- The Scrambler 400XC adds visual polish and practical upgrades without changing the core riding experience.
- Tubeless spoked wheels, added protection and premium finishes elevate the XC over the standard 400X.
- On road, the 400XC remains playful, agile and accessible, with light gravel capability for adventurous riders.
For a $2,000 premium over the standard Scrambler 400X, Triumph now offers the XC version. But is it worth the extra coin? We went to find out.
I rode the Scrambler 400X when it launched in New Zealand back in 2024 and remember marvelling at just how excited we all were about a small-capacity, four-stroke motorcycle. It felt like a genuine turning point — the long-running “bigger is better” mentality finally giving way to lighter, more accessible machines that are just as much fun to ride.
The little Triumph was a perfect example. It appealed not only to newer riders but also to experienced motorcyclists looking for something simpler, lighter and less intimidating. And let’s not forget the price — affordable, yet still carrying decent technology and unmistakable Triumph styling.
The Scrambler 400X ticked a lot of boxes. It was compact, playful and happy to tackle a bit of gravel if required. On the road, it felt agile and flickable, with wide handlebars and a willing 400cc single that encouraged you to make the most of the six-speed gearbox. You’d hang onto the revs, play with the ratios and generally behave like a bit of a hooligan — all at sensible speeds.
At $8,995 + ORC, it represented strong value for a bike that carried the Triumph family look and decent quality kit. But it was missing a couple of elements — mainly in the visual and perceived-quality department. That’s where the new XC model steps in.
The XC doesn’t transform the Scrambler into an Erzberg-conquering adventure weapon, but it does add presence, detail and polish — the sort of upgrades that make you pause for an extra look when it’s parked in the shed or outside the local café.
Same Heart
Powering the Scrambler 400XC is the same engine used across Triumph’s 400 range: a 398cc liquid-cooled, DOHC, four-valve single producing 39.5hp at 8,000rpm and 37.5Nm at 6,500rpm.
As you’d expect from a small-capacity single, it likes to be revved to really get moving. The short first gear means the small digital tacho climbs quickly off the line, but click into second and the engine starts to find its stride. From around 5,000rpm upwards, it settles into its happy place.
At an indicated 100km/h in top gear, the revs sit right around that sweet spot, meaning you can roll on without needing to downshift. Keep the throttle pinned and the analogue speedo sweeps past 100km/h with reasonable enthusiasm, pushing on toward 120km/h before progress slows — although it’ll still creep into territory best avoided if the boys in blue are nearby.
Sound-wise, it’s hard to imagine a 400cc single ever being pleasant, yet Triumph has managed to give the XC a surprisingly characterful note from its twin exhausts. Even when worked hard, it avoids sounding like a sewing machine.
The overall riding experience made me almost forget I was on a small, competitively priced motorcycle. The ribbed saddle offers a quality perch, the wide bars feel natural, and the dash — a blend of analogue and LCD — looks classy. The XC adds a small flyscreen ahead of the instruments, while the white-and-black paint scheme, gold wheels and gold forks finish off a genuinely grown-up look.
“The Scrambler 400XC doesn’t change how the bike rides — it just makes you enjoy looking at it more. And sometimes, that’s reason enough.”
XC Extras
Along with the flyscreen, the XC brings several factory upgrades over the 400X, accounting for the $2,000 price difference.
Visually, the high-level front mudguard and aluminium bashplate play a big role in the adventure-scrambler aesthetic, while also offering genuine protection if you do venture off sealed roads. The handguards, headlight grille and Metzeler Karoo Street tyres are shared with the 400X.
The biggest upgrade, though, is the wheel setup. The XC gains side-laced spoked wheels with lightweight Excel aluminium rims, which not only look far better than the cast wheels of the 400X, but also allow the use of tubeless tyres — a huge plus.
Tubeless tyres are easier to repair roadside and tend to deflate more slowly in the event of a puncture. Add in the lower engine bars for extra protection and the XC clearly offers a more complete package.
On the Road and the Dirt
Cruising on highways and back roads, I was genuinely surprised by how capable the Scrambler 400XC felt. At 182cm tall, I didn’t feel cramped, and there looked to be enough room to comfortably add a pillion if needed. The upright riding position is relaxed enough that longer rides wouldn’t be a concern.
The wide handlebars and tubular steel chassis make the XC an absolute hoot on sealed roads. Despite their semi-block pattern, the Metzeler Karoo Street tyres offer plenty of grip, encouraging you to push harder than expected. The 43mm USD forks and rear monoshock are set up on the firmer side, but they handled my 100kg frame without protest — even when ridden more like a sporty naked than a scrambler.
With 150mm of travel at both ends, I expected the suspension to feel soft when pushed, but instead it remained composed and supportive.
Braking is handled by a single 320mm front disc with a four-piston radial caliper. Once the span-adjustable lever was dialled in (a welcome XC bonus), braking performance was adequate rather than outstanding. Adding rear brake helped scrub speed more effectively, but there was a slight lack of final bite when stopping aggressively.
Off the Beaten Track
Hitting gravel required just a few presses of the ‘I’ button to disable traction control and switch off rear ABS. Front ABS remains active — a smart setup for this class of bike.
On freshly chipped gravel, the wider 19-inch front wheel and firm suspension didn’t inspire the same confidence as the bike did on sealed roads, clearly highlighting where Triumph expects the XC to spend most of its time. And that’s fine — many scrambler-styled bikes are designed to look adventurous rather than live permanently off-road.
As the surface improved, confidence grew. Standing on the pegs made the XC feel almost toy-like beneath me, and it quickly became clear this would be an excellent introduction to gravel riding. The low 835mm seat height helps enormously, as does the ability to tailor the electronics for low-grip conditions.
With rear ABS disabled and front ABS providing a safety net, I soon found myself enjoying the playful nature of the XC — sliding the rear and flowing through turns. While you could push beyond basic gravel roads, that’s probably not where this bike truly belongs.
Is It Worth the Extra?
I enjoyed my time with the Scrambler 400XC more than I expected. It’s genuinely fun on the road, capable enough on gravel, and easy to enjoy without riding at licence-losing speeds.
The dash is clear, the USB-C port makes powering a phone or GPS easy, and the 13-litre tank combined with a claimed 3.8L/100km fuel consumption gives a theoretical range of over 300km — although in the real world I was looking for fuel closer to the high-200km mark.
There’s no getting around the fact that the XC costs $2,000 more than the 400X, and yes, you could do everything I did on the cheaper model. But if budget allows, I’d take the XC every time.
It looks better, feels more premium, and offers practical upgrades like tubeless spoked wheels and extra protection. Call me shallow, but the cast wheels of the 400X just don’t do it for me. The XC is the bike I’d be happier seeing in the shed each morning — and sometimes that matters more than outright logic.
Summary
The Triumph Scrambler 400XC builds on the fun, accessible nature of the 400X by adding premium visual upgrades, tubeless spoked wheels and extra protection. While performance remains unchanged, the XC delivers a more complete and polished package for riders willing to pay the extra.
Triumph Scrambler 400X vs 400XC – What’s the Difference?
| Feature | Scrambler 400X | Scrambler 400XC |
| Price (NZ) | $8,995 + ORC | $10,995 + ORC |
| Engine | 398cc single-cylinder | Same |
| Power & Torque | 39.5hp / 37.5Nm | Same |
| Wheels | Cast alloy | Side-laced spoked (Excel) |
| Tyres | Tubeless | Tubeless |
| Front Mudguard | Low-mounted | High-mounted |
| Bash Plate | No | Yes |
| Fly Screen | No | Yes |
| Lower Engine Bars | No | Yes |
| ABS / TC Modes | Same electronics | Same electronics |
| Weight (Wet) | Slightly lighter | Slightly heavier |
| Visual Appeal | Clean, simple | More premium, rugged |
Which One Should You Buy?
Choose the Scrambler 400X if:
- You want the most affordable entry into Triumph ownership
- You’re primarily riding on sealed roads
- Visual upgrades aren’t a priority
Choose the Scrambler 400XC if:
- You value premium finishes and added protection
- Tubeless spoked wheels matter to you
- You want the bike to look as good as it rides
- The extra $2k won’t stretch the budget
Triumph Scrambler 400XC Gallery
