2025 Triumph Scrambler 400 XC Review

The 2025 Triumph Scrambler 400 XC seems made for touring New Zealand’s often unpredictable roading network. So is it indeed excellent?

There’s something oddly fitting about taking a bike called the Scrambler 400 XC (and a LAMS approved one at that) through the backroads of SH16 north of Auckland. Our route toward Wellsford served up everything from sun-baked tarmac to surprise gravel patches, chewed-up corners and the kind of potholes that make ACC nervous. In other words; perfect testing grounds for a machine promising classic Triumph charm with actual everyday usability.  

Coming off my own Kawasaki ZX-4RR, my riding life has revolved around engines that only come alive at 10,000rpm and a chassis that demands commitment. The Triumph Scrambler 400 XC is not that bike. And thank God for it. From the moment I thumbed the starter, I realised this test ride would be less about speed and more about rediscovering the joy of simply riding. 

We set off under blue skies and a light breeze, the perfect excuse to spend a few solid hours exploring some of Auckland’s best (and worst) roading conditions. SH16 is famously spectacular until it isn’t, offering long sweeping bends, tight radius corners, patchy gravel roadworks, and the kind of random surface changes that make sportbikes wince. If a motorcycle can survive SH16, it can survive anywhere.

Punchy little single

The 398cc single-cylinder engine is the heart of this bike, and while it’s not rewriting physics with its sub-40 horsepower, it does a stellar job with what it has. The torque is the standout; linear, predictable and immediate. After years of living in high-rev land, the simple pleasure of “twist equals go” was refreshing. That said, it doesn’t like being lugged under 4000rpm. Around town or in stop-start traffic, there’s definite judder and a touch of lumpiness that clears only once the revs are allowed to rise. But on the open road, singing through the mid and upper ranges, the Scrambler feels happy and enthusiastic.  

Does it run out of breath? Absolutely. This isn’t a land-speed-record seeker. But at 100km/h it purrs along comfortably, without the frantic buzzing that small singles can suffer from. There’s enough in reserve for confident overtakes, and while it’s a vibey engine, it’s never unpleasant. The exhaust note is a thumpy little soundtrack that suits the bike well, though I wouldn’t complain if Triumph let it speak up a little more. Blame emissions for that one.  

Dynamics Surprise

Taking an “XC” machine shod with Metzeler Karoo dual-purpose tyres into a day of sportbike-pace backroad twisting seems questionable. But by the second corner I realised the joke was entirely mine. Once I stopped trying to ride it like a ZX-4RR and started tapping into my dirtbike instincts, elbows up, body relaxed, the Scrambler 400 XC absolutely came alive.  

It’s nimble, willing and surprisingly intuitive. The soft suspension is actually a perk on roads like SH16. Potholes disappeared under the front wheel without drama. Mid-corner bumps were shrugged at. And unlike the lads on sportsbikes who were loudly complaining about their destroyed lower backs, I was downright comfortable.  

On gravel, the Karoo tyres hooked up better than expected. The chassis felt settled, the front end didn’t push, and the bike’s light, upright nature made those surprise roadwork sections a non-event. Impressive stuff for a machine that’s still very much a road-biased scrambler.  

If there’s one area where the Scrambler 400 XC left me wanting, it’s the brakes. The front is far from grabby, and more than once I rolled into a corner thinking, “ah… interesting. We are not stopping at the rate I predicted.” The rear is usable, but overall stopping performance is on the gentle side.  

After a few hours I adjusted, leaning on engine braking and planning deceleration earlier, which actually made for a smooth, flowy riding style. But riders changing from a modern sportbike, or anything with a sharper initial bite, will need an adaptation period.  

ABS behaved perfectly. I only triggered it on gravel, and even then it wasn’t intrusive. Near the end of the ride we discovered the “Off-Road” mode hiding in the dash menu, which removes ABS intervention and makes slow-speed grass and roadside detours feel more natural.  

Everyday Comfort

Seat height was my main concern. At 5ft2, my world is not built for tall adventure-leaning motorcycles. I wore my Doc Marten-spec boots for peace of mind, but to Triumph’s credit, the bike was easier to manage at low speeds than expected. The weight is well balanced, the steering is friendly, and every planned “foot down moment” was uneventful.  

The seat itself is spectacularly comfortable. I rode for hours without a single ache, and standing over rolling speed bumps felt like second nature… something no sportbike rider has ever said.  

Triumph keeps the tech simple. The dash is… basic. There’s a large analogue speedo paired with a small LCD panel that requires a moment of mental translation. I missed having a digital speedo and struggled not to feel like I’d been teleported back to a 2005 commuter bike. But everything works, everything is clear, and sometimes simplicity is reliability.  

The gearbox is effective and the clutch is light, smooth and easy to modulate. The six-speed gearbox behaved perfectly and never once delivered a false neutral.  

Ironically, despite having an Aprilia RSV4 riding with us, most people on our travels kept asking about the Scrambler. Maybe it was the contrast of a classic-styled single among superbikes, maybe the white paint scheme popped in the sun, or maybe Triumph just nailed the styling. Either way, it turned heads. 

Fuel consumption matched the brochure’s claim at 3.8L/100km, which is rare. It never got hot, even when wrung out. It’s comfortable, effortless, and feels built for both commuting and long, scenic rides. More than once on comms we joked about all buying one and taking them to the South Island for a proper adventure. Honestly? I’d do it in a heartbeat.  

Compared to bikes like the Ninja 400 or Aprilia RS457, the Scrambler is slower off the mark, but that’s not the point. You pick the Triumph because it makes every section of the journey enjoyable, whether it’s tarmac, gravel, grass, or one of New Zealand’s infamous “temporary” roadworks.  

Makes Riding Fun Again

The Triumph Scrambler 400 XC isn’t here to race or intimidate. It’s here to be ridden, properly, joyfully, and without worrying about what surface the road becomes next. It’s comfortable, capable, and charming in a way that’s hard to articulate until you’ve spent a day with it. If Triumph ever wants to supply a few for a ferry trip south for some proper adventure riding, consider this my formal application.  

It’s not perfect, those brakes need more bite, and the dash could use modernising, but the Scrambler 400 XC delivers exactly what it promises: a genuinely enjoyable, confidence-inspiring machine that will take you from A to B, even when New Zealand’s roads have other plans.  

Triumph Scrambler 400 XC

$10,995
0-100 km/h 7.3s
Engine Capacity  398cc
Format  Liquid-cooled / fuel-injected / single
Max power  29.4kW@8000rpm
Max torque  37.5Nm@6500rpm
Cylinder head  DOHC / 4v
Gearbox  6-speed
Drivetrain  Chain final drive
Suspension front  43mm USD forks, unadjustable
Suspension rear  Monoshock, Preload adjustable
Brakes front  Four-piston calipers, 320mm disc
Brakes rear  Single-piston, 230mm disc
Safety systems  ABS
Tyre size  f-100/90ZR19, r-140/80ZR17
Wheelbase  1418mm
Seat height  835mm
Rake/trail  23.2° / 108mm
Fuel capacity  13L
Weight  186kg