemingly insignificant differences translate to a completely different experience. On the Scrambler 400 X, turn-in is slightly heavy—even with those wider moto-bars. It fights you going into the corner, but once leaned over the effort decreases and all is good. Then you get on the Speed 400, and your opinion shifts.

Bending the Scrambler 400 X into a corner takes more effort than the Speed 400. (Triumph Motorcycles/)

The Speed 400 lives up to its inclusion into Triumph’s Sport Classic range. Just like our 2022 and 2023 Best Standard motorcycle, the Speed Twin 1200, the little 400 is a canyon-carving weapon in disguise. Effortless turn-in with pinpoint precision and rock-solid stability is the name of the game for the Speed 400. Feedback from the Sportec M9 RR tires is near telepathic. More than once the question had to be asked and tested, does the charm and cool factor of the Speed 400 trick you into thinking it is better than it really is? Absolutely not. It’s epic, it’s a steal, it’s a motorcycle you can grow with and perhaps never part with.

Switchable ABS and TC let the Scrambler 400 X sling some dirt. (Triumph Motorcycles/)

Ergonomics

Seat to footpeg space on the Speed is tight but not cramped. For anyone over 5-foot-10, you might feel the closer relation at the end of the day in the knees. However, the rest of the body will be no worse for wear. The 31.1-inch-high seat is all-day comfortable, and the reach to the bars is slightly canted forward but light enough to go easy on the wrists and back. You can hunker down when needed, but sit nearly upright when cruising through town.

Legroom is just slightly cramped on the Speed 400. (Triumph Motorcycles/)

There’s more space on the Scrambler 400 X thanks to that wide and tall handlebar and footpegs that are slightly lower combined with a taller 32.9-inch seat height. If you’re taller, the dirt-slinger is the way to go while shorter inseam may struggle with getting two feet flat on the ground.

There’s more space behind the bars on the Scrambler 400 X than the Speed 400. (Triumph Motorcycles/)

Fit and Finish

There’s no discussing a Triumph without touching on the subject of fit and finish. The brand is well known for its attention to detail, brushed aluminum, glossy paint, and high-quality hardware, and both the Speed 400 and Scrambler 400 X live up to that reputation. Paint finishes are 90 percent of the quality you’d find on Triumphs three times the cost. Run your eyes over the hardware holding the machines together and you’ll find the same level of kit on the top-shelf Sport Classics and Scramblers.

Paint is glossy and smooth—nearly as good as Triumphs that cost three times that of the Speed 400 and Scrambler 400 X. (Triumph Motorcycles/)

There are only a few misses, and even those aren’t huge, one being the cheap-looking levers and the other being the banjo bolts on the brake system. Really, that’s it. Sure, they don’t have a TFT screen dash, but the LCD unit with the analog speedo gets the job done with no muss and no fuss. There’s even a USB-C plug on the side to charge your smartphone if you need navigation.

A hard look at the hardware on the Speed 400 and Scrambler 400 X shows the quality of these models. (Triumph Motorcycles/)

Which One Is Right for You?

Being so similar, you might find it hard to choose between the Speed 400 and Scrambler 400 X, but it’s rather simple and comes down to one element: dirt. If you want to venture off asphalt, it’s the Scrambler 400 X. It’s got the same great engine of the Speed, it’s roomy, and looks cool as hell. But know this, it does give up points in on-road handling versus its stablemate.

The Scrambler 400 X will get you down a dirt mountain road without any issue. (Triumph Motorcycles/)

No dirt? It’s the Speed 400—without question. This is one of the greats in entry-level motorcycling; hell, it’s one of the great motorcycles of 2024. Handling is far better than it should be for a $4,995 motorcycle, the engine is punchy and fun, the ergos are comfortable, and you won’t get tired of looking at it. It’s a full package at a discount..

Triumph’s Speed 400 is one of the best motorcycles of 2024. (Triumph Motorcycles/)

These motorcycles are Triumphs through and through and make good on the brand promise better than any other manufacturer’s entry-level motorcycles. You really can’t go wrong with either. What a time to enter motorcycling!

2024 Triumph Scrambler 400 X ($5,595). (Triumph Motorcycles/)

2024 Triumph Scrambler 400 X Specs

MSRP:	$5,595
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 Showa Big Piston Fork; 5.9 in. travel
Rear Suspension:	Gas monoshock w/ external reservoir, spring preload adjustable; 5.9 in. travel
Front Brake:	4-piston radial caliper, 320mm fixed disc w/ ABS
Rear Brake:	1-piston floating caliper, 230mm fixed disc w/ ABS
Wheels, Front/Rear:	Cast aluminum; 19 x 2.5 in. / 17 x 3.5 in.
Tires, Front/Rear:	Metzeler Karoo; 100/90-19 / 140/80R-17
Rake/Trail:	23.2°/4.25 in.
Wheelbase:	55.8 in.
Seat Height:	32.9 in.
Fuel Capacity:	3.4 gal.
Claimed Wet Weight:	395 lb.
Contact:	triumphmotorcycles.com

2024 Triumph Speed 400 Specs

MSRP:	$4,995
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 Showa 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.

The Speed 400 is not too sporty to be comfortable on the city streets. (Triumph Motorcycles/)

GEARBOX

Helmet: Bell Custom 500 Six Day McQueen

Jacket: Alpinestars Oscar C-10

Pant: Alpinestars Copper V2

Gloves: Alpinestars Techdura

Boots: Alpinestars Tech-T

Source

[cafebikerpro]

scrambler 1200 xe my dream