Triumph Speed 400 (Now 350cc) - First Ride Review

The 2026 update for the Triumph Speed 400 is its new 349cc single-cylinder engine, down from 398.15cc.. This is specifically for the Indian market due to last year's GST rule changes. The colour options remain the same.

The literal meaning of a word and its impact in a sentence can be two separate things. On that note, the word downsize often has a negative connotation to it. One does not generally use this term to explain lessening of something for a positive effect. Use it in a professional environment and it may invoke a sense of fear of losing a job.

It is ironic then that this is precisely what Triumph has done to update its entire 400cc lineup… for the Indian market! The update in question brings down the engine’s cubic capacity by 50cc, thereby bringing down some power and torque as well.

This is Triumph's attempt in keeping things positive through downsizing... of its 400cc engine!

Why Did Triumph Downsize Its 400cc Engine To 350cc

As of September 2025, new GST rules were implemented on our domestic two-wheeler market, where motorcycles up to 350cc would attract a reduced GST of 18% (previously 28%) leading to reduced prices while motorcycles above 350cc would face an increased GST of 40% resulting in increased prices.

Initially, Triumph and KTM, whose small capacity motorcycles are built by Bajaj, absorbed the GST hike and kept their motorcycle prices unchanged while maximum companies went on to increase their motorcycle prices. But things have begun to change, for better or worse.

So instead of increasing the prices, Triumph took an unexpected decision of downsizing its 400cc engine to 350cc (349cc to be precise), take the benefit of the lowered GST, and reduce the prices of its entire 400cc lineup as a result.

As controversial as it may seem, building and selling motorcycles is about running a business as much as it is about passion, especially in the lower segments. And the sub-500cc segment has been extremely hot and competitive for the last 10 years. This segment, for Triumph and many other motorcycle manufacturers, earns companies enough revenue to enable them to research and develop their high-capacity, high-performance, and niche motorcycles.

And to maintain profit in a long term business, Triumph boldly changed its 398.15cc engine to 349cc and brought down the prices of its 400cc lineup accordingly. In the case of the updated Speed 400, the new price of INR 2.32 lakhs ex-showroom is INR 17,300 less than before.

What Kind Of An Update Is This Which Seems Like A Downgrade?

The updated 349cc TR-series engine isn't just a simple downsize. Considerable internal changes to the hardware have been done as well as to the engine mapping to ensure performance remains fun and involving at all levels.

One thing’s clear, Triumph is very brave to do this. It makes them more vulnerable for criticism. People would happily pay a little premium but not want to see motorcycles downsized.

Think about it, if you feel increasing prices could lead to lowered bike sales, how about considering buying motorcycles that are now, on paper, inferior than before? Right!

So, the numbers first - the updated 349cc engine in the Speed 400, Scrambler 400 X/XC now makes 37 PS of power at 8,500 RPM and 32 NM of torque at 7,000 RPM. Previously, the 398.15cc engine made 40 PS of power at 8,500 RPM and 37.5 NM of torque at 6,500 RPM in the same motorcycles. 

Likewise in the T4, the new figures are 29 PS (down from 31 PS) at 7,500 RPM and 31 NM (down from 36 NM) at 5,500 RPM. Finally, the updated Thruxton 400 and the newly launched Tracker 400 make 40 PS of power at 8,750 RPM and 32 NM of torque at 7,500 RPM. These figures previously were 42 PS and 37.5 NM.

An important point here is that these changes are only for the Indian market. The same motorcycles that are exported will continue with the 398.15cc engine unchanged.

But This Isn’t Just A Mere Engine Downsize

The motorcycle names remain unchanged because it is an established brand today and Triumph believes that the riding experience hasn't been compromised as such.

Triumph has primarily achieved this downsize by bringing the stroke length down to 56.1 mm from the previous 64 mm. The Bore size of 89 mm remains the same. Hence, the engine is now 349cc.

However, considerable internal changes have been done to keep the performance and the engine-feel as close to the original as possible. The crankshaft is completely redesigned and the balancer shaft has been optimised as the updated engine might produce vibrations/buzz differently from the previous unit.

The combustion chamber is also redesigned along with the new camshaft and new valve timing to better suit the shorter piston stroke. Further, the intake duct sees increase in capacity.

To ensure these changes are reflected clearly in the on-road performance, the throttle maps are now made more aggressive and the whole system has been optimised to work as seamlessly as possible.

Triumph expects these changes will keep any degradation in performance minimal and generally unnoticeable.

How Does The New Speed 400 Perform Then?

The updated Speed 400 doesn't make its smaller engine size an excuse. The engine is fun, engaging, and a brisk performer for a single-cylinder, liquid-cooled 350cc.

Normally, performance expectations are clear when a motorcycle receives an upgrade. And generally, those upgrades are quite noticeable too.

In this case though, things are a little complicated. What Triumph has done here is not really an upgrade technically. With the engine size reduced, power and torque figures lowered, and more importantly, with the bike weight unchanged, the performance is bound to take a hit. But what’s more important is, how much of it do you end up feeling.

That is the ultimate question!

As you awaken the Speed 400, it produces a satisfying single-cylinder burble reminding you of why an ICE engine is timeless and a natural way for a motorcycle!

Now, there are two ways your riding experience with the new Speed 400 could go. If you’ve ridden the previous Speed 400 extensively, you’d be in a good position to understand the difference in performance with the new engine. But if you have not, then you would judge the new engine solely on its own merit.

In either case, the only important thing is how much you like riding the new motorcycle whether or not you’ve ridden the previous one.

And I like the new Speed 400! The engine feels free and open right from the get go. I think some credit also goes to the well-spaced gear ratios and the aggressive throttle mapping.

The new 349cc Triumph TR-series engine doesn’t make an excuse of it being made smaller. After a little over two-hour ride which consisted of regular city traffic as well as a short high-speed highway run, I was happy and smiling in the end. I believe that says a lot.

I did not feel the engine struggling to do and maintain triple digit speeds. This is a good engine in terms of ease of use, especially in city traffic. It doesn’t lug easily and doesn’t require frequent gear changes. In normal traffic, you can simply sit in the 3rd gear and keep moving while gently using the clutch as and when required.

The engine is smooth but has enough buzz to make it interesting along with the burbly soundtrack from the exhaust. 350cc or not, one thing is certain, this engine will not bore you on any ride. But I must point out that the low-RPM fueling was a little rubbery from the closed throttle. But there was nothing particularly irritating or bad about the engine in this first ride.

The Speed 400 is an enjoyable and entertaining motorcycle to ride. The handling is neutral with enough responsiveness to keep the experience on the sportier side. It is surefooted and confident. The sporty attitude of the twin-spar tube frame, the well-balanced upside-down forks and the rear mono shock perfectly complement the modern-retro appeal of the motorcycle. It is a great combination overall.

The handling feels even better when going through a series of corners. The motorcycle feels light and stable and encourages decent lean angles. All the while the exhaust note continues to add to the experience.

The braking performance is similar to the way the bike’s handling does its job - predictable and progressive with decent bite. It doesn’t catch you off-guard with an instant force. The overall experience is satisfactory. Everything combined creates one of the best riding experiences in its category.

The seat offers decent comfort to the rider in city commutes, although, I would like it to be flatter below the hips. It is not a very spacious seat in its current form and the upward curve towards the pillion section makes it feel small. A flatter design would surely enhance the comfort. In comparison, the seat on the Scrambler X/XC seems better and perhaps that’s how it should be as it doesn’t compromise its aesthetic either.

The Heightened Experience

The Speed 400 is an extremely well-finished motorcycle. And it looks particularly sweet in yellow. In this colour at least, the motorcycle demands repeated stares.

The bike’s fantastic fit and finish and build quality only make the entire experience better. The Speed 400 is so well-put together that it guarantees stares, especially in yellow. That is undoubtedly one of the best paint jobs I have ever seen on a motorcycle of this size.

When you sit on the motorcycle, the view of the handlebar, switches, and the analog-digital console continuously tells you that it is one of the best-finished motorcycles in its category, made by a company that doesn’t compromise quality for volume. The only other motorcycle that showcases such quality craftsmanship in its competition is the Honda CB350 RS.

I can confidently say that this is the best performing 350cc engine among its competition. And it is not difficult to see why.

I mean Royal Enfield and Honda have air-cooled 350cc engines that are clearly slower. Then there’s the Jawa/Yezdi 334cc liquid-cooled engine that’s noticeably down on power, torque, and neither it is as refined. BMW/TVS 310 engine, although responsive, lacks overall refinement too and feels irritatingly stressed at 100+ speeds. The KTM 390 Duke, on the other hand, is honestly a different beast for a single-cylinder within the 400cc segment.

And because the Speed 400 is now 350cc, it moves further away from the 452cc Royal Enfield Guerrilla. But that motorcycle seems genuinely good and exciting. And I cannot wait to ride it either.

I think it is fair to say that the Triumph Speed 400 sits at a sweet-spot in its segment with its modern-retro styling along with thorough modern-day engineering and hardware, making it quite unchallenged at the moment. Its biggest competitor is another Triumph 400. It is as simple as that. And I think that is a fantastic complement to the motorcycle itself.

My first interaction with the 350cc Speed 400 tells me that there’s nothing concerning about its downsized engine. And I don’t think my opinion would change drastically with more time on it. Sure, you will be practically a little slow compared to someone who owns the actual 400cc Speed 400. But I never rode that one. So I’m not going to miss it really!

Moreover, on its own, the bike made me smile and I felt satisfied in terms of my expectations. And as I said, that is the only thing that matters in the end.