Triumph Scrambler 400 XC [2025]

This is the Triumph Scrambler 400 XC, and as we see it, this is more of a design tweaking exercise than a functional one, as Triumph would want you to believe. Why do we say that? Well, traditionally, the XC variants in Triumph's Scrambler lineup are known for being capable off-road bikes. The 400 XC, barring the addition of tubeless cross-spoke wheels and a few cosmetic bits, doesn't offer any mechanical changes.

There's no difference in the suspension setup, wheel sizes and travel haven't changed, and even the tyres haven't been upgraded. Heck, the overall performance is identical to the 400 X as well. So, should you buy the Scrambler 400 XC over the standard model? Read on...

From a distance, the Scrambler 400 XC looks similar to the X. But as you move closer, you start noticing the difference. It gets a body-coloured visor and a raised fender as standard, which adds to its visual appeal. Moreover, the comprehensive engine guard and the tubeless cross-spoke wheels make it more off-road friendly. These changes have increased the overall kerb weight by 5kg.

Typical of a Triumph, the quality levels are impeccable. The switch cubes, body panels, and paint quality are excellent, and nothing looks or feels low-rent on the XC. The attention to detail is noteworthy, and every nook and cranny is premium to the touch.

The Triumph Scrambler 400 XC continues to be powered by the same 398cc, single-cylinder, liquid-cooled motor. There are no changes to the engine, and it continues to deliver 39.5bhp and 37.5Nm of peak torque. The six-speed gearbox has been carried over as well.

It is underpinned by a tubular chassis, suspended on non-adjustable upside-down front forks and a preload-adjustable monoshock at the back. The motorcycle rides on 19-inch front and 17-inch rear tubeless cross-spoke wheels. These wheels are 1.1kg heavier than the 400 X's alloys and are made by EXCEL Rim. However, the difference in performance is negligible and can only be noticed once you ride both motorcycles back to back.

As for the features, the XC continues with a semi-digital instrument cluster, switchable traction control and ABS, and LED lighting all around. The instrument console isn't the most intuitive to use, and it is tedious to change menus at times. We also believe Triumph should have included a bi-directional quickshifter in the update, given that some of Bajaj's other 400cc motorcycles offer a similar feature at a comparable price point.

The Scrambler 400 XC feels comfortable and easy to handle. Be it filtering through traffic, highway touring, B-roads, or even taking on your favourite twisties, the Scrambler feels equally at home doing this. And there’s barely any engine heat to speak of, even in peak-hour traffic.

What’s more, the larger front wheel doesn’t get in the way when you take it on winding roads. The bike moves smoothly through corners and feels well-balanced and predictable. It responds quickly and accurately to steering inputs, and doesn’t feel soft or unstable around bumpy corners, unless you are too aggressive with your inputs. It also changes directions with ease, and never feels heavy or ungainly.

The ride quality is well-judged and comfortable for the most part. It feels absorbent and stable over poorly surfaced roads. Yes, there is a hint of firmness to it, but that also allows you to ride spiritedly around corners. There’s no kickback to speak of, either.

That said, just like the 400 X, the Scrambler 400 XC could do with better brakes and grippy tyres. Unlike the Speed 400, the Scrambler doesn’t get sintered brake pads. Now, Triumph claims that for its intended use, the sintered pads would’ve been an overkill. However, the organic pads lack bite and progression, and there was noticeable brake fade as well. The tyres, though decent, could do with more grip to complement the sporty characteristics of the motorcycle.

Off the road, the 400 XC performs well on hard-packed trails. Although the suspension travel is identical to the X, it absorbs rough terrain without much fuss. The bike doesn’t feel too heavy or difficult to manage, even over rocks, ruts, or small jumps. As long as the terrain isn’t too extreme, the Scrambler 400 XC handles it confidently. That said, we wish Triumph offered more suspension travel and more off-road-focused tyres to justify the XC badge.

The standard Scrambler 400 X has been a versatile motorcycle, and the XC builds on that. It is fun around corners, can take the rough stuff with equal ease, and does the touring duties without breaking into a sweat. It also offers comfortable and relaxed ergonomics.

Although the Scrambler 400 XC is mechanically identical to the X, it offers slightly better off-road ability, courtesy of the tubeless spoke wheels. Not only are these more abuse-friendly, but they also offer the added convenience of fixing punctures on the go.

The XC also offers a sense of individuality and won't be as common as the X, thanks to the new paint schemes and the added kit on offer as standard. It also justifies the added premium of Rs. 27,000 over the 400 X, considering existing X owners will have to shell out Rs. 1 lakh to get these changes on their motorcycles.

That said, we do wish Triumph offered better brakes and tyres, more suspension travel, and a quickshifter at this price point, especially when the Pulsar NS400Z UG gets it.

Photography by Kaustubh Gandhi