Triumph Scrambler 400 XC 2026 Review

When Triumph launched a pair of India-built 398cc single-cylinder roadsters back in 2024, you'd have been forgiven for thinking it was simply a box-ticking exercise to appease growing markets such as India, China and South America.

Fortunately, that wasn't the case. The Triumph Speed 400 and Scrambler 400 X proved to be well-built, fun to ride, and excellent options for learner riders in Australia.

According to Triumph's Australian arm, they were also among the brand's best-selling models locally in 2025.

Now, in 2026, we have the Scrambler 400 XC. There's also a Tracker 400 and Thruxton 400 headed our way, but we'll save those for a future story.

As a side note, new tax rules in India mean Triumph is building a 350cc version of this platform to avoid harsher penalties for motorcycles over 350cc. For now, however, the 398cc engine appears set to remain for global markets, including Australia.

So where does the Scrambler 400 XC sit in Triumph's range, and in the wider LAMS segment? We headed into the hills above Marysville to find out.

The Scrambler 400 XC arrives with an $11,490 ride-away price tag, placing it at a $1240 premium over the standard Scrambler 400 X. Add another $200 if you want the Storm Grey or Racing Yellow colour schemes.

And just to be clear, the new XC does not replace the standard model. The two variants will sit side by side.

It's also worth pointing out that, name and styling cues aside, the Scrambler 400 models have no relation to the ever-popular Scrambler 900 or 1200. The 400 platform is built in India by Bajaj Auto, which, incidentally, is now the majority owner of KTM.

Bajaj also builds KTM's 390 models, but Triumph says the two platforms are fundamentally different despite sharing similar specifications.

The Scrambler 400 XC follows the same blueprint as the 400 X but adds wire-spoked wheels with Excel alloy rims, tubeless tyres, a high front mudguard, a flyscreen, an aluminium bash plate, lower engine bars, and new colour options.

We couldn't identify any other significant differences between the two bikes, with the XC retaining the 29kW/38Nm single-cylinder engine, non-adjustable suspension (except rear preload) with 150mm of travel front and rear, switchable ABS and traction control, a USB charging port, and Metzeler Karoo Street tyres.

Compared with its competition, the Scrambler 400 XC is expensive. Other brands, including KTM, Royal Enfield and Harley-Davidson, offer cheaper alternatives, while KTM's 390 range in particular generally offers stronger specification, more technology and better value on paper.

The roads around Marysville are fast and twisty, and you'd think an environment like that would expose a 398cc single-cylinder motorcycle weighing 186kg fully fuelled.

Fortunately, that wasn't the case.

The 400 XC is refreshingly lively and eager, with smooth, linear acceleration and impressive mid-range punch. I don't have to tell you this bike isn't the Concorde, but it hits a sweet spot for the learner market.

The mid-range is where the engine really shines, with around 6000rpm appearing to be the sweet spot for a bit of fun through the twisties.

Torque drops away noticeably after its 6500rpm peak, and highway performance is manageable rather than effortless. Keep it in that mid-range, though, and the 398cc single is more than enough for learners while still being entertaining for experienced riders.

Handling is equally impressive, with the bike carving through corners confidently and predictably. It never feels overly heavy and offers enough agility to tackle city streets and country backroads with relative ease.

The ergonomics and chassis geometry provide a comfortable, upright riding position, while the 835mm seat height should be accessible for a broad range of learner riders.

The suspension is non-adjustable, apart from rear preload, but I found it satisfactory. I'm probably well above the recommended rider weight, though, so lighter riders may find it on the firm side.

Despite the Scrambler name, it would be a stretch to call this bike dirt-friendly. However, thanks to its spoked wheels and dual-purpose tyres, the occasional gravel road isn't an issue. Our group made brisk progress along a winding fire trail and, bigger potholes, ruts and jumps aside, the bike felt solid and stable.

The tyres proved to be the biggest limitation off-road, as evidenced by my spectacular hero-to-zero slide (pictured below) in front of the cameras and a very amused crowd. Yes, the traction control was switched off. And yes, my ego took a hit.

Never show off for the camera. Never.

Despite the bike hitting the deck, there was only minor damage. It's a tough machine that won't destroy your bank account if you drop it.

The brakes were a little on the soft side and required a firm squeeze to get the bike stopped. A gentle initial bite is a good thing for learners who might be prone to grabbing a fistful at the wrong moment, but I didn't find the setup especially confidence-inspiring.

My only other issue with the Scrambler 400 XC is its value proposition, which I touched on earlier.

There's no TFT display, no lean-sensitive ABS or traction control, no riding modes, no smartphone connectivity, no cruise control, and no quickshifter — not even as an option.

The cheaper KTM 390 Adventure R offers most of those features as standard, with only the quickshifter remaining optional.

It's true that you don't necessarily need any of those features on a 29kW learner motorcycle, but at $11,490 the Triumph is among the most expensive bikes in its class while offering little additional value beyond its retro charm.

That becomes even harder to justify when you consider it also has lower-spec suspension and less power and torque than comparable KTM models.

In many ways, a better comparison is Royal Enfield's 350 range, which tops out at $8890 ride-away. Even the more sophisticated Guerrilla 450 and Himalayan 450 remain below $9190 ride-away.

None of this is to say the Scrambler 400 XC is a bad motorcycle – far from it. It's an excellent learner bike.

But it would be even more compelling if it were around $2000 cheaper.

Price aside, it's hard not to find the Scrambler 400 XC endearing. It delivers genuine retro scrambler styling, backed by a strong engine and chassis package and a respectable level of equipment.

However, it would be remiss of me not to mention that several bikes in this class offer significantly better value.

The original Scrambler 400 X launched at $9990 ride-away (it's now $10,250), and that felt like a fair asking price. At $11,490, the XC's shortcomings are brought into much sharper focus.

Ultimately, it comes down to style and desirability.

There really aren't many other bikes in the segment – aside from the Scrambler 400 X itself – that offer this old-school scrambler aesthetic. And the Triumph badge carries a certain amount of street cred.

If you're happy to pay the premium and aren't particularly fussed about technology or extra creature comforts, this is a very cool machine to have in your shed.

ENGINE
Type: Liquid-cooled, four-stroke single-cylinder
Capacity: 398cc
Bore x stroke: 89mm x 64mm
Compression: 12:1
Engine management: Bosch EFI with electronic throttle control

PERFORMANCE
Claimed maximum power: 39.5hp (29.4kW) at 8000rpm
Claimed maximum torque: 37.5Nm at 6500rpm

TRANSMISSION
Type: Six-speed
Final drive: X-ring chain
Clutch: Wet, multi-plate, slip

CHASSIS AND RUNNING GEAR
Frame: Hybrid spine/perimeter, tubular steel, bolt-on rear subframe
Front suspension: 43mm upside down Big Piston fork, 150mm travel
Rear suspension: Gas monoshock RSU with external reservoir and pre-load adjustment, 150mm travel
Front brakes: Single 320mm disc, four-piston radial caliper, ABS
Rear brake: Single 230mm disc, single-piston floating caliper, ABS
Tyres: 19/17-inch wheels with Metzeler Karoo 4 tires

DIMENSIONS AND CAPACITIES
Claimed wet weight: 186kg
Seat height: 835mm
Wheelbase: 1418mm
Fuel capacity: 13 litres 

OTHER STUFF
Price: From $11,490 ride away (+$200 for Racing Yellow or Storm Grey)
Warranty: 24 months, unlimited kilometres