Motorcycle specifications TriumphScrambler 400 X 2025 A rolling stone

Ducati may have seized on the "Scrambler" image with its 800, but Triumph has used it in its own way to give it a different image. "Other images" would be more accurate. It's either urban-chic in its 900 definition, or premium-off-road in the 1200 XC and 1200 XE versions... or fun-access in this new 400 cm3 episode. Here's one more adventurer in the manufacturer's range, and in more ways than one. In a way, it's about getting off-road and having fun, but more importantly, it's about conquering a mass market, in countries where small-displacement bikes are the norm and account for 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 that it maintains fiercely. So when the British enter the small-size sector, they do so with bikes of a certain class.
And they succeed. The youngest member of the family has clearly picked up a dose of the DNA of her siblings, while asserting her own identity. With its small size and cosmetic effects, it immediately shows its seductive potential.

The 400 siblings start out with two little darlings, the Speed and this Scrambler X. The basis is the same, with enough work to allow each of them to go into its own sector.
To differentiate itself from the roadster, the young countryman decided to go for narrower wheels, more suspension travel and different geometry. Let's take a look.

First of all, it needs a more elusive line. It's reminiscent of the adventures of Dr. Jones, with a protective grille over the headlight, handguards, wider handlebars with cross-bracing, different rear-view mirror stems, a double exhaust, a two-piece seat and a different riding position. It's a little less engaged, straighter, almost more muscular, thanks to its more commanding handlebars, higher seat height of 835 mm and lower footrests.
The Scrambler also shows that it's following its concept with slightly higher suspensions, with 150 mm of travel, and modifications to the chassis. Compared to the 400 Speed, the presence of a 19-inch rim and a 41 mm longer wheelbase have an impact on geometry. The headroom is greater and the column angle tighter. The Scrambler's dynamic behavior will therefore be more typical, all the more so as it changes shoes for Metzeler Karoo Street - in 100/90 - 19 and 140/80 - 17.
The 43 mm Showa upside-down forks with large pistons look good, despite their lack of adjustment. The rear loop is bolt-on, and the monoshock underneath allows preload adjustment.

there's nothing to be jealous of on the engine side, with both models inaugurating the new "TR Series" block. This 398 cm3 single-cylinder engine is equipped with everything you'd expect from a modern mechanic: 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 own type of right-side triangle crankcase, a few fins under the cylinder head, a premium label badge, a vintage collar to hold the exhaust, and has managed to conceal the radiator as well as possible. When you claim to be a member of the "Modern Classics" family, you have to show off your pedigree.
On top of that, the single-cylinder engine produces 40 hp at 8,000 rpm. Not class-leading, but still a 100 hp/liter ratio. Torque reaches 37.5 Nm, also within the sector average. But the maximums are reached earlier than with the competition. The rider will have plenty to enjoy at hand.... without having to go looking for the smell of gunpowder. That's not what the 400s are for. The front disc doesn't believe the story. Larger than on the Speed, it measures 320 mm and the optimized compound pads are enclosed in a 4-piston radial caliper.

At 179 kgs, the Scrambler 400 X is the lightest of the family. 26 kgs lighter than the 1200, 44 kgs lighter than the 900! But 9 units have been added since the 400 Speed. We still wonder why the majority of bikes in this category weigh barely less than a Yam' MT-07!?!!
The weight gain is explained by the extra equipment on the Scrambler for excursions with the potential for gadgets. The foot controls are typically off-road; in addition to the headlight, a grille protects the radiator; the engine cover is a little larger, as is the front mudguard.
We're also thinking about the kind of playfulness the rider might feel when out on the trails. To this end, ABS and traction control can be disconnected. Too bad the wheels aren't spoked.

This little Triumph didn't want a TFT screen. In any case, this kind of instrument doesn't really suit this type of machine. That's not to say that the tech isn't there. We've seen it with the riding aids; it follows with all the LED lighting (nice rear light when cornering), a daytime signature, Ride-by-Wire throttle and USB-C socket.

Just as appealing as the Speed, the Scrambler 400 X is a great gateway to the Triumph brand. However, it's not easy to make a place for yourself in the sun here at home. Whatever the brand, the category doesn't attract the crowds. This is of relative importance to the English brand, which is counting on its success on the other side of the globe. Their marketing will begin there first. For us, it will be at the end of the year.

The result of a partnership between Bajaj and Triumph, the 400s will take advantage of Indian facilities to launch their offensive.
Whether under Asian skies or here at home, this Scrambler will have a lot of fun countering the BMW G 310 GS or the much less wattled Royal-Enfield 411 Scram. Its secondary target will be the A2s of the old continent, where anyone wanting to buy a Hinckley Scrambler would have to write a cheque for almost twice the price of this 400.

M.B - Manufacturer's photos