Triumph Scrambler 400 X review

Scrambler buyers aren’t short of options, retro fans craving single-cylinder air-cooled authenticity catered to by Mash, Royal Enfield and others, while the likes of the Husqvarna Svartpilen 401 and 500cc version of the Fantic Caballero Scrambler offer a more contemporary twist. In this A2-friendly space there are also parallel-twin alternatives like the (considerably more expensive) Honda CL500 or a Moto Morini Seiemmezzo SCR when fitted with a suitable restrictor. Somehow among all this Triumph has found itself a very convincing niche, the extra grand or so over the retro rivals more than accounted for by the extra power and more modern components while the performance is a match for the bigger and more expensive twins. Having pretty much invented and defined the modern scrambler look Triumph is also one of the most credible brands in the field, the 400 X a credible little brother to Scrambler 900 and 1200 versions but also going its own way by swapping out their twin-shock configuration for a more modern monoshock rear end. The exhaust also has a distinctive twin-outlet silencer to differentiate it from the Speed, but it doesn’t get the signature high-level configuration used by the bigger bikes. A small quibble perhaps but, overall, the attention to detail is nothing short of astonishing, and even with another grand on top it would still look decent value.

While we loved the Speed 400’s compactness we did think it could feel a smidge on the small side for taller riders. Thankfully the Scrambler 400 X addresses that with an alternative way of enjoying Triumph’s new entry-level range, the bigger 19-inch front wheel meaning proper scrambler cred and necessitating a bit more length and height in the front end to make room for it. This means another 41mm in the wheelbase, repositioned pegs for improved weight distribution on and off the road and significantly wider bars with increased upsweep for a more commanding riding position. Somehow it contrives to combine the friendliness of the Speed 400 with a more substantial feel, the 835mm seat height sounding more intimidating than it feels in reality, on the basis the slimline engine means even smaller riders won’t struggle to touch the floor at a standstill. Big bike confidence with little bike friendliness? Turns out you can have both!

While offering perhaps a fraction more weather protection with things like the standard hand guards there’s no escaping the Scrambler 400 X is, like the Speed, a back-to-basics bike for short commutes and weekend blasts rather than extended tours or long motorway rides. Which is fine, on the basis Triumph identified that nailing an attractive price point was more important to the target audience than anything else. There are optional extras to make it more practical, including a token fly screen, a luggage rack and a topbox, Triumph also showing us a bike with additional accessories not yet on the configurator including an additional high-level front mudguard and neat side pannier. If that’s your thing we’d venture the Scrambler wears this extra kit more successfully than the Speed, which looks better in stripped back form.

Same story as the Speed 400 here, which is to say an impressively modern engine with a punchy 40 horsepower and 37.5Nm to put it near the top of the A2 class. For comparison a Royal Enfield Scram 411 only has 24 horsepower from its old-school, air-cooled single, and while the Scrambler 400 X feels more substantial than the Speed it’s only another nine kilos at 179kg fully fuelled and ready to ride. Which makes it relatively nimble, and nicely responsive at all revs. There’s a slightly bassier noise to the exhaust than the Speed as well, which suits a brawny, torquey power delivery not dissimilar in character to the bigger, parallel-twin Scrambler 900. Where that bike only has a five-speed gearbox the 400 X has a six-speed, the light and positive clutch making it a breeze to operate. On smaller roads this and the engine’s impressive torque make easy work of the twists and turns, but as the terrain opens out you’ll find yourself pinning the throttle against the stop and revving all the way out to the limiter to make meaningful progress. Mainly this is fun rather than frustrating, and it’s rewarding to ride a bike where you can actually use all the performance, all the time. Brakes are strong as well, the radially mounted four-piston caliper nipping a slightly bigger rotor than that used on the Speed while an additional off-road mode means you can disable the ABS as suits.

The Scrambler uses adapted versions of the same impressively chunky, 43mm upside-down forks as the Speed but with a little more travel to cope with the bumps. That matches the 150mm at the back from the offset monoshock, preload adjustment here being the only thing you can tweak front or back. On the fabulously smooth Spanish tarmac the only real takeaway was the confidence inspiring stiffness at both ends over more basically appointed retros, the overall lightness playing to the Scrambler’s favour and the suspension coping well with a bit of light, gravel off-roading as well. Probably more relevant was the ability to comfortably handle speed bumps, potholes and other more typical urban obstacles around town. That bigger front wheel demands a bit muscle to tip into corners, though. It’s not enough to detract from the overall friendliness of the bike, but it’s more physical to ride than the Speed 400.

Against pretty much any rival the Scrambler 400 X’s starting price still looks good when you factor in the extra performance over budget retros, the quality of the parts used and the general fit and finish. It also makes that first step on the ladder into Triumph ownership that more attainable, and as your experience grows and you potentially unlock that full A licence the temptations of the Scrambler 900 and 1200 look more like an attainable next step than a distant dream. In the meantime that smaller engine capacity should help with insurance costs for younger, newly qualified riders and what little fuel you put in it should go a long way with Triumph’s claims of 80mpg or better.

Everything on this bike, engine included, is brand new, so we’ll have to consider this a holding score for now. But given the two 400 models have the potential to out-sell the rest of the Triumph range combined if things work out as planned no expense has seemingly been spared in terms of development. So, you’d have to hope they prove reliable. While powerful the engine is also relatively understressed, and designed to work in places like India where riding conditions will be a lot harsher than the UK. We’d say we’re optimistic on that score.

Standard stuff here, with a two-year manufacturer warranty that can be extended at extra cost by up to two years any time within the first 18 months of ownership, and carries over to any subsequent owners as well. Which should help resale value. Once you’ve got your 500-mile ‘break-in’ service done the generous 10,000-mile intervals beyond that offer extra peace of mind.

As fits the retro vibe the Scrambler 400 X keeps it simple to maintain that accessible starting price younger riders crave. Like the Speed 400 it uses a conventional analogue clock with a small, integrated LCD screen for additional info. If you want navigation or anything like that you’ll have to mount your phone on the bars, a USB-C port meaning you can at least keep it charged as you ride. Rider aids are limited to switchable traction control and ABS, the Scrambler also letting you turn the latter off for off-roading. To this you can add a range of accessories potentially turning it into a kind of junior adventure bike if you go the whole hog with the sump guard, engine bars, extra high-level mudguard and more.

Scramblers are very trendy of course, but there’s also a practical benefit in terms of the extra room on the bike for taller riders and the more upright and commanding riding position to help you in traffic, even if the wider bars might have you wincing as you filter. The extra suspension travel also makes for a more comfortable ride, and the Scrambler 400 X has a wider range of operating ability than the more focused Speed 400, and arguably more off-road potential than the Scrambler 900 if that’s your goal. So much for the sensible stuff, though. At the end of the day it’ll more likely be a choice dictated by heart rather than head, and the decision between Scrambler and Speed 400 is ultimately about personal tastes. Good news? There’s no wrong answer, both bikes are great value, huge fun to ride and open Triumph ownership to a vast new audience of potential customers.