Motorcycle specifications TriumphThruxton 400 2026 The Indian Cup

It all began in Hampshire, near a market town of just a few hundred souls: Thruxton. There's nothing to do there, London is 120 kilometers away... But there was an RAF airfield there during the Second World War, where a circuit was created in the late 40s. Triumph left its mark on the 1969 "Thruxton 500 Miles" race, placing three Bonnevilles on the podium.

For the youngest among us, the Thruxton was a 1200 cm3 café-racer, superb and exhilarating. For older riders, it's a Bonneville transformed into a cafra in 2004, with an 865 cm3, 70-horsepower engine.
We won't go through the whole genealogy again; just a little background to introduce a new episode in the saga. Surely the most modest and perhaps the most revealing of an era.

A turning point and a face of the sport

141 words later, we can appreciate the all-new 400 Thruxton. A neo-retro sports bike directly derived from the Tracker 400 (the reverse also works). Triumph had already announced it for the summer of 2025, leaving some doubt as to whether it would be marketed in Europe.
Now it's here on the Old Continent. Beautifully designed, with a distinctive sporty look and a fork head modelled on that of the Speed Triple 1200 RR, it immediately evokes dynamic sympathy. Its half-guidelines beckon, suggesting an upcoming adventure. Inevitable in the mind, but a different experience on the road.

Have fun, twist the handle, twirl, no worries... in a thrill equal to its 42 horsepower. This is not a Supersport situation, but an A2 expression.
The 398 cm3 TR single-cylinder differs slightly from the Speed and Scrambler 400. A little mechanical engineering (camshafts, fuel injection, etc.) has given it a 2hp bonus, i.e. 5% more power. Torque, however, remains at 37.5 Nm. Both engines will reach their maximum power at 1,000 rpm. An anti-dribble clutch is fitted.

It wants to believe

Triumph hasn't "Thruxtonized" the Speed 400, with only a rakish snout, a matching seat cover, redesigned covers (airbox and throttle body), a Monza-style fuel filler cap, a modified seat, a fuel tank with specific indentations and a reworked rear light (that of the Tracker). It's also a question of posture: the rider tilts forward to reach the half-handlebars, 246 mm lower than the Speed's handlebars. His feet follow the ergonomic triangle, resting on controls that have been raised by 27 mm and moved back by 86 mm.

Now it's the 43 mm upside-down forks with large pistons that take effect. It and its gas-charged monoshock buddy have been recalibrated for sportier use. At 173 kg TPF, the machine weighs 3 kg more than its roadster sibling, an increase that has little impact on handling. On the other hand, the 6 mm shorter wheelbase and reduced rake (0.2°) benefit agility. The difference is small, but technically measurable.
The tires fitted to the little Thruxton are Pirelli Diablo Rosso IV. Triumph (and Bajaj) use Bybre brakes, with a 4-piston radial caliper at the front. A disc for each wheel, 300 mm at the front and 230 mm at the rear.

As for electronic technology, we're back to the norm for the 400 range, with deactivatable traction control, ABS, ride-by-wire, a USB-C port and a speedometer combining tachometer needle and LCD display.

Let's glorify it! This 400 Thruxton is one of the most powerful sports bikes in the Triumph range. What?!? Well, yes, because there are only two of them - and yet... the 660 Daytona lacks the radicalism of the 765 and 675 of yesteryear. Hinckley abandoned them long ago. As for beautiful cylinders... The 1200 Thruxtons have bowed out with Euro5+, and the Speed Triple 1200 RR has slowly faded into the background. The sporty segment is now (and very well) taken care of by roadsters.
Triumph therefore offers a compact café-racer, a tad more powerful than the Speed 400, to play up the distinction. It doesn't promise the big night, but a little more than food and drink.

M.B - Manufacturer's photos