By Allison Parker | Photos by Kingdom Creative
In the June 2024 issue, we tested Triumph’s then‑new entry‑level motorcycles, the Speed 400 and Scrambler 400 X, in Spain. They were and remain the least expensive bikes in the brand’s street lineup, attainable choices for those who had previously been priced out of Triumph ownership. The low price didn’t result in a cheap riding experience; the bikes were fun and felt like quality‑made machines.
Triumph’s strategy with the 400 class is twofold. While the lower price means that the profit margin per bike is lower than with other models, Triumph has been able to make a lot of them through its partnership with Bajaj Auto in India. In 2025, 50,000 out of 110,000 Triumphs sold globally were 400s. They sell well in the U.S. too: In the past two years, 7,000 of 30,000 Triumphs sold here were 400s. The second piece to the puzzle is customer retention: Get new riders into the Triumph brand and retain them as they upgrade to larger machines.
Given those sales figures, it should come as no surprise that Triumph has expanded the 400 lineup. In 2025, it introduced the Scrambler 400 XC, which added a few off‑road components to the Scrambler 400 X. For the current and next model years, Triumph has added two new models: the Tracker 400 and the Thruxton 400.
Instead of revamping the bodywork and calling it a day, Triumph engineers decided on a more full‑scale update: new frames, new chassis components, new ergonomics, and an engine upgrade. That means that those interested in a Triumph 400 will have more to consider than just styling.
But since their styling is a clue to their riding characteristics, let’s start there. The Tracker 400 is designed to look like a flat‑track machine, with a wide and flat handlebar, a “400” number plate that’s visible from a mile away, an upswept dual silencer, and knobby‑looking (but road‑focused) Pirelli MT60 RS tires. It would look right at home on any American Flat Track circuit, although it’s made for the pavement.
The Thruxton’s sporty styling has a different flavor. It adopts an iconic name from Triumph’s past and leans into its cafe‑racer heritage with a fairing, low clip‑on bars, and bar‑end mirrors. The name “Thruxton” was first used by Triumph in the mid‑1960s for a limited‑edition racebike. It’s seen several iterations since, up to the Thruxton Final Edition of 2025. The Thruxton 400 is an obvious echo of previous models but is a bit more modern in its lines.
Befitting these sporty looks, the liquid‑cooled 398cc TR‑Series single‑cylinder engine is beefed up for use in the Tracker and Thruxton. Now producing 5% more peak power that arrives 1,000 rpm later in the rev range, the engine received a retune and a revised camshaft profile, resulting in 41.4 hp at 9,000 rpm. Torque is unchanged at 27.7 lb‑ft but arrives 1,000 rpm later at 7,500 rpm. Redline is also increased. This new version of the TR‑Series engine rewards riders who like to get the revs up. When asked if the new version of the engine would be used in the Speed and Scrambler, Triumph reps said no. The more aggressive nature of the revised mill complements the sporty attitudes of the Tracker and Thruxton, while the Speed and Scrambler are more laid‑back.
We once again traveled to Spain for a test ride, and I started the day on the Tracker. Compared to the Speed, its handlebar is 0.9 inch wider and 5.3 inches lower, and the footpegs are 3.4 inches farther back and 1 inch higher. These changes created a noticeable difference in how it felt to sit on and ride the Tracker. Riding along small streets on our way north into the mountains, the commanding position had me excited for more to come.
Once we got away from the traffic and were able to let loose, I fully appreciated everything Triumph’s engineers had done to make the Tracker distinct from the other 400s. The wider handlebar provided extra leverage for steering, and the repositioned footpegs allowed for a sporty stance. The seat is also flat and roomy, giving plenty of space to move around as needed. The rear cowl conceals a passenger seat on both the Tracker and Thruxton, and both come with passenger pegs as well.
The revised engine felt comfortable and familiar on our way toward open roads, producing controllable and predictable power, just as I had experienced on the Speed and Scrambler. When the road opened up, I twisted the throttle and enjoyed the extra power in the upper rev range. The bike surged forward, and passing slower‑moving vehicles was effortless.
Between the more engaged riding position and the extra oomph of the engine, the Tracker is a clear step up from the Speed 400. Some shoppers might not be as drawn to the flat‑track styling; I admit I’m one of them, but the riding experience provided enough extra pizzaz to win me over.
After a hearty lunch in El Burgo, it was time to swap to the Thruxton. If I thought a 5.3‑inch difference in the handlebar position between the Speed and Tracker was significant, I wasn’t prepared for the Thruxton’s clip‑ons being a full 9.7 inches lower than the Speed’s bar. They’re also 1.6 inches narrower. The footpegs are positioned 3.4 inches farther back and 1.1 inches higher, putting them about equal to the Tracker’s footpegs.
The engine provided the same exhilaration as I’d experienced on the Tracker, but the Thruxton’s riding position allowed me to make the most of it. Ducking behind the fairing, I flipped the Thruxton from side to side around bend after bend and had a blast. On straighter roads and riding at highway speeds, both bikes were more than capable of moving around traffic, but a flaw revealed itself. The mirrors vibrated so much to be nearly useless. Those vibrations carried into the bars as well.
The Thruxton’s Pirelli Diablo Rosso IV tires provided confidence, just as the Tracker’s Pirelli MT60 RS tires had done, although I wanted better feel from their shared brakes. Up front is a 4‑piston radial caliper pinching a 300mm disc, and in the rear is a 1‑piston floating caliper paired with a 230mm disc. They got the job done, but their lack of feedback took a bit of the wind out of my sails – not surprising for entry‑level machines. Both bikes come with switchable ABS and switchable traction control.
The Tracker and Thruxton get a new hybrid spine/perimeter frame made of tubular steel, and their bolt‑on subframes are unique to account for different mounting points for the bodywork. The Tracker’s wheelbase is a bit longer than the Thruxton’s, giving the Tracker a more planted feel and allowing the Thruxton to more easily dip into turns.
Both bikes also share suspension components, although the fork is a bit stiffer on the Thruxton. A 43mm inverted big‑piston fork provides 5.5 inches of travel on the Tracker and 5.3 inches on the Thruxton, and the rear monoshock offers 5.1 inches of travel on both, as well as preload adjustment. I found the suspension suited the bikes’ sporty natures just right, with the Tracker offering a more comfortable ride and the Thruxton’s slightly stiffer fork creating more confidence in the corners.
The instrumentation on these bikes is basic, but it provides everything you need and looks well‑designed. I’m fond of an analog speedometer, and the 400s have one. Off to the right side of the speedometer is an LCD display that shows rpm, gear position, a clock, fuel level, trip meters, and other info.
For machines priced around $6K, the Tracker and Thruxton are exciting additions to Triumph’s 400 line. While they don’t offer a lot of bells and whistles in terms of ride modes, adjustability, and extra features, they are well‑sorted, well‑made motorcycles that were thoughtfully designed, which is not always the case for entry‑level bikes. I’d be proud to own either of them, but it would be difficult to choose a favorite.
The Thruxton is a beauty, and it’s an engaging ride, encouraging the rider to live up to its cafe‑racer appearance. If I’d only ridden each one for about an hour, my heart would lie with the Thruxton. But after a full day of riding, the Tracker had the strongest pull for me. It’s the more versatile of the two, and I could ride it more comfortably for longer periods of time while still enjoying a sportier ride than the Speed or Scrambler offer.
If you don’t agree with my choice, there’s good news for you! All five of Triumph’s 400s offer their own unique flavor, alongside shared attributes like their simplicity and ease of use, their quality construction and feel, and their attainable price point. Pick whichever one speaks to you, and you’ll have made the right choice.
Helmet: Arai Regent-X
Jacket: Cortech Hoyden Ladies Leather
Airbag Vest: Alpinestars Tech-Air 5
Gloves: Pando Moto Onyx Black 02
Pants: Rev’It Marley Ladies SK Jeans
Boots: Pando Moto Apex Sneakers
Base Price: $5,995 / $6,295
Website: TriumphMotorcycles.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled Single, DOHC w/ 4 valves
Displacement: 398cc
Bore x Stroke: 89 x 64mm
Horsepower: 41.4 hp @ 9,000 rpm (factory claim)
Torque: 27.7 lb-ft @ 7,500 rpm (factory claim)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 53.9 in. / 54.2 in.
Rake/Trail: 24.4 degrees/4.24 in. / 24.5 degrees/4.0 in.
Seat Height: 31.7 in. / 31.3 in.
Wet Weight: 381 lb / 388 lb
Fuel Capacity: 3.4 gal.