Triumph Scrambler 400 X 2026 — Specifications

If Ducati has seized the image of “Scrambler” with its 800, Triumph has known how to combine it with its own style to give it another image. "Other images" would be more accurate. It is either urban-chic in its 900 definition, or premium-off-road in the 1200 XC and 1200 XE versions... or fun-accessible in this new 400 cm3 episode. Here is another adventurer in the manufacturer's range, and that in more ways than one. It thinks a little about leaving the road to have fun, but above all about conquering a mass market; in countries where small displacement engines are the norm and the bulk of sales.

But the Scrambler 400 X is first and foremost a Triumph. That is to say a motorcycle with a badge of seriousness and elegance which it fiercely maintains. So when the English arrive in the small-size sector, they do so with motorcycles of a certain caliber. And it is successful. The youngest of the family has obviously inherited a dose of DNA from its older siblings while asserting its own identity. With its small stature and cosmetic touches, it shows without waiting its potential for seduction.

The 400 family starts with two small grilles, the Speed and this Scrambler X. The base is the same, with enough work to ensure that each one goes courting in its own sector. To differentiate itself from the roadster, the young country bumpkin has decided to have narrower wheels, more suspension travel and a different geometry. Let's see a bit about that.

First of all, it needs a more elusive line. It grimes the adventures of Dr. Jones with a protective grille on the headlight, handguards, a wider handlebar with a transverse reinforcement, different rearview mirror stalks, a double exhaust outlet, a two-piece seat and a different riding position. It is a little less committed, more upright, almost more muscular thanks to its more dominant handlebar, its higher seat pointing at 835 mm and its footrests placed lower. The Scrambler also wants to show that it follows the doctrine of its concept with slightly higher suspensions, equipped with 150 mm of travel, and modifications to the chassis. Compared to the 400 Speed, the presence of a 19-inch rim and the longer wheelbase of 41 mm play on the geometry. The rake is greater and the steering head angle more closed. The dynamic behavior will therefore be more typical with the Scrambler, especially since it changes shoes for Metzeler Karoo Street - in 100/90 - 19 and 140/80 - 17. Although it lacks adjustments, the 43 mm Showa inverted fork with cartridge damping presents a beautiful look. The rear subframe is bolted and the single shock absorber underneath allows for preload adjustment.

No jealousy on the engine side, both inaugurating the new “TR Series” block. This 398 cm3 single-cylinder is equipped with everything you would expect from a modern engine: injection, double ACT, 4 valves, liquid cooling, 6-speed gearbox, assisted clutch with anti-dribble... and a dose of glamour as a bonus. Triumph has grafted its triangular case on the right side, a few fins under the cylinder head, a premium label-style badge, a vintage collar to hold the exhaust, and managed to best conceal the radiator. When one claims to be part of the "Modern Classics" family, one must present its pedigree. Above that, the single produces 40 horsepower at 8,000 rpm. It is not the best value in the category but still a ratio of 100 hp/liter. Its torque reaches 37.5 Nm, also in the average of the sector. But the maximums are reached earlier than with the competition. The rider will have at hand enough to have fun nicely... without looking for the smells of gunpowder. The 400s are not made for that. The front disc does not believe in this story. Larger than on the Speed, it measures 320 mm and the optimized compound brake pads are enclosed in a 4-piston radial caliper.

With 179 kgs, the Scrambler 400 X is the lightest of the family. 26 kgs less than the 1200, 44 less than the 900! But 9 units added to the 400 Speed. One wonders, again and again, why the majority of motorcycles in this category weigh barely less than a Yam' MT-07?! The weight gain is explained by the additional equipment that the Scrambler has planned for excursions with potential for mischief. The foot controls are off-road type; in addition to the headlight, a grille protects the radiator; the engine guard is a little more important, as is the front mudguard. It also thinks about the desire for play that could seize the rider once on the trails. To that effect, ABS and traction control are disconnectable. Too bad the wheels are not spoked.

This little Triumph did not want a TFT screen. Anyway, this type of instrument does not really suit this type of machine. That is not to say that the tech is absent. We have seen it with the riding assistance systems; it follows with all the LED lighting (nice rear light in curve), a daytime signature, a Ride-by-Wire throttle and a USB-C socket.

Just as charming as the Speed, the Scrambler 400 X presents itself as a beautiful gateway to the Triumph manufacturer. It is not, however, guaranteed to find a place in the sun with us. Whatever the brand, the category does not celebrate crowds. A very relative importance for the English brand, which is betting more on its success on the other side of the globe. Their commercialization will begin there first. It will be at the end of the year for us.

Resulting from the partnership between Bajaj and Triumph, the 400s will benefit from Indian facilities to launch their offensive. Under the skies of Asia or here, this Scrambler will have fun countering the BMW G 310 GS or the Royal-Enfield 411 Scram, which are much less powerful. Its secondary target will be A2 riders in the old continent, where those who wanted to buy a Hinckley Scrambler had to crack a check almost twice the price of this 400.

M.B - Photos constructeur