In addition to its incredible pricing the Speed 400 is a great bike for a variety of other reasons as well. The size, which its sibling, the Scrambler 400 X, takes care of, is the only factor that can deter potential purchasers.
Triumph Scrambler 400 X design, comfort
The Scrambler 400 X feels and looks bigger than the Speed due to its 19-inch front wheel and higher stance. The wider handlebar and 45mm taller seat (now 835mm) are the causes of the sensations. The remaining components, such as the fuel tank, chassis, and other components, are all the same width, so the rest is entirely psychological. However, the somewhat lower, more forward-set pegs also allow you to sit taller, extend your arms, and place your feet in a more relaxed position. The end result lt is a more comfortable yet commanding seating position that is ideal for extended riding sessions and will be welcomed by larger riders. But since it’s a tall bike now, people under 5’8 will likely have to stand on tiptoes.
This bike has longer travel suspension (now 150mm at both ends) and chunkier tyres, which is why the seat height has increased. Accordingly, there is up to 195mm of ground clearance, and the spec sheet shows that the wheelbase has grown by 40mm. Triumph has achieved this by lengthening the chassis headstock which gives the impression of a sharper rake angle rather than by using a longer swingarm. But the offset axle on the 19-inch front wheel also lengthens the trail, adding additional stability.
Triumph Scrambler 400 X handling, ride comfort
On the road, how does all of this feel? Much more distinct than one might anticipate. The rider’s feedback has changed significantly as a result of the 19-inch front wheel and the large MRF tires. The Scrambler offers a slightly slower, more stable set of dynamics in place of the Speed’s light and quick responses.
The suspension is nicely controlled on the road, with no excessive softness or noticeable dive under the brakes. However, because of the larger wheel’s reduced feedback and the on/off tires, this is the kind of bike that you should ride quickly through corners rather than sprint through them.
Even so, there’s still a good amount of clearance for cornering, and it will require some effort to begin scraping the footpegs—I never figured out that point. While the MRF tires performed admirably in dry conditions, you’ll want something better if you enjoy riding quickly. This is primarily because you’ll need more feel and feedback rather than just more grip.
In contrast to the Speed, the Scrambler 400X lacks sintered brake pads but does have a larger 320mm disc to help counteract the extra inertia from the larger, heavier front wheel.Off-road, the mild initial bite is beneficial, and the braking performance is adequate. To quickly slow down, however, you’ll need to apply a lot of force to the brake lever because aggressive road riders will demand more. Fitting the brakes on the Speed ought to assist.
Engine performance, mileage, and highway cruising of the Triumph Scrambler 400 X
Similar to the Speed 400, the emphasis on this bike is on effortless, fast riding rather than cutting edge performance. With the same internal gearing and tune, the engine is among the most recognizable in that regard, despite Triumph fitting it with a front sprocket that is one tooth smaller.
That is a pretty significant modification for a motorcycle that is already on the verge of being too short. But the large, tall rear tire greatly increases the rolling diameter of the rear wheel, raising the gearing once more. According to Triumph, the goal was to match the Speed’s overall gearing on paper. At cruising speeds, I did feel ever so slightly more relaxed—in reality, it feels that way more or less. Although it’s little, it’s one more way that this motorcycle is better suited for highway riding than the Speed 400.
The sound and feel of the 398cc liquid-cooled engine lacks personality and emotional resonance. However, its performance is unmatched, and nothing else can match this level of rapid performance with so little effort.
After completing our entire test cycle, we were able to compare the Scrambler 400 X’s performance metrics to those of the Speed 400. It was only 0.2 seconds slower than the Speed from 0 to 100 kph, with a time of 6.92 seconds. Similar efficiency figures were also obtained, with the bike returning 34.7 km/l on the highway and 28.07 km/l in the city when driven steadily at 80 km/h.
Speaking of, the Speed 400’s shorter gearing, fantastic midrange, and excellent heat management made it a wonderfully quick and easy bike to commute on in the city. The Scrambler shares a lot of that sensation and feels incredibly easy to maneuver, but only if the seat height is comfortable for you. Other than height, the wider handlebar and handguards will obstruct your path a little more in narrow spaces, but other than that, this is still a really good bike for commuting on a daily basis.
Triumph Scrambler 400 X off-roading
Then what about the scrambling part? Well, things are also going fairly well here. The standing ergos are excellent because they provide a good interface between your legs and the motorcycle and don’t require much bending down to the handlebar. To give your boots more traction in slick or rainy conditions, you can easily remove the rubber inserts and widen the toothy metal footpegs. Similar to the Speed, the Scrambler allows you to turn off the traction control, but it also deactivates the rear ABS.
This bike is much more than a poser when used off road. The Triumph boasts a metal bash plate that feels far tougher than the KTM 390 Adventure, and you have just 5mm less ground clearance. The bike invites you to experiment or just go explore that intriguing-looking trail you noticed on the side of the road because of its longer, more stable feel, which is welcome off road.
It is much more similar to the Himalayan than the Xpulse at 185 kg, and you do feel like you’re riding a somewhat tall and heavy object. However, the suspension is the more significant limiting factor. Although this setup can withstand some abuse, the front alerts you with an unsettling thud if you start hitting big rocks hard enough. 150mm is a fair bit short of what you’ll find on a proper ADV.
You’ll remind yourself that although this is a bike that can carry you quite far on an average trail, you shouldn’t take it too seriously as an off-roader as your thoughts turn to safeguarding the alloys.
Triumph Scrambler 400 X design, Build Quality
Its three distinct paint jobs set it apart from the Speed in terms of appearance, and its alloy wheel design, seats, and grab handles are also different. This has a more substantial stance and is, in my opinion, the more attractive of the two siblings.
The handguards, padded cross-braced handlebar, and headlamp grille finish the design. However, as I found out when I mistook a mound of mud for something firmer than it actually was, the handguards are made of plastic and will not withstand a fall.
It was a slow fall, and I felt OK. Regarding the bike, the side guards performed a good job of fully shielding the fuel tank and engine. The handguard cracked, the brake lever tip broke, and there were a few minor dings in the exhaust. It was surprising that the handlebar bent slightly, but the foot brake lever was perfectly fine. Still I managed to get off the bike and carry on with the shoot. It is also a good thing that fixing this kind of damage shouldn’t be too costly.
2023-10-23 19:30:34
