A new cafe racer is a rare occasion. The Indian audience has never quite fallen head over heels for cafe racers — because despite their head-turning looks, they’re the very opposite of practical, with an aggressive, committed riding stance and a price tag that usually sits out of reach for most. It’s a niche segment, but Triumph is looking to change that. Determined to spark a cafe racer revolution among Indian riders, it has rolled out the all-new Thruxton 400. Priced at ₹2.74 lakh (ex-showroom), it’s the most accessible ticket into the café racer world — and it also comes with a few thoughtful tweaks to match its sporty, retro charm. In fact, it’s the most powerful bike in the 400cc lineup, features revised suspension, and gets a few design details that true cafe racer aficionados will certainly appreciate.
A cafe racer is all about styling — more than anything else — and the Thruxton 400 is easily one of the most eye-catching bikes you can buy in the country today. It features a semi-fairing up front that extends all the way to the fuel tank, complete with a bubble visor and lower clip-on handlebars. The fuel tank itself is slimmer, longer, and comes with a Monza-style fuel cap which is a neat touch. To complete that OG cafe racer look, the bike gets bar-end rear-view mirrors and a single-piece seat with a removable cowl as standard. Then, there’s Thruxton 400 badging on both side panels, and the tail section that’s noticeably slimmer thanks to a revised rear subframe. As a result, it also features a smaller tail-light. To complement the rounded tail, there’s a matching rounded grab rail as well. The bike rides on 17-inch wheels at both ends, shod with Apollo Alpha tyres, while MRF rubber is available as an option. It gets an upswept exhaust, like the Speed 400, but there’s one visual element that feels like a missed opportunity: the absence of a golden upside-down front fork. Think of the Thruxton 1200, and chances are the first thing that pops into your head is that iconic golden USD fork — it’s practically the bike’s calling card. Including that here would’ve elevated the 400’s visual drama even further. But even as is, I personally like the way the Thruxton looks.
On the features front, the Thruxton 400 carries over everything the Speed 400 offers — including an all-LED lighting setup, a semi-digital instrument console, and even a handy USB charging port. Where it goes a step further is in the accessories department. Triumph offers a comprehensive catalogue of add-ons for the Thruxton, including a roll bag that mounts in place of the rear seat cowl, bullet-style turn indicators, a quilted seat, engine and radiator guards, tank pads, and even a mud splash protection kit that extends the mudguards for better coverage.
The first thing you notice once astride the Thruxton 400 — and as expected — is the aggressive riding posture, courtesy of the low-slung clip-ons and rear-set footpegs. Riders graduating from machines like the Yamaha R15 or KTM RC125 will feel right at home. But if you're coming from a bike with a more upright setup, there’s a definite period of adjustment. It’s not uncomfortable per se, but it does demand a bit more from the rider. Your wrists will feel it — no surprises there. Squeeze the tank harder with your legs and it helps, but that just means you’re working more muscles to stay comfortable. The wider seat though, is nicely cushioned and with a 795mm height, it’s the lowest of any of the Triumph 400s, so even short riders can easily flat foot on this bike. It has a 183kg kerb weight, which is 4kg heavier than the Speed 400. Off the line, the added weight is hardly noticeable. What’s noticeable though is the lighter clutch and the well-calibrated ride-by-wire throttle.
While the Thruxton 400 uses the same suspension hardware as its siblings, both the 43mm USD fork and rear monoshock now feature 10mm of additional travel. The front fork has also been revised to accommodate the extra weight introduced by the fairing and those other elements. The Thruxton 400 does ride on the firmer side, but surprisingly, it manages to round off sharp bumps and rough patches quite well. It’s definitely not as supple as the Speed or the Scrambler, but it’s also not as harsh as you'd expect from a bike with such a committed setup. Where the Thruxton really shines, though, is in its handling. It has a sharper rake, and a 10mm shorter wheelbase. It feels incredibly flickable, holds a line through corners with impressive poise, and is a boon in the twisties. The Apollo Alpha H1 tyres offer excellent grip, adding to the bike’s confidence-inspiring character. In fact, I’m pretty sure that it will be a hoot to ride on a racetrack.
Powering the Thruxton 400 is the familiar 398cc TR-Series, liquid-cooled, single-cylinder engine that also does duty on other Triumph 400s. But here, it’s been tuned to its most powerful state yet — producing 41.4bhp at 9,000rpm and 37.5Nm of torque at 7,500rpm. The redline has also been raised by 1,000rpm, now topping out at 10,200rpm, which gives the Thruxton noticeably better top-end performance. As a result, it doesn’t have the same strong low-end grunt as the Speed 400. That said, don’t get me wrong — this engine still remains highly tractable. It picks up pace surprisingly well, even if you’re a gear too high while cruising at city speeds. And when you're out on the highway, quick overtakes are also dispatched without breaking a sweat. The top-end is sweet and complements the bike’s dynamic character beautifully. However, what the engine really needs is better refinement at higher revs. Once you cross the 8000rpm mark, things start to get noticeably buzzy, with vibrations creeping in through the handlebars and footpegs — and it’s far from comfortable. In fact, the vibes are intrusive enough that I often found myself short-shifting, just to avoid the unpleasant sensation altogether. And that’s a shame, because it revs beautifully, with a surge of increasing power, all the way to the other end of the tacho. To give it longer gearing, the Thruxton 400 gets a smaller 43-tooth rear sprocket instead of the 45-tooth unit seen on its siblings. Why? To help it hit 161kmph (100mph) — a nod to the classic “ton” that cafe racers once aimed for.
Braking duties on the Thruxton 400 are handled by a 300mm disc up front, paired with a four-piston radial caliper and sintered brake pads. At the rear, there’s a 230mm disc. The setup does a respectable job of shedding speed, especially under hard braking. However, the front could do with a bit more initial bite to better match the bike’s spirited riding nature. The sintered pads do improve as they get some heat into them, but even then, the feel at the lever could be sharper and more immediate.
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The Thruxton 400 isn’t a bike for everyone — and that’s precisely what makes it so appealing. This is a heart-first kind of motorcycle, aimed at riders who appreciate the artistry of cafe racer design, and who are happy to sacrifice a bit of everyday convenience for something that stirs emotions. It handles well, goes quick enough, and carves corners with finesse. But more importantly, it tugs at your heartstrings. It’s the kind of bike that’ll have you stealing second glances in the garage, and taking the long way home — just because you can. There are a few compromises, yes. But those who want a cafe racer, and connect with its ethos, already know what they’re signing up for. And for that audience, the Thruxton 400 won’t disappoint. It will be a satisfying choice.
