Triumph Speed T4 Review: Better Deal Than Speed 400?

When Triumph launched their first 400cc bikes, the Speed 400 and the Scrambler 400X, people were not exactly sure how this premium brand would fare in the segment. I too was in the same boat. However, having had the pleasure of riding both motorcycles last year, I could not stop gushing over them and recommending them to my friends. The Speed 400 came first and I was genuinely excited by a motorcycle in a long while. So, just a few days before penning this article, I was at a Triumph launch event where they introduced another machine in the same segment, the Speed T4. It is not a variant of the Speed 400, but rather a new avatar which shares a lot of components and aesthetics of the former. Once again, I was a little apprehensive about what Triumph was offering and so I got onto the saddle with a lot of questions that needed answering. 

Triumph Speed T4 Review: Design and styling

The T4 looks nearly identical to the Speed 400 which can both be a good and a bad thing. You see, I for one, really liked how the Speed looked and I really like the T4 too. It has the same proportions for the most part and the same design language. The headlamp, instrument cluster and tail lamp are the same. The difference can be seen in the graphics on the tank and the side. Also, Triumph has gone for a blacked-out finish for the frame, handlebar, exhaust and some other parts. The only thing I did not like is how the rear tyre is slimmer and that can kind of ruin the look from behind. The upside of the new tyres is that the ground clearance has gone up to 170 mm which is always welcome. You do not get an aluminium handlebar, rather it is steel and the mirrors too, are conventional ones but they do provide good visibility. Overall, the weight has gone up to 180kg which is not a big jump and not something you will notice.

Now, Triumph wants the T4 to dig into the classic motorcycle segment. The trouble is, that one of the attributes that people in that segment look out for is a certain design scheme. Low-slung, retro and heavy-looking machinery to invoke a sense of nostalgia. And you do not get those qualities with the T4. So, I doubt that Triumph will be able to lure any customers in the segment based on the looks. The aforementioned blacked-out parts are also somewhat in contrast to the shiny and chrome-heavy cruisers that are on sale. And the slimmer rear tyre makes the bike look a bit scrawny in comparison to the bulky bikes it wants to take on.

Despite all the changes, I am happy to report that the quality levels are almost as good as we have come to expect of Triumph which gets a thumbs up from my side. Yes, there are still a few weld marks and gaps visible in the frame section below the seat but most of the visible surfaces look good.

Triumph Speed T4 Review: Engine & Gearbox

One of the major changes in the T4 is the engine. Yes, you are getting the same 398cc, single-cylinder, TR series unit but Triumph has reworked the internals and mapping. As a result, the T4 produces 9bhp and 1.5Nm less, compared to the Speed 400. As for the tuning, Triumph has made it so that the maximum amount of torque is delivered early on. The company claims that you get 85% of the torque at 2500 rpm. The idea is to make an easy-going motorcycle that can be used for city and highway cruising. This actually works out very well in the favour of the T4. The abundance of torque low down masks the lack of punch that it has compared to the Speed 400. I did notice a bit more resistance from the engine and the acceleration dip after 80km/h was more than the you see on the original 400. However, the T4 can cruise comfortably at 100km/h. It even runs a few hundred rpm less at that speed but there is no appreciable difference in the vibrations. It feels very much like the Speed 400 in that regard. Despite the drop in power and torque figures, it is way higher than the cruisers it is competing against. You will have no problem going through city traffic even with a pillion on board.

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The 6-speed gearbox retains the slip and assist clutch and is just as good and crisp to shift. An upside of the torquey engine is supposed to be fewer gear shifts but I did not find a huge difference between the Speed 400 and this in that aspect. In fact, while going up the gears, I found the gearing to be quite short. But once I was up to the third or fourth gear, the bike felt rather happy to stay in those gears even when I dipped down to 30-35km/h. 

Triumph Speed T4 Review: Other Changes

An upside of the new tune and reduced power figure is a claimed 10% increase in fuel efficiency but in my limited running, I was not able to verify the same. Triumph claims a figure of 30km/l but I observed a figure of 26. I suspect that more relaxed riding would inch you closer to the claimed figure. But that is still a 10% increase in efficiency for a 22% reduction in power and I am not convinced it is a great tradeoff. Regardless, I do not think that efficiency alone is going to make a significant impact on your buying decision since the difference is very small. 

You are no longer getting ride by wire but that is something you do not notice in everyday riding. Triumph has calibrated things well enough that if I did not tell you about the change and asked you to ride the bike, you would not have noticed the difference. A bigger omission is the lack of traction control (TC). Now, I do not see the need of TC in a bike that produces less than 40bhp but some people, who are not as experienced might beg to differ. Triumph has made some changes to the airbox and throttle body in order to give the T4 a more bass-heavy sound. It does sound a bit more deep and you notice that when the bike is idling or trundling at lower speeds. 

Triumph Speed T4 Review: Ride & handling

Another significant visual and functional change in the T4 is the replacement of USD front forks with conventional telescopic units. These are still beefy 43mm units and I actually liked how they performed. They are better at absorbing the harsh bumps often encountered on city roads and can take more beating and not unsettle the bike. However, the rear suspension did not get the same memo because it is hard as hell! So, if you go over potholes at medium to high speeds, let's just say your bottom would not be too chuffed about the experience. Triumph told us that they had retuned the rear suspension for the T4 but it looks like there still is room for improvement. Things did not improve even with a pillion on board. As for the handling, I did not notice a major change despite the bike having a slightly longer wheelbase and different front suspension. It is still nimble and can scythe through traffic.

Coming to the tyres, you get MRF rubber at both ends and the rear is a 140-section tyre, as compared to the 150 on the Speed. Also, these are not radial tyres. Thankfully, in city riding, these tyres do not feel too bad. And since they are bias tyres, they should last a little bit longer too. The front and rear disc brake size remains the same too and they are aided by dual-channel ABS. The change is in the calliper and brake pads. You get floating calipers with organice brake pads, instead of sintered pads. However, on the road, the braking performance is still good. The front brake has a sharp initial bite but the rear lacks the same stopping power. While you can rely on the front to bring you to a halt in time, I cannot say the same for the rear.

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Triumph Speed T4 Review: Verdict

Priced at Rs 2.17 lakh (ex-showroom), the new Speed T4 is Rs 23,000 less than the new MY25 Speed 400. Now, on paper, you are sacrificing a lot of little things here and there for a mere 10-11% savings. However, the T4 in itself is a really solid bike. Its major problem is the existence of the Speed 400 which does everything better for not a lot more. If it were up to me, I would just pick the 400. The T4 reminds me of the Trident 660 which had a somewhat similar problem back in the day - a good motorcycle in isolation but the moment you introduce other Triumph offerings, things do not look so bright. And if I were in the market for a comfy cruiser with a certain aesthetic, I would just go with the more conventional options rather than a neo-retro machine like the T4. Had the T4 been priced more aggressively, Triumph would have made a great case for it. In the end, I think Triumph is a victim of their own success and perhaps that is not such a bad problem to have.