Triumph Speed ​​T4 review: A better deal than the Speed ​​400?

When Triumph launched its first 400cc bikes, the Speed ​​400 and Scrambler 400X, people were not sure how well the premium brand would fare in the segment. I had the same experience. However, after having the pleasure of riding both motorcycles last year, I couldn’t help but rave about them and recommend them to my friends. First up was the Speed ​​400, a motorcycle I’ve been excited about for a long time. So, just a few days before writing this article, I attended a launch event by Triumph where they launched another machine in the same segment, the Speed ​​T4. It’s not a variant of the Speed ​​400, but a new incarnation that shares many of the same components and aesthetics as the former. Once again I was a little concerned about what Triumph was offering, so I got in the saddle with a lot of questions that needed to be answered.

Triumph Speed ​​T4 review: Design and styling

The T4 looks almost identical to the Speed ​​400, which is both a plus and a minus. You see, I personally really like the look of the Speed, and I also really like the T4. It shares most of its proportions and the same design language. The headlights, instrument cluster and taillights are identical. The difference can be seen in the graphics of the tank and sides. Additionally, Triumph has blacked out the frame, handlebars, exhaust pipes and a few other parts. The only thing I don’t like is that the rear tires are getting slimmer, which might ruin the look of the rear. The advantage of the new tires is that the ground clearance has been increased to 170 mm, which is always welcome. Instead of aluminum handlebars, you have steel ones, and the mirrors are traditional, but they do provide good visibility. Overall, the weight increase to 180kg isn’t a big jump, nor is it something you’ll notice.

Now, Triumph hopes the T4 will delve deeper into the realm of classic motorcycles. The thing is, one of the properties that people in the field are looking at is some kind of design scheme. Low, retro, and chunky mechanics evoke a sense of nostalgia. The T4 cannot offer these qualities. So I doubt Triumph will be able to attract any customers in this segment based on looks. The aforementioned black components also provide some contrast to the shiny and chrome-plated cruisers on sale. The skinny rear tire makes the bike look a bit scrawny compared to the bulky bike it’s intended to carry.

Despite these changes, I’m happy to report that the quality level is nearly as good as we’ve come to expect from Triumph, and I appreciate that. Yes, there are still some visible weld marks and gaps on the portion of the frame under the seat, but most of the visible surfaces look good.

Triumph Speed ​​T4 review: Engine and gearbox

One of the major changes to the T4 is the engine. Yes, you get the same 398cc, single-cylinder TR Series unit, but Triumph has redesigned the internals and mapping. As a result, the T4 produces 9bhp less and 1.5Nm less than the Speed ​​400. As for tuning, Triumph has done it so that maximum torque is available early on. The company claims 85% of torque is available at 2500 rpm. The idea was to make an effortless motorcycle that could be used for both city and highway cruising. This is actually very beneficial for T4. The abundance of low-end torque masks its lack of punch compared to the Speed ​​400. I did notice more drag from the engine and a greater drop in acceleration after 80km/h than you saw on the original 400. However, the T4 can cruise comfortably at 100 km/h. At that speed it runs even a few hundred rpm slower, but there’s no noticeable difference in vibration. It feels very similar to the Speed ​​400 in this regard. Although the power and torque figures are down, it’s significantly higher than its rival cruisers. Even with a back seat in the car, you won’t face any problems in city traffic.

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The 6-speed transmission retains the slipper and assist clutch, and shifts are equally nice and crisp. One advantage of a torquey engine is supposed to be fewer gear changes, but I didn’t notice a huge difference between the Speed ​​400 and this. In fact, when upshifting, I found the gearing to be quite short. But once I move up to third or fourth gear, the bike happily stays in those gears even if I drop down to 30-35 km/h.

Triumph Speed ​​T4 review: Other changes

One benefit of the new tune and lowered power figures is a claimed 10 percent improvement in fuel efficiency, but in my limited runs, I couldn’t verify this. Triumph claims a figure of 30 km/l, but I observed a figure of 26. I suspect an easier ride will get you closer to the claimed numbers. But that’s still 10% more efficiency and 22% less power consumption, which I’m not convinced is a good trade-off. Regardless, I don’t think efficiency alone will have a significant impact on your purchasing decision, as the difference is very small.

You’re no longer riding by wire, but that’s something you won’t notice on your daily rides. Triumph has calibrated things well enough that if I didn’t tell you about the change and put you on the bike, you wouldn’t notice the difference. A bigger omission is the lack of traction control (TC). Now, I don’t think a TC is needed in a bike with less than 40bhp, but some less experienced people might argue otherwise. Triumph made some changes to the airbox and throttle body to give the T4 more bass. It does sound a bit deep, which you’ll notice when the bike is idling or traveling at lower speeds.

Triumph Speed ​​T4 review: Ride and handling

Another notable visual and functional change to the T4 is the replacement of the USD fork with a traditional telescopic unit. These are still powerful 43mm units and I really like their performance. They are better able to absorb the harsh bumps often encountered on city roads and can withstand more hits without destabilizing the bike. However, the rear suspension doesn’t get the same hint because it’s so stiff! So if you drive over potholes at moderate to high speeds, let’s just say your butt won’t be too happy about the experience. Triumph tells us they’ve retuned the T4’s rear suspension, but it looks like there’s still room for improvement. Even with a back seat in the car, the situation didn’t improve. As for handling, although the bike has a slightly longer wheelbase and different front suspension, I didn’t notice major changes. It’s still nimble enough to maneuver through traffic.

In terms of tires, MRF rubber is used at both ends, with a 140-section tire at the rear and a 150-section tire on the Speed. Also, these are not radial tires. Thankfully, the feel of these tires isn’t too bad in city riding. Since they are bias-ply tires, they should also last a little longer. The front and rear disc brakes also remain unchanged in size and come with dual-channel ABS assist. The changes are in the calipers and brake pads. You get floating calipers with organic pads instead of sintered pads. However, on the road, the braking performance is still good. The front brakes have sharp initial bite, but the rear brakes lack the same stopping power. While you can rely on the front to bring you to a stop in time, I can’t say the same about the rear.

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Triumph Speedy T4 Review: Conclusion

The new Speed ​​T4 is priced at Rs 2.17 lakh (ex-showroom), which is Rs 23,000 cheaper than the new MY25 Speed ​​400. Now, on paper, it looks like you’re sacrificing a lot of little things just to save 10-11%. . However, the T4 itself is a very solid bike. Its main problem is the presence of the Speed ​​400, which does everything better but doesn’t cost as much. If it were up to me, I’d go with 400. The T4 reminds me of the Trident 660, which had similar problems at the time – a good motorcycle in isolation, but when you launch other Triumph products, things look bright and different. If I were in the market for a comfortable cruiser with some aesthetic appeal, I would choose a more traditional option rather than a neo-retro machine like the T4. If the T4 were priced more aggressively, Triumph would make a good case for it. In the end, I think Triumph are a victim of their own success, and maybe that’s not such a bad problem.