Thruxton models have been in and out of the modern day Triumph range since 2003. It’s the name of the superfast Hampshire circuit where the company enjoyed racing success in the 1960s, and has essentially been applied to modified versions of the regular Bonnevilles for the past two decades. Thruxtons have typically had sportier styling, small spec upgrades and racier riding positions, and while they’ve always been nothing other than gorgeous they’ve typically found fewer buyers than the hype would suggest.
The original 2003 Thruxton 900 perfectly encapsulates the Thruxton dichotomy: bikers absolutely loved the authentic looks and extra performance over the regular Bonneville, but when it came to laying money on the table they found the low perched clip-on handlebars too extreme and not many traded in their Bonnies.
Triumph even replaced the clip-ons with higher, one-piece, ace bars, on that original, which addressed the main objections, but while the Bonnevilles have been an ever present in the Triumph range for over quarter of a century, the Thruxton continues to come in and out of the range, grabbing headlines and quietly disappearing every few years.
And this is the latest bike to wear the nameplate. The Thruxton 400 isn’t the ‘all-new’ motorcycle Triumph’s press missives proclaimed it to be, rather a derivative of the most excellent Speed 400 that’s justifiably been a best seller since its introduction at the beginning of 2024.
These 400s are some of the most significant models in Triumph’s illustrious history, bringing big volume sales and opening up new markets in terms of both demographics and territories. The launch Speed 400 and Scrambler 400X models were joined by a higher spec Scrambler 400XC last year, and now the flat track inspired Tracker 400 and neo-retro Thruxton 400 extend the family to five.
The headline story for the two new models is a 5% power boost for the 398cc, single cylinder ‘TR’ engine, with a reprofiled camshaft and new tune boosting revs and upping power to 41.4bhp at 9,000rpm, 1,000rpm more than the Speed 400’s peak. It gives the two new variants a point of differentiation, but there are modifications to the chassis too.
While the Tracker adopts a flat track inspired style, the Thruxton takes its cues from the recently discontinued Thruxton 1200. It’s a looker, no doubt, with the lovely half fairing, long fuel tank, seat cowl and details like the Monza-style fuel cap, bar end mirrors, round LED headlight and upmarket paintwork giving it a more premium look. At £5,995, it costs £750 more than the Speed 400.
For all the extras you get, it really doesn’t feel all that pricy. You also get the choice of four colours: black, white, yellow or red. The yellow and black combo is my favourite by far (who doesn’t love a yellow Triumph?) though the sporty red is probably a more mainstream choice.
In a class where bikes are built to a price, the Thruxton 400 feels a cut above. I’ve always loved the attention to detail in the engineering on the Triumph 400s. There’s barely an exposed wire, hose or cable on one of these and that’s no accident. It’s otherwise unheard of at this price bracket and the design detail makes the Triumphs stand out against competitors.
Sure, there are some concessions to the accountants: the dashboard, for example, feels more 2006 than 2026, the forks aren’t adjustable and there’s only a single brake disc up front. Still (dashboard aside) it’s got a class and aura about it in a way few A2 bikes do. It’s more Premium Economy than Business Class, but in a sector where Budget is the norm, it really does stand out.
Which is why it’s such a shame that I really just didn’t gel with the Thruxton 400. I think Thruxtons are Triumph’s siren song. They lure you in with their beauty but ultimately, for most, they fail to deliver. As I’ve said before, I’m a massive fan of these Triumph 400s but this flavour just isn’t for me.
See, the Thruxton 400 suffers from that classic Thruxton ailment – it’s so damn uncomfortable. The clip-on handlebars are 40mm and 246mm lower than the flat ‘bars on the Speed 400, while the rear set footpegs are 27mm higher and 86mm further back. For short blasts it kinda worked for me, but as a day-to-day ride (as it would be for most), I found it a pain in the neck… and the back… and, especially, the wrists!
Now I’ve got classics with rear sets and clip-ons, and I get on just fine with them. And while I wasn’t expecting the Thruxton to be a sports tourer, it just didn’t fit me at all. It wasn’t just that it was uncomfortable, I just found the angle of the ‘bars weird and I had to ride with my arms locked out and all the weight on my wrists.
I’m a small guy, and maybe not so flexible, but I think it’s likely worse if you are taller. Maybe it will be different for you. Maybe you’re a masochist, or your body shape just fits… just try before you buy and don’t let yourself get sucked in by the looks. The Thruxton 400 might be the bike you want, but I’d guess the Speed 400 is most likely the bike you really need.
Take my dislike of the ergonomics aside, and assume it fits your body like a glove, and the Thruxton 400 is a cracking little motorcycle – as it was always going to be.
The engine revs higher than before, and although it does get a bit vibey as it heads towards peak power at 9,000rpm, it’s no worse than you’d expect from a single pot motor. It’s been a while since I last rode a Speed 400 and its more softly tuned set-up, so it would be unfair to try and give a direct comparison, but 70mph comes up pretty sharpish on the Thruxton and there’s still a bit left in the locker. Maximum torque is the same on both the Speed and the Thruxton, although the engine modifications see it delivered 1,000rpm further up the rev range – at 7,500rpm – on the new bike. It’s an engine that loves to rev and suits the sporty image Triumph are trying to create, but definitely not as flexible or pleasant in traffic as the base roadster.
One thing I was a bit disappointed with was the dashboard, which feels a bit dated. It’s the same one found on the other 400s, and while the big analogue speedo is easy to read, the LCD inset feels cluttered and old hat. It features a tiny slither of a rev counter which (on our test bike at least) took a fit when it went over 6,000rpm. I’d argue that a rev counter isn’t all that necessary on these relatively low-revving singles, but if you are going to have one then at least make it usable! Better still, go down the TFT route like most modern bikes, even cheaper ones, and let the rider choose a layout that works best for them!
The chassis is sweet too. It’s a lot of fun riding small bikes and having a feeling of being able to extract a lot out of them. Ironically, when I rode the Thruxton harder down backroads, it came alive and the ergonomics made more sense. I really enjoyed riding the Thruxton on sweeping A roads, and even down some of the bumpy B roads we regularly test bikes on it felt more compliant that most sporty A2 offerings I’ve ridden previously.
Crouching down and hustling, I did feel a connection to the bike that I couldn’t get when riding more sedately but, boy, does the Thruxton feel tiny and cramped. Maybe it’s my age, or my body shape, but it wasn’t sustainable for anything more than a short ride. It was thrilling, but the combination of the riding position and the buzzy engine meant it was more draining that it should have been. For a quick blast, though, I thoroughly enjoyed it. The bar end mirrors, incidentally, look fantastic but aren’t the best when it comes to seeing what’s going on behind!
The chassis spec is in line with A2 class expectations and what’s there is all competent enough. From the ByBre brakes to the Showa suspension, which only has preload adjustability at the rear, it’s all basic in the grand scheme of things but in that Premium Economy bracket for an A2 compliant machine.
OE tyres are a bit more upmarket and come in the form of Pirelli Diablo Rosso IVs. It’s all very capable of handling the Thruxton’s 41 horses, although a twin front brake disc set-up would be nice – even if only for the aesthetic and to give a bit more feeling of this being a more upmarket model.
There’s little else out there to compare with the Triumph Thruxton 400. You kinda feel that its main competitors will come from within and you do wonder if it will cannibalise a few sales of Speed 400s, rather than bringing new customers into the fold, at least here on the British Isles.
The 400s appear to be appealing to older riders looking to downsize over here, and they’re not too likely to buy into the Thruxton’s racy riding position even if the looks appeal but, in other markets, where the audience is younger, you can definitely see this having a bit more success.
Me? While I’m a bit sad not to have had a successful date with the good-looking Thruxton, I can’t help but think the equally ‘all-new’ Tracker 400 might be the derivative for me. Combining that revvier engine spec with an upright riding position, it could well hit my sweet spot.
For now though I continue to fly the flag for Triumph 400s. They really are one of the great success stories of recent years and, if you get the chance to try one you won’t be disappointed. The Thruxton might not be to my tastes, but don’t let that put you off. If you can put up with the riding position, it might well be your dream date.
Triumph Thruxton 400 specification
Price: £5,995
Engine: 398cc, liquid cooled, DOHC, four-valve, single cylinder
Power: 41.4bhp @ 9,000rpm
Torque: 37.5Nm @ 7,500rpm
Suspension: 43mm upside down big piston forks. Single gas monoshock rear with external reservoir and preload adjustment
Wheels: 10 spoke cast aluminium, 17” front and rear
Tyres: Pirelli Diablo Rosso IV. Front 110/70-17, rear 150/60-17
Weight: 176kg (wet)
Seat height: 795mm
Fuel consumption: 78.5mpg (claimed)
Fuel tank: 13 litres
Service intervals: 10,000 miles (16,000km) / 12 months (whichever comes first)
Contact: www.triumphmotorcycles.co.uk
Words: Paul Taylor
Pictures: Triumph Motorcycles
