Triumph Motorcycles introduced its 400cc models in 2023 and has since sold more than 150,000 of them. The lineup now expands with two new models: one that revives a historic name–the Thruxton–and one all-new, but still rooted in Triumph racing history–the Tracker 400. These bikes add new style and improved performance to the 400 platform. Updated TR-Series EngineThruxton and Tracker are powered by identical 398cc liquid-cooled, dohc, single-cylinder engines. What sets them apart from other 400 modes are a higher-lift intake cam, new ECU tune, and a 1000-rpm higher rev limiter, making this updated engine the most powerful unit in Triumph’s TR-series. Claimed output is 5% more at 41.4 hp at 9000 rpm, and 27.6 ft.-lb. at 7500. On Cycle World’s Dynojet 250i dynamometer the 2024 Speed 400 with the lower-spec tune produced 34.6 hp and 23.8 ft.-lb. of torque, so we expect around 36.3 hp to the rear wheel from the Thruxton and Tracker.

It was plain in the first few miles riding that there are two sweet spots in the rev range. The first is right around 4000 rpm, where the torque starts to hit but the engine is still perfectly smooth and easily usable—call this the cruising range. Then above 6000 rpm, the engine really wakes up and throttle response is snappy. Cruising along in sixth gear at 65 mph, the engine is spinning 6000 rpm. Run it up to 80 mph and it takes 8000 rpm—which is right where the engine starts to get loud and buzzy. With the rev-limiter set at sporty 12,000 rpm, it’s fun to let it scream out of a corner, or really give it the juice off of a launch, but the engine does vibrate quite a bit up this high. The Thruxton and Tracker naturally ask to be shifted before peak horsepower at 9000 rpm, so I found myself spending most of my time riding between 6000 and 8000 rpm. Both bikes make sense for short stints on the highway, but the mirrors start getting blurry at speeds above 65 mph. There’s also a bit of a stutter at low rpm when cruising around town—nothing major, but a small fueling issue.

Suspension Similarities and DifferencesBoth bikes are equipped with a non-adjustable 43mm inverted fork and a remote reservoir monoshock with only spring preload adjustability. On the Tracker, suspension travel is 5.5 inches (140mm) up front and 5.1 inches (130mm) in the rear, and the Thruxton sees 5.3 inches (135mm) front with the same rear travel as the Tracker, slightly changing stance. The Thruxton’s suspension is tuned to be a bit tighter and stiffer, while the Tracker’s is tuned to be softer and more plush. And with those goals, Triumph nailed it. The Thruxton gives you a bit more road feel while not being overly jittery or harsh, while the Tracker eats up smaller-to-midsize bumps for a slightly smoother ride. Both bikes worked well as speed picks up, maintaining composure through bumps and midturn surprises. With the Tracker’s suspension performing just as well as the Thruxton’s at speed, those not in search of café racer style will favor the more relaxed Tracker tune, as it offers the best balance of comfort and capability. But if you gotta win the race to the next cafe and feel sportier getting there, the Truxton might be your choice. The Biggest Difference: ErgonomicsThese two models are really defined and differentiated by their ergos. The Tracker is upright and comfortable, with a short reach to wide handlebars and your feet below and just slightly behind your knees. It’s a confident position that provides the ability to move around the seat a bit with elbows high in the breeze.

The Thruxton’s low clip-on handlebars and lower front end put you in more of a sporty, forward-leaning position with more weight on your wrists. While footpeg position is identical, the whole Thruxton package is more compact and tucked in—as it should be. This is designed as a full-fairing café racer, after all. But those Thruxton racer ergonomics just are aggressive—maybe too aggressive for a 400cc entry-level Triumph. At slower speeds and cruising through town, the clip-ons can become tiresome and overall the day just isn’t as comfortable as on the Tracker.

What’s In The Thruxton Name?In the 1960s, the original Triumph Thruxton was a 650cc parallel-twin factory race bike named after the Thruxton 500 endurance races. Only 50-60 were made by hand, and it was the first production motorcycle to ever average over 100 mph at the Isle of Man TT. In the much later Hinkley Triumph era, the Thruxton name was revived for 900 and 1200 production models that had higher compression, larger intakes, hotter cams, lighter crank, and other trick components to set them apart from the rest of the Bonneville line—they were more than just a cowl. Certainly the Thruxton 400 feels stylistically complete, by the very nature of being 400cc–even a hotly tuned 400–it naturally doesn’t have the same punch as those big bikes that preceded it. It is, however, a great running engine for its class with high specific output.

Styling on the Thruxton is a bit more modern than past models of this name. It feels like a shift away from Bonneville-esque styling toward the design language of the Trident 660, with sharper angles and more of them. It’s more modern, which is clearly Triumph’s intention. Paint is smooth and deep, but Triumph badges and any decoration other than the base paint appear to be a sticker under clear coat, with visible edges, which looks fine but doesn’t feel premium. It’s also worth noting that the lovely red color, featured so prominently in advertising material, will not be available in the US. Tracker, to 19 or not to 19?As a new model, the Tracker 400 pulls inspiration from Triumph’s flat-track racing history and perhaps notionally from the 1963 T120 TT Special, a bike as reported in Cycle Worldat the time as being requested by the West Coast distributor, Johnson Motors, for American TT dirt racing. Traditionally, tracker models sit on 19-inch wheels, giving them that tall and burly stance. The tracker has 17-inch wheels, which undoubtedly handle better on the road and give a much wider choice of tires for street use, but don’t quite nail that well-tested tracker aesthetic. That said, if Triumph used any other name for the bike, there wouldn’t be anything to complain about.

Tires To Suit The Purpose The Tracker 400 comes equipped with Pirelli MT60 dualsport tires, which Pirelli rates at 60% on-road to 40% off. On the road, these feel great. We did not get a chance to test them off-road. When they are cold, sudden inputs will impart a minute loss of traction, but it is predictable and quickly regained. Once they get a little bit of heat into them, they hold the road well. Stock rubber on the Thruxton is a set of Pirelli Diablo Rosso IVs, which are very aggressive tires for this bike, and it takes a bit of heat to get them to really wake up for the task at hand. Around town in the morning, the tires can be cold and leave you wanting for sureness of grip, but once into the countryside and ripping, the tires soften up and grip is incredible. Road conditions outside of Marbella, where we were testing these bikes, were excellent, so it was a real joy pushing the Thruxton and being able to totally trust the grip of these tires, and the suspension, at deep lean angles.

Brakes At the front, a single four-piston ByBre caliper grips a 300mm disc. At the rear, a single-piston caliper with 230mm disc provides great stopping power. And while front-brake lever feedback is excellent, that feel doesn’t really start until deeper into the lever stroke, which for me led to imprecise input when hurried. Once or twice, I was surprised by something on the road or a rider stopping short in front of me, and I got a little more brake than I wanted while looking for that initial bite point.

For New and Experienced RidersWe tend to think of newer riders when we think of smaller displacement and more accessible motorcycles, but there’s another group of riders buying these bikes. Older riders who may be realizing they don’t need a 1200cc machine (and it’s added size and weight) to jet across town for a quick errand are finding comfort and convenience in these little bikes, offering all of the around-town benefits with a fraction of the cost and easier maneuverability. Triumph reports that 400cc models now make up roughly 25% of international sales, and that’s not taking away from any of the brand’s other categories–that’s all in addition to previous sales. So regardless of the brand’s intended market, these bikes are resonating with all types of riders and creating new customers. Are The Thruxton 400 and Tracker 400 Successful Additions To the 400 Line?The Tracker is all-new and exciting. It fits into Triumph’s 400cc lineup perfectly: stylish, flickable, and fun. Sure, 19-inch wheels would have completed the tracker formula, but for the price and performance, 17-inch units are better than “just fine”—and give you much better tire options and chassis dynamics. While the Thruxton may have stolen the headline, the Tracker is now the standout performer among the four models in the line.

The Thruxton is something different. It’s not for everyone with its more aggressive styling, more aggressive stance, and is more niche by these very qualities. In comparison to the Tracker, there is a trade-off of around-town comfort for high-speed ergos, which feels like more of a styling choice in most situations. However, if you’re after that sporty Triumph café style, it has never been so affordable. Of course, the difference between the $17,995 price tag of the 2025 Thruxton 1200 Final Edition and the $6295 of the Thruxton 400 clearly points to the special sauce of the Bonnevilles, but the heart makes it hard not to compare it to those past models. Then and only then, it feels slow for a “Thruxton,” while being aggressive and specialized as an entry-level Triumph. Even so, this new model is modern and accessible, two words that haven’t defined a Thruxton until now. Did Triumph go too far in bringing its special café racer to the masses? Or does this smaller Thruxton just bring that magic to a larger audience? It’s a bit of both and maybe that’s the new special sauce...

2026 Triumph Thruxton 400 Specs