Triumph Thruxton 400
By Ben Purvis
The success of Triumph's range of 400 cc singles has surprised even the brand itself - setting sales records in 2024 that look set to continue with the release of additional variants alongside the original Speed 400 and Scrambler 400X. We've already seen the launch of the more offroad-capable Scrambler 400XC and now Triumph has added a nose fairing to the Speed 400 to create the Thruxton 400.
Like the other 400 cc single-cylinder machines in Triumph's range, the Thruxton 400 is co-developed and built in India by Bajaj, rather than in the company's UK or Thai factories, and that's why - like the Scrambler 400XC before it - the Thruxton 400 has been released in India before even a whisper of the bike has emerged in Triumph's UK homeland or other markets. However, it's sure to get that global release, as the Scrambler 400XC did, a few weeks after its Indian debut.
.jpg)
The Thruxton 400's recipe is a logical and predictable one, taking the Speed 400 as its basis, with the same engine, chassis, suspension and fuel tank, it adds low bars, a chassis-mounted nose fairing similar to that used on the Speed Triple 1200 RR, revised side panels and tail bodywork including a cowl over the pillion seat. Splashed with some new colour options and graphics, the result is an appealing, neo-retro sports bike that doesn't have many direct competitors.
According to the Indian model's specifications, power is fractionally up, rising from 39.5 hp to 41.4 hp and hitting its peak at 9,000 rpm instead of 8,000 rpm. Maximum torque is unchanged at 37.5 Nm, but now arrives 1000rpm higher at 7,500 rpm.
While the bike uses the same 43 mm Big Piston forks as the Speed 400, their travel is fractionally reduced from 140 mm to 135 mm, pointing to a slightly more nose-down attitude for the Thruxton, reflected in a wheelbase that's 10mm shorter than the Indian-market Speed 400 at 1,376 mm and rake that's steepened from 25.1º to 24.5º, bringing a 0.5 mm reduction in trail from 102 mm to 101.5 mm - tiny changes that promise, along with the narrower, lower bars and fractionally higher, rear-set pegs, to give a much sportier feel. It's worth noting that Triumph's Euro-spec Speed 400 has a more aggressive stance compared to the Indian version, though, with a 24.6º rake and 1,377 mm wheelbase thanks to 10 mm taller rear suspension. Whether the European Thruxton will also get a more aggressive setup remains to be seen.
As well as the new pegs, the shifter and rear brake levers are revised to suit the new riding position, and the side panels above them get a redesigned look with black and silver elements, behind a redesigned cover for the fuel injection system. At the back, the rear mudguard and taillight are altered, tucking the lamp closer into the seat unit and adding a distinct fender underneath it, above a reworked licence plate hanger.
Wet, the new bike is 2 kg more than the Indian-market version of the Speed 400, which itself is - somewhat inexplicably - rated as being 9 kg heavier than the European version. Again, we'll have to wait for the global release of the Thruxton to get a complete picture of how it compares to the Speed 400 it's based on.
