Triumph Speed T4

Triumph’s Speed T4 stands as the most affordable product from the British manufacturer and undercuts the relatively affordable Speed 400. This iteration arrives just a year after introducing the Bajaj-Triumph 400 platform, owing to its origins as a development-stage variant. It does beg the question if one should consider the Speed T4 over the Speed 400, given that they’re separated by less than Rs 25,000. Surprisingly, I’ve come to prefer the Speed T4 in a lot of ways.

While the overall silhouette remains the same, very little of the design has changed, and it would be hard to tell the two apart at a glance. The easiest giveaways are the graphics and front fork, which is now telescopic and not finished in gold. 

Unique graphics for the T4, but could use more vibrant colours.

Furthermore, the handlebar, headlamp mount, and footpeg holders aren’t made of aluminium; instead, they are made of steel. Triumph has also excluded the Speed’s adjustable levers and engine immobiliser.

A legible speedo with an illegible, tedious-to-read rev counter.

You do get the same semi-analogue speedo and switchgear, but you miss out on features like ride-by-wire and traction control. While overall quality levels are good, it lacks some of the higher-quality parts found on the Speed 400. Regardless, the Speed T4 is a handsome-looking motorcycle despite appearing slightly less premium in comparison. 

The T4 offers an upright and comfortable riding posture, making it well-suited for city commutes. However, a noticeable increase in seat height due to different tyres may make it less accessible for riders under 5’8”.

The seat is now narrower but still well-cushioned and supportive.

Triumph has addressed this by narrowing the seat near the tank, aiding shorter riders in flat-footing the bike. However, it comes at the cost of comfort to some degree, and one will notice the lower levels of support on longer journeys.

To keep costs in check, Triumph has downgraded the T4’s suspension from a USD fork to a telescopic fork, along with cost-effective MRF bias-ply tyres. Given the more relaxed nature of the bike, neither come across as noticeably poor compromises. The tyres are good enough, and the suspension feels comfortable in most circumstances, although hard hits in bigger potholes do make the suspension feel a bit soft.

The T4 is agile, but it’s not a bike you buy for aggressive riding.

Heavier-set riders will benefit from adding some preload at the rear. Interestingly, Triumph says it has reworked the steering geometry and tuned the suspension to mimic the Speed 400’s ride dynamics. The T4 retains nimbleness despite a longer wheelbase, making it well-suited for relaxed urban riding. The overall setup is satisfactory for its intended audience.

Taller tyres perform quite well but increase the overall seat height.

Triumph has moved to an axial caliper and organic brake pads, which are more affordable but, in our test, can perform on par with the Speed 400’s braking performance. My issue is not with the braking performance, but instead with the lack of bite and feedback from these brakes.

At its heart, the Speed T4 retains the 398cc engine from the Speed 400 but with notable changes. Power has dropped from 40hp to 31hp, accompanied by a slight reduction in torque to 36Nm.

Punchy motor has a wide torque band and is quite efficient.

Key changes include a smaller throttle body, revised camshafts, a redesigned airbox, and a 31 percent increase in crank inertia. While this may sound disappointing on paper, the Speed T4 was less than 2 seconds slower in our tests than the Speed 400. More importantly, the in-gear acceleration figures were only milliseconds apart, owing to the wider spread of torque. The T4’s motor may not be as quick-revving as the Speed 400, but it impresses with its more relaxed, torque-rich riding experience.

Bassy exhaust sounds great but could use a better-looking finish.

It’s in the concrete jungle where the engine’s mellow nature shines. The wide torque band and smoother throttle allow for effortless manoeuvrability, with the sixth gear comfortably holding as low as 60kph. The overall experience feels smoother, the exhaust sounds bassy, and this comes a lot closer to what you’d come to expect from a modern classic. Fuel efficiency, too, has gone up, and in our test, the T4 managed to get about 38kpl on the highway and 32kpl in the city, which would put it on par with some of its rivals. By the end of my time with the T4, I found myself preferring its motor over the more expensive Speed 400.

The Speed T4 is a lovely machine that perfectly embodies the modern classic experience on a budget. It might lack some of the Speed 400’s premium features and outright performance, but it offers a more subdued, approachable and cost-effective alternative.

Good looking headlamp that offers adequate levels of illumination.

Its relaxed engine, refined throttle response, and urban-friendly demeanour make it a compelling choice, especially for those prioritising ease-of-use over raw performance. While the Speed 400 presents even better value, the Speed T4 is quite a different proposition, and its relaxed nature makes it quite an appealing alternative as well as a good rival to the likes of  Hero’s Mavrick 440 or even the Royal Enfield Classic 350.