Triumph has introduced two new 2024 models. Each is powered by a new 398cc single-cylinder engine making a claimed 40 horsepower and 28 foot/pounds of torque. These are the Speed 400 and the Scrambler 400 X. The bikes will be available in most markets in early 2024. Pricing will be announced at that time, but Triumph claims they will be competitive with other small displacement bikes.
Here is the press release from Triumph:
The Speed 400 and Scrambler 400 X: two all-new models joining the Triumph range in 2024.
Born into a peerless bloodline, the Speed 400 roadster joins Triumph’s most successful modern classic line-up, the Speed Twin 900 and 1200 while the Scrambler 400 X takes its rugged design cues from the Scrambler 900 and 1200, with an off-road pedigree that goes back to the first factory Scramblers of the 1950s.
Designed from the ground-up with a brand-new single engine platform at their heart, these new models are designed to deliver a fun, agile and confidence-inspiring ride for riders of all ages and experience levels.
Together, with class-leading capability, rider-focused technology and category-leading quality and detail, and with a high level of standard specification, long service intervals and a comprehensive warranty, these accessible new models represent incredible value for money and bring Triumph’s iconic style, quality and performance to a whole new generation of Triumph riders.
TRIUMPH’S ICONIC SPEED AND SCRAMBLER DESIGN DNA
Conceived and designed in Hinckley, UK, these two new additions to the modern classics line-up have been developed with the same exacting attention to detail as Triumph’s most celebrated models. They are instantly recognisable thanks to their timeless Triumph silhouettes, signature sculpted fuel tanks and classic engine profiles and have been designed to deliver all of the quality, feel and presence of their larger capacity stablemates.
Traditional touches, like the distinctive finned cylinder head and traditional exhaust header clamps combine with contemporary details like the upswept silencer, bold graphics and sensitively-incorporated technology, such as concealed liquid-cooling and a flowing exhaust run with hidden primary silencer. All combining to deliver that unmistakeable Triumph modern classic style.
The high-quality finish and elegant detailing continues with the trademark black powder-coated engine casings, tough gold anodised forks, high-quality paint and logo detailing which ensure the finish on these new models is premium throughout.
The Speed 400’s two-tone paint schemes, each featuring a prominent Triumph tank graphic, reflect its dynamic roadster style, with Carnival Red, Caspian Blue and Phantom Black colours available.
Accentuating the Scrambler 400 X’s all-road attitude are lots of purposeful and practical features, including protection for the headlight, radiator and sump, as well as handguards, a handlebar brace with pad and a longer front mudguard.
The Scrambler 400 X is available in three stylish and contemporary colour schemes, each featuring Triumph’s distinctive ‘Scrambler’ tank stripe and triangle badge, with Matt Khaki Green and Fusion White, Carnival Red and Phantom Black, plus Phantom Black and Silver Ice options.
Timeless Triumph Design DNA with Contemporary Poise:
- Timeless Triumph roadster and Scrambler silhouettes
- Signature sculpted tank with knee indents
- Classic Triumph engine profile with triangle badge
- Distinctive finned cylinder head and exhaust header clamps
- Contemporary upswept silencer
- Premium materials and finishes
- Each available in a choice of three distinctive model-specific colour schemes
THE ALL-NEW TR-SERIES ENGINE
Named to celebrate the historic Triumph ‘Trophy’ bloodline, whose roots can be traced back to the racing singles of the early twentieth century, and in particular Six Day Trial offroad competition. This all-new fuel-injected and liquid-cooled 398cc single-cylinder engine combines Triumph’s trademark modern classic style with state-of-the-art engineering to deliver class-beating performance with a responsive, fun and characterful power delivery along with an evocative, rich and distinctive exhaust note.
Technical highlights include a four-valve, DOHC cylinder head and a crankshaft that has been perfectly weighted and balanced to optimise inertia for low-speed rideability. A finger-follower valvetrain with a low reciprocating mass and DLC coatings that reduce friction also contribute to this free-revving yet tractable engine’s capacity-defying performance.
The six-speed gearbox delivers light, precise gear selection with ratios perfectly spread to make the most of this characterful and torque-rich engine.
Key features of this all-new engine include:
- Class-leading 40 PS peak power and 37.5 Nm peak torque
- Liquid-cooled, single-cylinder, exceeds Euro 5 emissions
- Concealed liquid-cooling and machined cooling fins
- Trademark black powder-coated engine casings
- Characterful, compelling and responsive power delivery
- Evocative, rich and distinctive exhaust note
- Six-speed gearbox
TRIUMPH’S EASY, AGILE AND DYNAMIC CONFIDENCE-INSPIRING RIDE
With ergonomics designed for optimum comfort and control, the Speed 400 and Scrambler 400 X benefit from a slim waistline which combines with an accessible seat height of 790mm and 835mm respectively and a low weight of 170kg / 179kg to ensure assured low-speed handling and easy feet-down manoeuvres.
Both models benefit from their own model-specific chassis set-up, with a new frame, bolt-on rear subframe and cast-aluminium swingarm paired with suspension set-ups tailored to each use case, both delivering Triumph’s famously easy, agile and dynamic handling.
The Speed 400 features large 43mm big-piston upside-down front forks, mono-shock Rear Suspension Unit with external reservoir, lightweight 17-inch wheels and roadster-specific geometry and wheelbase. Giving an engaging and intuitive ride along with a comfortable, neutral riding position that inspires confidence for riders of all sizes and skill levels. Powerful four-piston radial front brakes with a 300mm front disc and braided lines give a responsive brake feel for improved rider confidence.
The Scrambler 400 X features a longer wheelbase, longer travel suspension, larger 19-inch front wheel and wide handlebars for greater stability and control when riding on loose surfaces, as well as providing a more upright and commanding Scrambler riding position. A larger cast steel brake pedal and high-grip foot pegs that are positioned lower and wider also make for a more natural standing riding position when riding off-road, while a larger 320mm front brake disc and optimised pad compound deliver reassuringly progressive braking performance in all conditions.
Fun, Confidence-inspiring and Intuitive Feel
- All-new frame with bolt-on rear subframe and cast aluminium swingarm
- Model-specific Speed 400 and Scrambler 400 X set-up and geometry
- Slender waistline creates a more accessible seat height
- Comfortable and engaging riding position for the Speed 400 with a more upright and commanding riding position for the Scrambler 400 X
- Big-piston 43mm diameter upside-down front forks
- Monoshock rear suspension unit with external reservoir
- Optimised for solo or pillion riding with adjustable rear suspension preload
- Four-piston radial caliper with braided brake lines
- Longer wheelbase and more upright ergonomics for Scrambler 400 X
MODERN RIDER-FOCUSED TECHNOLOGY
Adding rider convenience, performance and safety, the Speed 400 and Scrambler 400 X share some of the latest rider-focused technology, tailored to suit each model.
Ride-by-wire throttle
Bosch engine management with ride-by-wire throttle delivers a linear and intuitive throttle response with predictable power delivery for enhanced rideability, safety and control.
Traction Control and ABS
The traction control system on both models is switchable with a simple on or off selection, so the rider can quickly and easily deactivate the intervention.
Bosch dual-channel ABS delivers assured braking in all conditions for added safety and peace of mind and on the Scrambler 400 X can also be deactivated for enhanced control when riding off-road.
Stylish new dual format instruments
The clean and contemporary dual format instruments feature a large analogue speedometer and integrated LCD screen which includes a digital tachometer, a fuel range remaining and a prominent gear indicator, clearly visible in all lighting conditions.
All this functionality is accessed via an intuitive easy to use handlebar-mounted scroll button, and the display is even pre-enabled to show the status of accessory fitted heated grips, if fitted. A conveniently located USB-C charging socket allows on-the-move charging of handlebar mounted devices, such as smartphones and navigation systems.
Torque-assist clutch
This ingenious system reduces clutch lever effort to reduce fatigue during stop/start riding, as well as improving rider confidence and peace of mind by preventing rear wheel locking during downshifts.
All-LED lighting
Designed for performance and presence, the powerful headlight features a distinctive daytime running light with Triumph DRL signature, while the tail-light also includes a modern light signature together with moulded light guides and Triumph branding. Slim, contemporary indicators complete the package.
Factory-fitted Security
Both the Speed 400 and the Scrambler 400 X come equipped with a steering lock and an anti-theft immobiliser as standard. The transponder chip integrated into the ignition key ensures only the owner can start the engine.
Specification highlights include:
BUILT TO MAKE YOUR OWN
More than 25 genuine accessories are available for the Speed 400 and Scrambler 400 X. From styling and comfort to luggage and security, both bikes can be accessorised to suit a broad range of riders’ needs.
Owners can configure their new motorcycle in the easy-to-use online configurator or they can purchase accessories from any authorised Triumph dealer — All Triumph accessories are designed and developed hand-in-hand with the motorcycles to ensure perfect fit and function and are covered by the same two year unlimited mileage warranty.
UNBEATABLE VALUE
With class-leading performance, unrivalled quality and low running costs, these exciting new modern classics represent incredible value for money.
Both the Speed 400 and Scrambler 400 X will be competitively priced versus the key competitors in each market, ensuring an incredibly attractive buyer proposition both in terms of overall value, but also initial purchase price.
Both models will launch in India starting from next month and will be on sale in all other markets from the start of 2024, when prices for these markets are announced.
Unbeatable value:
SPECIFICATIONS
ENGINE AND TRANSMISSION
| Speed 400 | Scrambler 400 X | |
| ENGINE AND TRANSMISSION | ||
| Type | Liquid-cooled, 4 valve, DOHC, single-cylinder | |
| Capacity | 398.15 cc | |
| Bore | 89.0 mm | |
| Stroke | 64.0 mm | |
| Compression | 12:1 | |
| Maximum Power | 40 PS / 39.5 bhp (29.4 kW) @ 8,000 rpm | |
| Maximum Torque | 37.5 Nm @ 6,500 rpm | |
| Fuel System | Bosch electronic fuel injection with electronic throttle control | |
| Exhaust | Stainless twin-skin header system with stainless steel silencer | |
| Final Drive | X-ring chain | |
| Clutch | Wet, multi-plate, slip & assist | |
| Gearbox | 6-speed | |
CHASSIS
| Speed 400 | Scrambler 400 X | |
| CHASSIS | ||
| Frame | Hybrid spine/perimeter, tubular steel, bolt-on rear subframe | |
| Swingarm | Twin-sided, cast aluminium alloy | |
| Front Wheel | Cast aluminium alloy 10 spoke, 17 x 3 in | Cast aluminium alloy 10 spoke, 19 x 2.5 in |
| Rear Wheel | Cast aluminium alloy 10 spoke, 17 x 4 in | Cast aluminium alloy 10 spoke, 17 x 3.5 in |
| Tyres | Metzeler Sportec M9RR | Metzeler Karoo Street |
| Front Tyre Size | 110/70 R17 | 100/90 R19 |
| Rear Tyre Size | 150/60 R17 | 140/80 R17 |
| Front Suspension | 43mm upside down Big Piston forks. 140mm wheel travel | 43mm upside down Big Piston forks. 150mm wheel travel |
| Rear Suspension | Gas monoshock RSU with external reservoir and pre-load adjustment. 130mm wheel travel | Gas monoshock RSU with external reservoir and pre-load adjustment. 150mm wheel travel |
| Front Brakes | 300mm fixed disc, four-piston radial caliper, ABS | 320mm fixed disc, four-piston radial caliper, ABS |
| Rear Brakes | 230mm fixed disc, floating caliper, ABS | 230mm fixed disc, floating caliper, ABS |
| Instruments | Analogue speedometer with integrated multi-function LCD screen | |
DIMENSIONS AND WEIGHTS
| Speed 400 | Scrambler 400 X | |
| DIMENSIONS & WEIGHTS | ||
| Length | 2056 mm | 2117 mm |
| Width (Handlebars) | 795 mm | 825 mm |
| Height (Without Mirrors) | 1075 mm | 1190 mm |
| Seat Height | 790 mm | 835 mm |
| Wheelbase | 1377 mm | 1418 mm |
| Rake | 24.6° | 23.2° |
| Trail | 102 mm | 108 mm |
| Wet Weight* | 170kg | 179kg |
| Fuel Tank Capacity | 13 litres | |
*(90% fuel – mass in running order)
FUEL CONSUMPTION AND EMISSIONS
| Speed 400 | Scrambler 400 X | |
| FUEL CONSUMPTION | ||
| Fuel Consumption | (Values Subject to Final Homologation) | |
| CO2 Emissions | ||
1st ride reviews are starting to come out of India (they get a different spec, softer suspension) and England. This bike sounds like it’s going to be very good.
I absolutely LOVE what Triumph is doing!
Kinda wish I’d kept my 2010 Street Triple R, but it was at a time in my life when I was still trying a lot of new machines.
Even as an experienced rider, I could see one of the Scrambler versions of this in my garage. If nothing else, just for fun Sunday morning backroad rides.
Can’t wait to see the Triumph dirt bikes soon.
Single cylinder not for me.. Ill would look @ the CF MOTO 400NK!
LOL uh Chinesium over Triumph? Okayyy
Kind of an ironic comment given the new Triumph 400s will be made in India, Thailand and Brazil.
You know, just like those pesky, cheap bikes from Japan in the 60’s. Look how that turned. I think your default position on anything new is negative.
With all due respect, Motoman, the Japanese in the 60s were not the global economic threat to the US that the Chinese are now.
With regards to the motorcycle industry the Chinese are no threat because the US doesn’t really compete in the 1st place.
The use of the word “threat” is also loaded. They are competition not a threat. They are also still the US’ 2nd largest trade partner to Canada, though heavily lopsided import/export. It would seem the tariff scheme worked out worse for us than them.
Kind of makes me wonder if the SV650 would have risen to the level that it did if these little bikes were around then. The Scrambler in particular is a great looking bike.
Unlikely. Those bikes were comparatively cheap and more powerful sporting bikes were still very popular then. Small bikes were a hard sell in the US even if they were a good idea.
There was a Ninja 400 (same as our 650, just less displacement) in Canada then because that was a “catch weight” for insurance/licensing. I don’t know how well it sold.
I personally think the SV650 would have been as popular despite lower displacement offerings like this. The SV650 was to the budget class 600cc-750cc segment what bikes like these bikes and the Ninja 400 are to this segment: something new and exciting that’s much fresher than the typical formula of detuning an engine from a decade old design and stuffing it into a flexy mild steel chassis. People took the SV seriously because Suzuki took that market segment seriously. Triumph is taking this segment seriously.
Agree with both of you for the most part, however, I remember looking at the SV when I was looking for my first street bike. If something that looked this good was available, it definitely would have made my short list. I eventually settled for a ZX6E as it was a good bit more bike for the money, but man that scrambler looks good. Coming from dirtbikes I might have liked the off road potential (if limited) too.
I still consider the 2004-2008 SV650S to be a timeless beauty but totally get your point. The scrambler/dirt-street thing was totally off the radar back then.
The bikes that filled that slot back then were DR400’s and XR400’s. Mild Dirt bikes with turn signals.
Happy 4th of July, Dirck!
ORT
I am tickled that there are 4 times as many comments about this Small Thumper than the MV Agusta Brutale go fast.
It’s all about the styling. The Brutale is not a retro bike. This bike says Triumph, and not Royale Enfield, on it and has retro styling. Nothing else seems to matter.
What seems odd to me is that Triumph has had some very nicely done retros in the recent past that have been discontinued due to poor sales. Retro rigs create a lot of buzz. But buzz and sales are not the same thing.
I find the comments about Triumph’s upcoming dirt bikes surprising. I wonder if the guys are thinking Triumph is going to make retro styled dirt bikes. That would be a strange turn of events. For my part. Triumph is only going to make four strokes. Those are off my radar.
Why is Triumph the only manufacturer that seems to be able to marry modern performance with great design.
I too like the forward cant of the fuel tank. Price will be telling. The big T spendin some cash on new designs! (coming MX bikes too)
Why can’t Harley or Indian make something like this? I guess it isn’t as profitable as the big bikes. A hundred years later and America still making the same boring bikes.
Harley has the new X350 which I think is made for them by the Chicoms. It even has dual discs up front but you can’t get one in the USA. Well…You can take a HD riding course and ride one during that but you can’t buy one here.
HD is soooo stooopid sometimes. They used to have 2 strokes of varying sizes for Enduros, etc. and they were made for HD in Italy by Aermacchi back in the 60s. If sold here it would run about $4,800. Until the HDT Harley-Davidson Tax, which believe it or not is still in use in some dealer/stealerships even on used motorbikes.
Harley could bring the X350 home but who knows if they will. If they do they will remove one disc brake from the front and reduce the fuel tank capacity to 1 US Gallon and claim they miraculously shaved weight form the bike just for us!
ORT
The small HD’s are made by Hero motorcorp in India. They are Hero’s designs/engineering with HD badging and styling. This and the KTM stuff are 100% original designs to them, manufactured by Bajaj in India and elsewhere.
I think the small Hero/HD’s are unlikely to come to the US but who knows…
Indian should definitely copy this template, but with a bit of Indian Scout styling. Make a 400 and even a 250 for the very young drivers. I’ve given up on Harley making a reasonable entry level bike. Harley is too big, too old, too financially-driven and stuck in their legacy design rules that prevent them from considering anything but another chrome bloated v-twin cruiser.
If Indian did an FTR styled variant in that family I think it would do well.
They would need an Asian partner.
Why, just why is the 400 scrambler seat height taller than the 900? I just don’t get it. They did the same thing with the 660 and 850 sports.
Suspension travel is longer, perhaps.
That, the larger front wheel + taller tires and the different saddle are the factors I believe.
Obviously, but why make your entry level bikes taller than the middleweights? Again, I just don’t get it.
My guess is softer suspension compresses more once the bike is occupied?
Typical rider sag is 25% of total travel. So the laden seat height of the Scrambler is about 31.3 inches minus however far the riders backside sinks into the seat foam.
Everyone knows what the inseam of the pants is. But some people forget that their foot sicks out of the bottom of their pants.
These things are probably sprung for light riders. So your results may vary.
Exactly, I expect these things have Tootsie Roll shocks
The narrower seat may give you an effective lower height than a wider bike, allowing for more leg room.
I get what others have said about softer suspension and narrower seats. But, Bo’s’n is right. These seat heights are way too high for this “small” entry level bike. What happens when a rider comes to a stop? They stand up and put both feet down, taking weight off the seat, which unloads the suspension. This is not designed for smaller riders, which is a shame because it could have been an awesome option for smaller riders. I just don’t get the logic.
These are gorgeous little numbers. The 400cc displacement should give it just enough punch to be a spirited ride. For me personally, it comes down to price. At the right price point, I’d surely prefer one of these to most of the Japanese manufacturers’ offerings. But if they’re priced in the range of say a Z900RS, I’d really have a hard time justifying the weaker motor and specs in favor of the classic British character and look.
Both look great and should do well as long as they are competitive or better in the areas of pricing, MPG, insurance cost, etc. I think these will do well but the Royal Enfields will probably best them in MPG. RE is the primary competitor. The Honda Scrambler is barely “okay” and it is a 500 Twin so it is not ed zachary the same kettle of fish.
I would happily take either the Speed or the Scrambler but if I had my druthers? Scrambler.
ORT
While it may give up 100cc to the Triumph(s), I think the CB300 is also a natural competitor. If fuel mileage is a purchase discriminator, then noting beats a CB300 (I once saw a rider “hypermile” one to over 100 mpg).
Well said, Gary. I had not given that model much thought and you are correct to include it. Thank you!
ORT
I think the reply speaks to the Honda. “I had not given that model much thought.” It’s pretty invisible compared to the little Triumphs. 300 to a 400 is a big difference on small bikes as well. I had a KLR250 for a while and it really needed to be a 350. (To haul my fat butt around)
I think the comment, “I had not given that model much thought” sums up why these will sell better. The CB300 sort of blends into the rest. Plus, 100cc’s will be a decider. Would be for me. Had a 250 KLR and always wanted it to be a 350.
I’m not in the market for a bike like this, but it is a nice looking bike with solid specs for the size engine it has. What I am anxious to hear is the price point. Triumph has really hiked prices the past few years so I’m interested to see if it actually come through with a competitive priced bike relative to other small displacement bikes. I have my doubts, but if they price it right, they could sell a ton of these.
Good, but nothing can stop me from 883
Enjoy your boat anchor.
These should be a blast (not a Buell reference) and highly competitive in sales. I’ve had plenty of classic bikes with these power and weight numbers and they were near perfect for doing whatever you need other than acting like a complete squid. Too bad the SR400 didn’t have 40hp, otherwise I would have one of those.
Very nice.
In my view this competes with Royal Enfield 650. It has more suspension, less weight, probably narrower, both look good.
It can attract younger people to the motorcycle world, withers good looks and a low price and enough power to do any real world riding.
I would choose the scrambler for the 100% road riding I do.
These are cool, overall good-looking, and most-likely very fun street thumpers. Stylistically there’s something that bothers me though… the tank bottom matching the angle of the cylinder head looks wonky. It would look much more pleasing if the tank were flat or parallel with the ground instead IMO.
I agree absolutely; the tank looks so wrong. The tilted look started a few years ago with Triumph’s retro Thruxton, but this one is extreme.
VERY wrong. A traditional looking bike should not look like an origami tilted faceted crotch rocket. Wrong Guy on the design team.
Eh… I disagree. These have a forward raked look that I think is right for the “Speed” moniker shared by other bikes in this family. The line is consistent with other elements in the bike’s silhouette (saddle, sub frame, exhaust).
Oh thanks Zuki. I didn’t even notice the tank angle thing until you mentioned it. Now I can’t un-see it and it bugs the crap out of me.
Overall I do love these bikes and hope they encourage new riders to jump into the sport.
Sorry, Motoman.
Thanks Triumph for making the scrambler Honda could have but didn’t make. Keep the vibes down, nail the fueling and I’m in!
Curious, from a marketing point of view, who is the intended target? The Kawasaki Ninja 400 sports bike is a twin of around 45 hp and 365 #s. The KTM RC 390 is a single sports bike of around 44 horsepower and 375 #s. The KTM is around $5-600 more expensive. In a prior shootout including the Honda 500, the Ninja came in first. Personally, I’ve ridden both the Ninja and CBR500 and found the Ninja more entertaining, faster and more flickable. Don’t know about the KTM. Additional point, love the electronics on the Ninja, especially the digital fuel gauge.
I might be the intended target Harry. I’ll age out in the next 10 years. What a nice bike to finish up on. A pair of leather throw overs, a Belstaff jacket and I’m off. Works for me.
Harry, what unit of presumably torque is called: # ?
As in “44 horsepower and 375 #s”.
I have no idea of what you meant to convey to us.
He’s referring to the motorcycle’s total weight “375 #s” = 375 lbs.
Harry what I think we’re watching happen here is a healthy step away from scrutinizing the experience of lower performance products by objective numbers. These brands are realizing that the customers who focuses so closely on these things are drying up. 4-5hp is not a meaningful difference between these models because none of them are truly “fast” (look at how successful Honda’s 500’s are despite having low hp/displacement ratio). What’s going to matter are looks, ride quality/experience and included technology.
I expect this bike to have satisfying power in its class because it makes its peak hp at 2k/rpm lower than most of the other bikes in this class do so it should have healthy power/torque at the engine speeds it’ll be ridden at, most of the time.
Sorry for the confusion. #’s is weight, as in the Ninja weighs around 365 pounds.
To me performance is a function of horsepower and weight. I’m a slender guy, with a weight of around 135. With my Aerostich Roadcrafter jacket and Shoei full face helmet, add another 15 pounds. This adds up to around 150.
The Triumph weight is 375 pounds with around 40 horsepower which would indicate it might be a little slower than the KTM. But gearing and torque also play a part.
Looks to me play a secondary role. It’s the fun factor which is more important.
OMG, people are worried about 10 or 12 pounds of weight difference among a similar segment of motorcycles? I could lose 10 pounds during a serious weekend of pickleball, and get it back with a week and a half of poorly-chosen lunches.
One is doing some really unnecessary mental gymnastics if worried about some alleged difference between the KTM and the Triumph. If you are, get to the actual gym and work out a bit.
Tom understand your comment, you are a big guy. My weight has not fluctuated by any more than 2 pounds in decades. We are all different. I worked in the food industry, chemist, for over 25 years and understand why 73% of our population is overweight and who is to blame.
To Harry’s comment on food (since this is the “Nutrition With Dirk” website). The food that most people eat in the US is a bunch of processed crap that our ancestors wouldn’t even recognize as food.
Start looking at food labels and you’ll soon try to eat real, nutrient dense food. I plan to ride to at least 90.
Food is easy. In general, do all your shopping around the outside wall of the store, except for the flour. Buy stuff that is mostly unpackaged and is itself one ingredient.
There’s this thing called cooking that Americans think that they don’t have any time for. Yeah right. By the time you go to a restaurant and get served we are usually about done with dinner and are chatting over the cheese, which is desert around here.
I make the bread, sourdough. A batch is twice as big as we can use so I give the other half to the neighbors, whoever is handy. All the neighbor kids think I rock. I make a whole bunch at Halloween and give a 3/4 size baguette, hot out of the oven, to any adult who comes with their kids. The gal down the street sent me a photo of her 9 year old sitting next to a huge bowl of candy eating my bread.
Teach your children well.
The wet weight is 179Kg, which is about 395 pounds.
Or about as much without Harry on it as a 450cc dirt bike weighs with Harry and all his gear on it.
my personal wet weight is 195 lbs. Possibly 200 after a weekend of imbibing and gorging. I should offset that with at least a 350 lb. bike.
I rode dirt bikes for twenty years before I ever bought a street bike. So even at 285 pounds my 650 supermoto feels kind of chunky. The Hypermotard now weighs about as much as these 400s and it feels super heavy to me. The ’04 Multistrada was praised as being about the lightest bike in its class at the time. But I consider it a tank suitable for two up riding only.
That said I do not buy motorcycles for freeway use. If I have to ride a dirt bike down a mile of forest road to get from one trail to another, I consider it to be a long boring ride. By the same token, a half an hour on a freeway has me bored to tears. Fortunately my wife feels the same way. After riding in and out of Paris, a city with a two hour gravity well, we said enough of that. We loaded the ’03 Multistrada that we had over there into the van and drove to places that were decent places to ride.
Though we had the occasional guest that wanted me to take them for a ride around Paris. There you can ruthlessly lane split with reckless abandon and add a little spice to your Champs-Élysées. Some gals really got a kick out of that. I thought stuff like that was more fun on a mountain bike. On those you can go insane and use any surface available like you’re in some kind of James Bond chase scene. The people in Paris don’t bat an eye at things that would get you thrown in jail elsewhere. Do it on a bamboo fat bike and they’ll love you for it.
Mick….the most interesting man in the world.
And when I drink beer, of course I drink Dos Equis.
40hp and 374lbs? The power seems high for a 400cc single that isn’t tuned for competition and the weight seems high for a 400cc single that doesn’t have a fairing, etc…
I was thinking same, especially with peak power being delivered at just 8k rpm. I’d be surprised if these 400 singles can actually deliver on their power claim.
I think it’s reasonable to expect they’ll make those numbers. The KTM 390 makes a little more power by spinning another thousand more rpm’s.
I do expect these claimed #’s are from the crankshaft so some may be disappointed when it blows a slightly lower number on a dyno.
The Honda CB300 is benchmark for lightweight small single cylinder but it’s physically very small. Hopefully this bike will be comfortable for a wider range of rider height in trade for he extra few lbs. It’s still pretty lightweight (about the same as a Duke 390), if not “dirt bike” lightweight.
I never look at the specs for small displacement bikes. So I was flabbergasted to see how heavy they are. I understand that dirt bikes are expensive. But they weren’t before the four strokes came along and forced what is basically a Formula One engine program for singles that even the two stroke buyers have to help fund.
But here we are with bikes that have dirt bike sized engines and weigh over 165% as much as a dirt bike with more engine displacement.
Now go out and torture these tiddlers and a dirt bike and see which one breaks first. Dirt bikes are really tough.
Ain’t no fog on that mirror.
Dirt bikes were always expensive. When 2T MX bikes crested $5k bikes in his class were $3k. Dirt bikes are expensive because they’re light and tough. “Light, strong, cheap, pick two.”.
But they were $5k. They’re $8k for that $5K Yamaha that is basically unchanged for 17 years to almost $12k for a KTM now.
Sadly now, Europe is forcing fuel injection onto two strokes. Fortunately two strokes last forever. The grenades that are the four strokes ensure a plentiful supply of updated suspension components. I have a steel frame and an aluminum frame YZ with the same engine and suspension components. The steel frame weighs 7 pounds more. But it works better in some venues. It’s more supple, if I had to give it a word. The same could be said about my KTM. KTM never went to aluminum frames. It would be nice if they ditched the fuel injection and sold a titanium framed model for the same cost as the fuel injected bikes. If I am forced to spend extra money because of European rules, I’d rather spend it on a Ti framed American freedom edition. Sign me up.
The thing that changed in 17 years is inflation. There are very few things that cost the same as they did 17-20 years ago.
2T’s do not last forever. I see far more good good 20 year old 4T dirt bikes for sale than I do 2T’s. With less than meticulous upkeep 2T’s are lucky to make it 5 years yet you can still find nice XR’s and DR’s from the 90’s that have been treated like lawn mowers and still run well.
XRs and DRs were never tuned high enough to hurt themselves, how many 20 year old MX 4Ts are still running that weren’t well maintained?
“ how many 20 year old MX 4Ts are still running that weren’t well maintained?”
Many more than 2T’s, judging by the listings I see when I look.
These are great looking motorcycles that should appeal to a very wide spectrum of shoppers. I have no doubt that they will perform as good as their looks suggest. Smart move Triumph.
These new models look even better in action, with Triumph’s footage now appearing on YouTube et al. I like their “modern retro” styling much better than the angular examples from KTM and BMW. Some credit should go to Royal Enfield for energizing this segment during the last decade, and spurring healthy competition among legacy manufacturers.
I think they nailed it. Looking forward to reading the ride reviews.