Motorcycle specifications TriumphScrambler 400 XC 2025 Mischievous vole

Triumph has done it right with its 400s. Its machines are cute, fun and perform well in the market. With dusty winds as welcome as hot asphalt, the little Scrambler decided to take on some soft terrain. A bit of equipment, a Baja face and a new addition to the range: the Scrambler 400 XC.

Sometimes it doesn't take much to give yourself a bolder image. The XC understands this perfectly. Less classic, more vitaminized colors, a windscreen to match the theme color, a high mudguard and a shortened lower one, and you're already in the mood.

Turn on the dream and take to the dike

But the 400 XC isn't about to hit the dirt roads with the same wheels as the X from which it's derived. It swaps its spoked rims for more suitable spoke models. These 19" and 17" aluminum wheels are shod with the same Karoo Street tires as the brother. Although these gumshoes have a mixed profile, we'd have liked something more committed, to match both the image and the suggested use.

In fact, this Scrambler suggests that it's not afraid of rocky terrain. Modestly-sized crash-bars protect the lower engine, complementing the aluminum skid plate (already present on the X version). The handguards, headlamp grille and handlebar foam tube are also included. On the passenger side, the roll bar has been replaced by a pair of handgrips.

Triumph never forgets that electronic aids need to be quieted down or even put to sleep if you really want to have fun off-road. As with the 400 X, the XC allows you to deactivate traction control and switch off ABS at the rear. This means you'll be able to provoke crosswinds, dust and drifts.

Within everyone's reach

The Scrambler 400 XC is delighted to be provoked, and lets its single-cylinder TR power its 40 horsepower. The smallest of Triumph's engines is a credit to its displacement. Almost 4 mkg of torque accompany it. A figure that's right up there with the rest of the segment. It's a pity that the weight approaches two quintals. At 190 kilos fully loaded, the XC is 11 units heavier than its sibling. In absolute terms, it's no anvil. But a 660 Trident from the same manufacturer claims to be 1 kg lighter. It doesn't care: in the Scrambler family, the 900 and 1200 carry around 30 kg more.

Its assets are almost as flattering. With an aluminum swingarm, 43 mm inverted fork, bolt-on subframe (easier to change if you twist it), anti-dribble clutch, stitched saddles and a "so British" sense of detail and finish skilfully executed by Indian hands, the bike looks good and doesn't mock the public.
The chassis features a preload-adjustable monoshock, Bybre brakes with a 4-piston caliper to control a 320 mm disc at the front, backed up by a 230 mm single-piston disc at the rear, a tubular steel frame and 150 mm of suspension travel - a little short for off-roading, but the Scrambler 400 XC is designed more for off-road excursions.

Its rightful place

No Tiger 400 on the horizon. This new Scrambler 400 XC could see itself taking on the role, with abilities more limited than a trail bike but more assertive than the Scrambler X. All this, of course, at a cost of 800 euros. The notion of an accessible 400 is a little less so, while that of playfulness is a little more so.

M.B - Manufacturer's photos