As the Triumph Scrambler 400 XC rolled onto that country trail, it looked every bit the retro-cool adventurer—with its wire-spoke rims, tall front fender, and classic silhouette. But there’s more to this “XC” than meets the eye, and not all of it is what seasoned scrambler fans expect.
Same Bike, Fancier Outfit
Hop on the Scrambler 400 XC and if you’ve ridden the 400 X, you’ll immediately get a sense of déjà vu. The 398cc engine, light clutch, and slick gearbox make it an easy, approachable machine. Handling is balanced and the ergonomics suit relaxed, upright cruising around town or on highways. Despite the new XC badge, the riding experience—seat, footpeg position, handlebar height, and overall feel—remains virtually unchanged from the standard 400 X.
What’s Actually Different?
- Tubeless Wire-Spoke Wheels: The headline upgrade. They deliver a more “authentic” scrambler look and improve durability off-road, with the added perk of easier puncture repairs. They do add 1.1kg to the weight and may soften out road undulations ever so slightly, but don’t expect a dramatic handling shift.
- Added Standard Kit: The XC brings as standard items like a body-coloured fly-screen, aluminium engine and sump guard, adjustable levers, tall/coloured front fender, and exclusive paint options (Racing Yellow, Vanilla White, Storm Grey). These elements dial up the visual appeal.
- Slightly Higher & Heavier: The XC sits 20mm taller in overall height, now at 1,189mm, and weighs 190kg (5kg heavier than the X). Of that, the wheels are the biggest culprit. Most riders won’t notice unless constantly swapping between the X and XC back-to-back.
Underneath: Still Road-Focused
Nothing mechanical has actually changed:
- The 398cc single-cylinder engine: 40PS @ 8,000rpm, 37.5Nm @ 6,500rpm — exactly as before. Still paired to a six-speed with slipper clutch.
- Suspension: 43mm USD fork up front, gas-charged preload-adjustable monoshock at the rear, still offering 150mm of travel at both ends.
- Tyres: Same MRFs as the X model. They’re fine on tarmac but don’t inspire much confidence when the going gets loose or muddy.
- Brakes: 320mm front disc and 230mm rear, with organic pads. Triumph’s reasoning for sticking with organic pads: avoiding too sharp a bite off-road. In reality, the brakes still feel a little vague and are a carry-over issue from the 400 X.
Is It the Off-Road Upgrade the XC Name Promises?
Not exactly. The Scrambler 400 XC nails the looks, but the hardware? That’s regular 400 X with a wardrobe change. One perk: the tubeless spoke wheels are tougher than alloys on rough terrain, and the added bash plate and fender help when trails get rocky. But the suspension, geometry, and tyres are strictly “scrambler-lite” — not a true ADV. If your idea of XC is hitting serious trails, you might feel let down; this is more about city chic than Dakar dreams.
Value: Buy XC or Dress Up Your X?
- Price: The XC costs around ₹2.94 lakh ex-showroom—₹27,000 more than the standard X.
- If you’re considering retrofitting your 400 X with XC wheels/accessories, get ready for a shock. The wheels alone cost upwards of ₹72,000, and Triumph won’t give warranty on them if fitted to a regular X. You’ll also need to swap to a Speed 400 brake rotor and update the ABS cable, taking the real-world upgrade cost near ₹80,000–85,000. For the money, just get the XC if that’s the spec you want.
- The only upgrades from XC worth considering for your X: adjustable levers and sump guard, which are useful and less costly.
Specs Snapshot
| Feature | Scrambler 400 XC | Scrambler 400 X |
|---|---|---|
| Engine | 398cc single/cyl. | 398cc single/cyl. |
| Power | 40PS @8,000rpm | 40PS @8,000rpm |
| Torque | 37.5Nm @6,500rpm | 37.5Nm @6,500rpm |
| Kerb Weight | 190kg | 185kg |
| Front Wheel | 19″, wire-spoke | 19″, alloy |
| Rear Wheel | 17″, wire-spoke | 17″, alloy |
| Brakes | 320/230mm disc, organic pads | 320/230mm disc, organic pads |
| Suspension Travel | 150mm (F/R) | 150mm (F/R) |
| Tyres | MRF Zapper Kurve | MRF Zapper Kurve |
| Colours | 3 (exclusive to XC) | 3 |
| Seat Height | 835mm | 835mm |
If you want a 400 X that turns even more heads at the café and you love the retro wire-spoke look—then the XC is for you. Its upgrades are mostly cosmetic, but when bundled together, the pricing does make sense versus kitting out an X yourself. But under the handsome exterior, it’s still the same friendly city and light-adventure Scrambler. Hardcore off-roading? Not really. Serious all-terrain? The hardware just isn’t there. But for most, that won’t matter—it’s a great-looking, super-approachable middleweight with classic vibes to spare.
