There is now a new Triumph Speed 400. Read on to find out if it can live up to those expectations once you’re behind the wheel. It appears to tick all the right boxes on paper. When asked why he had set his sights on the Royal Enfield market share, Rajiv Bajaj very eloquently quoted Willie Sutton as saying, “You rob banks because that’s where the money is!” But things don’t stop there. If Money Heist has taught us anything, it is that you need a clear, detailed plan that is flawlessly carried out. The Bajaj programme is currently very active. The long-awaited Triumph Speed 400, the result of the company’s most recent collaboration with Hinkley, is presented on these pages. Triumph wanted a disruptor, and Bajaj gave it to them for less money than their Dominar 400 flagship.Triumph aimed to visually condense the essence of its modern classic range into a smaller form factor while maintaining the aesthetic of its siblings. Bajaj has completely nailed it on that front. The style borrows from the rest of the line. Yes, but it is extremely difficult to turn down a 400cc with the same aesthetic appeal as a 650cc twin. If the devil is in the details, the Triumph Speed 400 has just been immersed in holy water due to its unmatched quality. And when it comes to details, I’m quite picky. Things like weld seams matter to me right away.Speaking of above-the-curve details, the paint used is of exceptionally high quality, and each layer is painstakingly painted over the base layer to create the motif on the tank. Would it be absurd to claim that the 400’s quality is a little better than what you get from the 900?
All things LED are included as standard equipment, including LED headlamps with integrated DRL, LED taillights, and even LED indicators. The 43mm Endurance forks in gold give the Speed 400 a more upscale appearance. The instrument cluster on the Triumph Speed 400 is the only drawback that the majority of potential buyers will notice. It is a very basic digital analogue unit with an analogue speedometer and an inset LCD panel that shows the tachometer, odometer, trip, range, DTE, fuel efficiency, etc. Although it isn’t the most expensive item in the category, it does the job and does it well. The tachometer is a small complication on the LCD and is difficult to read, which is my only complaint.There aren’t many Indian bike-specific details worth mentioning. The saree guard, the front number plate mount, and heavier alloys are among the few extras included in the India-spec model. Although the hardware is the same, the spring rates have been altered to better suit the riding conditions in India. Yes, that adds a little weight to the Indian spec bike, but you can always unscrew and discard parts you don’t like. (Read: guard in saree).
A 398cc liquid-cooled, 4-valve, DOHC, single-cylinder engine that produces an astounding 40bhp and 37.5Nm of peak torque powers the Triumph Speed 400. Peak torque begins low at 6,500 rpm and maximum power begins at 8,500 rpm. However, the numbers on a piece of paper won’t give you the whole picture. But before I discuss the motor, let’s clarify that this one is completely original and not a copy of anything we’ve seen with a Bajaj or KTM badge. Bajaj only kept the 89mm bore, which served as the foundation for this motor, in order to streamline the development process. We’ll skim over the more detailed explanation, which involves piston head thermodynamics and swish and tumble rates, for now.
When you push the starter, the motor starts up with a sound that is very reminiscent of the Triumph braap while being scaled down to a single with a small displacement. From that point forward, things only get better. One of Triumph’s requirements was that this motor must accurately reproduce its torque band, which translates to a nice thick layer of torque throughout the power band and all the way to the red line. This is where the Speed 400 excels; there is an abundance of torque almost throughout the power band. The Speed will surprise you with how quickly it reaches an indicated 170kmph when you are cruising at 60kmph in 6th gear and tuck in and throttle without shifting down. The motor does vibrate, but nothing out of the ordinary for one producing this much power and torque. While it is generally refined, the majority of these come in closer to the red line, and I believe the vibes are a small price to pay for the level of performance that this bike provides. A ride-by-wire throttle that is perfectly calibrated for interacting with the motor and adding is available. Micro-inputs and roll-ons are simple and intuitive, and even ham-fisted inputs are smoothed out. Although I am aware that the KTM is available in the same market, I would bet on this motor because I believe it to be the strongest in its class. The motor is coupled with a six-speed gearbox that shifts so smoothly it’s difficult to fault it; there are never any false neutrals, shifts, or other issues.
