Triumph Scrambler 400 X

Triumph has just downsized one of the best engines in the 400cc segment, not because they wanted to, but because they had to as a result of the new GST rules. The company has updated its entire 400 line-up in India, and technically, these aren’t really 400s anymore, because the new Triumph 400 range is now powered by a smaller, 349cc engine.

Now, I personally own the original Scrambler 400 X, and the 398cc engine on that bike is known for its refinement, tractability, punchy performance, and character.

What we have here is the 2026 Triumph Scrambler 400 X, powered by the new 349cc motor, as I’ve mentioned. The big question is that, with less displacement and lower capacity, has Triumph managed to retain the character of the older 398cc unit? Or have we lost a gem of an engine in this transition? Let’s find out.

Apart from the updated engine, Triumph has not made any changes to the motorcycle, and even the design continues as is. So, the motorcycle continues to look as handsome as ever, and even the quality levels are top-notch. Be it the switchgear quality or the paint finish, everything looks and feels premium.

The ergonomics, too, have been retained. The 835mm seat height may feel a bit daunting for an average Indian, but once on the bike, the rider’s triangle feels very comfortable. The mildly rear-set foot pegs and the upright handlebars result in comfortable ergonomics, allowing you to spend long hours in the saddle.

Triumph hasn’t upgraded the equipment list on the Scrambler 400 X. If anything, it has actually been downgraded, as the engine immobiliser feature has been removed, as the company felt the feature didn’t add much value to the customers.

We believe this is a clear cost-cutting measure from Triumph. That said, the Scrambler continues to come equipped with features such as a ride-by-wire throttle, switchable traction control and ABS, LED lighting, and a semi-digital instrument cluster.

While that’s a decent features list, what we do feel is that Triumph should’ve taken this opportunity to offer features like a bi-directional quick-shifter and cruise control as part of this update, as these features would’ve made the Scrambler a formidable offering in the sub-400cc space.

Other than that, Triumph has retained the cycle parts from the older bike. So, it continues with the non-adjustable USD forks and a preload-adjustable monoshock, while braking hardware includes disc brakes at both ends.

The 2026 Scrambler 400 X's single-cylinder, liquid-cooled motor displaces 349cc and makes 36.5bhp at 8,500rpm and a peak torque of 32Nm at 7,000rpm. Compared to the 398cc engine, the power and torque are down by 3bhp and 5.5Nm, respectively, and the torque is developed higher in the rev range.

Triumph has gone for an over-square layout to maintain the engine’s character. The stroke has been reduced from 64mm to 56.1mm now. The company claims it has optimised the crankshaft and the con-rods with higher inertia for better stability at higher speeds. The balancer has been retuned for fewer vibrations, and the air intake system has been optimised with bigger connecting tubes and entry ducts for more air flow and better power delivery.

In the real world, the engine feels very refined for the most part. There is some buzz around 8,000rpm, but it doesn’t feel bothersome. Triumph has done a good job with engine tractability, which is helped in equal measure by the 14-tooth front sprocket, which is unchanged from before. The company hasn’t changed the gearing on the updated Scrambler, and the bike still feels short-geared.

That said, the mid-range has taken a hit, and the engine doesn’t feel as punchy as the older 398cc unit. This is particularly noticeable in roll-on acceleration or when you want to make a quick overtake. It does warrant a gear change to perform the overtaking manoeuvre. Even the top-end feels slightly dull compared to the older motor.

Now, I can say this because I own the earlier Scrambler 400 X. For most first-time riders of this bike, the difference would be marginal and barely noticeable.

Similar to the design and quality, the hardware hasn't been updated either. So, the new Scrambler 400 X continues to offer the same ride quality and comfort as the older model.

The bike feels easy to handle, be it filtering through city traffic or even taking on your favourite twisty roads. Despite the 19-inch front wheel, it responds quickly to steering inputs, and the bike feels sharp and predictable around corners.

The ride quality is well-judged and comfortable for the most part. As long as you aren’t too aggressive with your inputs, the ride feels absorbent and stable. That said, the suspension does feel a bit bouncy over bumpy roads as the speeds go past the triple-digit mark.

Even the braking hardware has been retained, and this is one negative that Triumph should’ve addressed. The bike still comes equipped with organic brake pads at the front, and as a result, the braking performance feels a bit lacking. The initial bite is just about average, and although the progression is good, it has a wooden or spongy lever feel.

So, did Triumph just lose one of its great entry-level engines?

Well, not entirely. The new 349cc motor still feels refined, smooth, and tractable. That said, it does lack a bit of poke in the mid-range, especially in in-gear roll-on acceleration. Even the top end is slightly dull compared to the earlier 400cc motor. But I can only tell this difference because I own the earlier Scrambler 400 X. New buyers may not feel a giant gap in performance. In fact, what we’re seeing here is a shift from outright performance to calculated practicality.

Now, if you are in the market to buy the Scrambler 400 X or any Triumph 400 for that matter, I would suggest you visit your nearest Triumph dealership and check if there are any original 398cc units available for sale. If available, I’d suggest you buy those bikes and enjoy the full Triumph 400 experience, as the price difference is marginal. If the 400s aren’t available, then you can go for the 349cc bikes. The difference isn’t huge, and you wouldn’t be missing much.

We will be doing a detailed road test soon, and that’s when we will tell you about the touring performance of this 349cc unit and how it performs while off-road riding. So, stay tuned.

Photography by Kaustubh Gandhi