The legendary Thruxton name is back, in a package that’s one-third of what it once was ensconced in. So… is it still worthy?
There’re few motorcycle classes with a history as rich and illustrious as the café racer. And within the world of café racers, there’s one name that stands head and shoulders above all—the one that spawned this whole category, in fact: the Thruxton.
With a name that carries that level of heritage baggage, it’s clear Triumph sees this model as more than just the fifth entry into its wildly popular 400-cc line-up. On paper, the Thruxton 400 promises a focused, rider-first experience, chasing the DNA of the legendary café racers of the 1960s rather than merely copying their looks.
The Thruxton 400’s styling is deliberate, assertively retro, with nods to the café racers Triumph has built its modern classic reputation on. To be honest, it resembles the Speed Triple 1200 RR a lot more than it does the last Thruxton 1200, but that’s perfectly fine as I actually prefer the cleaner, sleeker looks of the former. Its sleek half fairing, clip-ons, Monza fuel cap, bar-end mirrors, and pillion seat cowl serve purpose, but also signal that you’re dealing with a bike that wants to be noticed. Fit and finish are, largely, as you’d expect of Triumph: tank welds are concealed, panel gaps are tight, and the painted finishes have sufficient depth.
Cast 17-inch wheels avoid any faux-vintage wire-spoke pretensions. They’re light, practical, and shod with Apollo Alpha H1 tyres that suit both city and highway use. Don’t expect gadget overload like a sport bike here. The Thruxton 400’s feature set is utilitarian. Switchable traction control and ABS are included, and the existing braking hardware, with a four-piston radial calliper up front and a single-piston rear, is fundamentally solid.
While the existing analogue speedo and inlaid LCD display provide all essential info, we wish Triumph had stuck to the café racer aesthetic and given us a proper old-school twin-pod instrument console; perhaps with a digital inset in between as a concession to modern-day requirements. There’s a handy USB charger, but no keyless start, no riding modes, nor any particularly advanced telemetry—though, honestly, none are essential for what is positioned as a pared-back, enthusiast’s offering.
The Thruxton 400 is constructed for rider engagement and its ergonomics reflect that fully. Its lower seat, narrow clip-ons, and rear-set ‘pegs create an unambiguously sporty posture. For many, especially those shorter in stature like me, or less limber, the position will feel restrictive after an hour or so in the saddle. Despite being roomy enough, this is not an all-day touring set-up, but that’s not why anyone would be considering this machine.
Triumph has eked out a genuine 42hp (an increase of 2 hp) from its single-cylinder TR Series 400 engine, with the same old 37.5Nm now delivered 1000rpm higher at 7500rpm. They also took two teeth off the rear sprocket to make the gearing taller and endow the Thruxton 400 with that magical number that cafe-racers have forever been associated with: 100mph. That, in our lingo, translates to a top speed of 161 km/h. So yes, it is still a cafe-racer, albeit with a smaller heart.
It isn’t just straight-line speed, though. In almost every parameter, the newest member of the family is faster than the Speed 400. Consider 0–60km/h in under 3 seconds, 0–100 in 6.7, and a redline that’s higher by exactly 1000 rpm. Although, part of that liveliness is also because of the taller gearing and the solid shove available from middling rpm upwards.
Gear-changes are precise enough, but not buttery-smooth. The six-speed ‘box ratios suit mixed use but will rarely have you chasing for a different cog. At a steady highway cruise, the engine sits below 7,000 rpm in top, which is tolerable. Triumph claims a fuel efficiency figure of 27.5 km/l, a mere one km/l drop from the numbers of the Speed 400. For the added thrill and poke on offer here, we think that’s a reasonable compromise.
Suspension was one area where I expected compromise, but the Thruxton 400 manages to walk the fine line between city compliance and sportier road manners. The re-tuned 43mm Big Piston USD fork and monoshock provide 10mm more travel than Triumph’s Speed 400 and has been stiffened up to compensate for the four-kilo increase in weight and the bike’s more focused intentions.
Ride quality is generally composed, never plush. The chassis feels stiff, so sharp bumps occasionally filter through the seat and the ‘bars, but low-speed damping blunts most urban potholes well. The bike never feels wallowy or floaty, holding its line on uneven highways, and the rear suspension doesn’t bottom out unless provoked by severe impacts.
Where the Thruxton 400 arguably bests much of its competition is in chassis dynamics. The tightened rake (24.5 degrees) and 10-mm shorter wheelbase lend it a direct, eager steering feel. Flicking through city traffic, it feels compact, holds the line where it’s pointed, and doesn’t require effort to tip into bends.
By default, it comes with Apollo Alpha H1 tyres, measuring 110/70 at the front and 150/60 at the rear, though MRF tyres (we aren’t sure of the exact model) are also an option. The Alpha H1 tyres have already proved their worth on multiple other motorcycles, so much so that they have become the default choice for sport bikers seeking a replacement for their OEM tyres, and they don’t disappoint in the least with this new set-up.
At moderate to brisk speeds, the added front-end sharpness is rewarding, giving the rider confidence especially on smoother, winding roads. The wide tyres provide a sure-footed experience. Even at full chat, there’s none of the nervousness sometimes found in shorter bikes.
The Thruxton 400 is not built for broad appeal. This is a focused, deliberately uncompromising café racer intended for enthusiasts who value dynamic handling and distinctive styling over everyday utility or comfort.
There are only a handful of meaningful alternatives. The Royal Enfield Continental GT 650 offers more displacement and two cylinders, but it’s heavier, considerably more expensive, and less accessible to beginners. Triumph’s own Speed 400 is more upright and commuter-friendly, while the KTM 390 Duke and Honda CB300R offer their own spins on sportiness, the former with far more aggression, the latter with simplicity and ease of use.
For Rs 2.74 lakh, the Thruxton 400 is a well-branded, tightly focused entry into Triumph’s modern classic family. For the right buyer, one who values agile handling and design authenticity more than outright comfort or utility, it’s almost peerless at this price. It sticks to its brief and, in doing so, limits its audience—but for that core audience, it does almost everything it promises.
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