2024 Triumph Scrambler 400 X

The second model in Triumph’s all-new TR-series range of singles—created in conjunction with Bajaj in India—the Scrambler 400 X carries the weight of expectation on its shoulders. Triumph has been aiming to break into the global market for lower-capacity bikes for years, as well as looking to get some serious production capabilities in India, and the TR-series hits both those marks. While the Speed 400 is the bare-bones model of the range, the Scrambler 400 X adds a dose of capability and style that should make it the bigger-selling of the two machines.

Having announced plans to develop bikes with Bajaj back in 2017, Triumph has put more than five years of work into the single-cylinder range. It’s a project that brings Triumph into direct competition with brands including BMW and KTM, which both have their own Indian-made rival models. The Scrambler 400 X will also be built in the British company’s existing factories in Thailand and Brazil, suggesting quality should be on a par with the rest of the firm’s models, as well as by Bajaj in India. Bajaj is already well versed in making bikes for global consumption, as it manufactures many of KTM’s single-cylinder machines.

The official word on price has the Scrambler 400 X sitting at $5,595, competitive against rivals like BMW’s G 310 GS (starting at $5,695), despite having a larger, more powerful engine. In terms of variants, the only choices are color options—Khaki Green, Carnival Red, or Phantom Black, each with a contrasting stripe on the tank—but delving into the options catalog will allow several routes to personalize the Scrambler 400 X and make it suit specific roles.

As mentioned, the BMW G 310 GS is one of the Scrambler 400 X’s key competitors. Despite the Scrambler’s retro styling, its liquid-cooled DOHC engine, USD fork, and monoshock rear end mean it competes with “modern” adventure bikes in its capacity class.

That means the KTM 390 Adventure is another key rival, albeit a more expensive one at $7,599, although perhaps the Triumph’s retro looks mean it will steal more sales from the Austrian bike’s less-extreme cousin, the $5,899 Husqvarna Svartpilen 401.

Buyers are also likely to consider Honda’s new, $6,799 SCL500, which offers more power and capacity as well as a second cylinder but has less impressive specs than the Triumph when it comes to suspension and brakes.

Like the Speed 400 that debuted alongside it, the Scrambler 400 X features Triumph’s new TR-series single-cylinder engine, with an 89mm bore and 64mm stroke to come in at 398cc. A DOHC cylinder head, with finger followers to reduce inertia, and a balancer shaft to keep it smooth, all help make for a relatively powerful, high-revving single. There’s no change to its tune for the Scrambler version, so power remains 39.5 hp at 8,000 rpm, with torque peaking at 27.7 lb.-ft. and 6,500 rpm, but the bike’s final drive ratio is revised to suit a higher-profile rear tire.

Ride-by-wire and Bosch fuel injection allow the Scrambler to adopt a switchable traction control system, albeit not the sort of sophisticated cornering TC used on larger bikes, and the exhaust is carried over from the Speed 400, with the same hidden catalyst, but gets a model-specific final muffler for the Scrambler, with twin, stacked exits.

The six-speed gearbox and slip/assist clutch come straight from the Speed 400.

Although the so-called “hybrid spine/perimeter” steel tube frame looks much the same as the version used in the Speed 400, the Scrambler 400 X’s version is subtly different, with around an inch of extra metal between the steering head and the rest of the chassis. Combined with longer-travel fork and more rear suspension movement, a stretched wheelbase, larger front wheel, and revised rake and trail, the result is quite a different proposition to the Speed 400.

The longer frame means the wheelbase is up from 54.2 inches to 55.8 inches, and while the 43mm USD “big piston” fork looks the same as the Speed 400′s, its travel is increased from 5.5 inches to 5.9 inches. The rear shock’s spec is again like the Speed 400, with a gas-charged remote reservoir, but there’s 5.9 inches of wheel movement instead of 5.1 inches.

As well as moving the steering head forward, the revised frame steepens the rake from 24.6 degrees to 23.2 degrees, while the bigger front wheel—19 inches rather than 17 inches and wearing a narrower 100/90R-19 tire—means trail increases from 4 inches to 4.3 inches. Beyond those revisions, the switch to deeper-treaded Metzeler Karoo Street rubber further differentiates the Scrambler from the Street.

Unsurprisingly, the Scrambler is a little heavier than the Street 400 at 395 pounds (with fuel), thanks in part to the chassis tweaks but also to several bolt-on components including an under-engine bash plate, a radiator guard, hand guards, and a headlight grille.

The four-piston radial front brake caliper, from Brembo’s ByBre brand, is straight from the Street 400, but on the Scrambler 400 X it works on a larger, 320mm rotor. The rear brake is unchanged, with the same floating caliper and 230mm disc, but the Scrambler gains switchable ABS that can be turned off if you prefer to lock the wheels—potentially useful in some off-road scenarios, even though the bike isn’t really aimed at anything more extreme than the occasional dirt road.

While the Speed 400 targets inexperienced riders with its low seat height, the Scrambler sits taller and offers a riding position with a nod toward off-road use. The seat comes in at 32.5 inches, and its two-piece design means it looks more luxurious than the Speed 400′s single-piece setup. The bars are taller and wider too, while the footpegs are lower and spaced further apart to make it more comfortable to ride standing up.

With that in mind, the pegs are steel rather than aluminum, and gain a removable rubber insert—take it out and you’re left with a serrated metal peg to grip muddy boots. The rear brake lever has the same toothed design.

Like the Speed 400, the Scrambler 400 X can use a range of purpose-designed optional extras, including luggage and protection parts to improve its touring or adventuring abilities. There’s also a screen and a high-level front fender that give a more traditional scrambler look.

The only notable change from the Speed 400 is the Scrambler 400 X’s switchable ABS, replacing the permanent setup of the roadster. Other than that, it has the same, switchable traction control system, but since there’s no inertial measurement unit, both are designed to operate when you’re upright rather than in corners.

The dash is carried over from the Speed 400 too, with an analog speedometer and digital secondary display for other readouts. It does everything you need, but don’t expect luxuries like multimedia control or navigation. A USB-C port will charge your phone or power an external GPS but doesn’t provide a data link for other functions. The instruments are also pre-wired for the optional heated grips.