For ages, the Indian rider has had to turn to Royal Enfield if they wanted a decent single-cylinder middleweight motorcycle that displaced anywhere between 350 and 500cc.
Recently, we’ve seen Jawa-Yezdi and Honda enter the fray to challenge the thumpers while Royal Enfield adventured into the world of slightly larger displacement inline twins.
Unfortunately for the Chennai-based firm that once was British at heart, its fiefdom has now become the hot ticket in the international marketplace. Sniffing an opportunity, both the Americans in the form of Harley-Davidson and the Brits with Triumph teamed up with Indian firms to enter the desi domain of Royal Enfield.
While Harley (Hero) 440X is something we still haven’t saddled up in, the Brits and their partners in Bajaj were more than eager to let us take the all-new Speed 400 out for a ride.
So is the Triumph Speed 400 the first warning shot from the Brit marque to RE, or should the old firm not need to worry about the new speedy rapscallion from its old home in Blighty? We rode the all-new Triumph Speed 400 in Pune to find out.
Triumph Speed 400 Design & Features: Baby In Name Alone
The new Speed 400 has been conceptualised and designed at Triumph’s Hinckley headquarters. Take one look at the Triumph Speed 400, and it is easy to agree with the marque’s official chatter about its newest kid on the block.
The Speed 400 sees Triumph take its larger modern classic models and shrinks them. Everything from the classic Triumph roadster silhouette to the sculpted tank with knee guards, the finned engine head, bold graphics and upswept exhausts have all made their way to the new baby of the lineup.
Other highlights of the new Speed 400’s design include the full-LED lighting setup with the distinctive Triumph signature daytime running lights with the dual format instruments that feature a large analogue speedometer and LCD screen that is accessible with a handlebar-mounted scroll button.
More distinct features include the golden USD forks, the neutral yet natural single-seat setup, slightly rear-set footpegs and cast aluminium 10-spoke alloy wheels shod with Apollo/MRF tyres. Also standard on the Speed 400 are the steering lock, anti-theft immobiliser and USB-C charging port.
The Speed 400 comes in the following colour options – Carnival Red with Phantom Black, Caspian Blue with Storm Grey, and Phantom Black with Storm Grey.
Triumph Speed 400 Engine, Specs & Riding Tech: The Throaty ‘TR’ Troublemaker
The Triumph Speed 400 is the first motorcycle to feature the firm’s all-new TR Series single-cylinder engine. The new TR engine series pays homage to Triumph’s ‘Trophy’ bloodline, whose roots stretch back to the racing singles of the early twentieth century, and in particular, the Six Day Trial offroad competition.
The new Triumph Speed 400’s 398cc single-cylinder engine is fuel-injected and liquid-cooled. The four-valve DOHC engine is free-revving yet tractable, thanks to a finger-follower valvetrain with a low reciprocating mass and DLC coatings that reduce friction.
All this tech means that the Speed 400’s engine pushes out 39.5bhp and 37.5 Nm of peak torque and delivers a real-world mileage of 29km/l. Helping the engine transmit power to the rear wheel is a 6-speed gearbox and a right-sided chain-drive setup. Adding to the fun is the upswept exhaust that delivers the evocative tones of the new single to the world.
The new Speed 400 from Triumph features a hybrid spine/perimeter, a tubular steel frame setup and a bolt-on rear subframe.
At the front, the Speed 400 sports 43mm upside-down big piston forks, while at the rear, it sports a monoshock with preload adjustment and a twin-sided cast-aluminium swingarm. The Speed 400 offers 140mm of wheel travel at the front and 130mm at the rear.
The all-new Triumph Speed 400 rides on 17-inch alloy wheels with 110/70 (front) and 150/60 (rear) tyres. MRF and Apollo are the choices on offer in India; what you get will depend on the luck of the draw.
To bring the 176kg Speed 400 to a complete stop, Triumph fitted the roadster with discs on both ends aided by dual-channel ABS. The front brake is a 300mm disc clamped by four-piston radial callipers. The rear anchor is a 230mm disc clamped by a single-piston calliper.
The Triumph Speed 400 features some of the latest rider-focused technology, including dual-channel ABS, ride-by-wire throttle, switchable traction control and torque assist clutch.
Triumph Speed 400 Riding Impressions: Little Speed Demon
On the road, the Triumph Speed 400 isn’t for the likes of those that loved the single-cylinder thumpers of yesteryear. However, it is also a very tractable little monster capable of going from 20 to 120km/h in 5th gear.
The TR engine is a mad little thing that loves to rev and has a 10,000rpm redline, and it is only at the top end that you feel the vibes. Triumph claims that the Speed 400 offers 80 per cent of its peak torque output from 3000rpm to 9000rpm allowing you to access its performance all across the rev counter.
Add in the smooth-shifting gearbox and light clutch, and you’ll make the single scream its anger all day long. In the first three gears, the Speed 400 helps unleash your inner Yobo, and if you’re too happy with the throttle, expect a wheelie or two as the gears bang by.
The free-revving engine and the silky smooth gearbox allow for a 0-60km/h time of just 2.8 seconds, with 100km/h the ton coming up in 7 seconds flat (claimed). The ride-by-wire system does take a while to get used to, but once man and machine are in sync, those numbers are achievable.
Triumph also claims the Speed 400 is limited to 145km/h. However, we did see an indicated 165km/h on the speedo, which makes us think that the instruments are vastly overcorrecting or that the speed nanny was snoozing.
The rider of a Speed 400 will find the seat a treat to move around on, with the upright riding position (and slightly rear-set footpegs) easy to live with. The seating position for the pillion, as on any other roadster, is cramped.
Triumph claims that the Speed 400’s suspension, wheels and tyres are tuned differently for specific markets. That’s why the Indian version is slightly heavier and features different tyres.
The suspension setup handles the bumps and ruts of our roads easily without wallowing around like its main rival. However, heavier riders may find the rear monoshock to be a bit on the stiffer side. The steering geometry and the well-balanced suspension setup make the Speed 400 perhaps the best modern classic we’ve ridden.
The bike changes directions with the agility of a housefly, annoying you in the summer, barely letting you even think of its 176kg weight. The traction control ensures you can get on the power quickly as you blast out from a corner without interrupting the fun.
And when you’re blasting down the straight close at triple-digit speeds, the stability of the Speed 400 encourages you to go for more.
The brakes ensure you can stop on a dime despite lacking an initial bite. However, once the brakes deploy, the 300mm front disc and the 230mm rear provide more than acceptable braking power, with the ABS adding a friendly, helping hand.
Final Thoughts On The Triumph Speed 400: Brash British Brute Is Here For A K.O. Win
The British-Indian partnership between Triumph and Bajaj is here for Royal Enfield’s throne. The Triumph Speed 400 is a sledgehammer to the old way of doing things. It has the power to trounce RE’s thumpers and doesn’t mind cutting across a switchback to show off its madness.
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