Triumph’s Speed T4 stands as the most affordable product from the British manufacturer and undercuts the relatively affordable Speed 400. The Speed T4 is based on the Speed 400 but gets a few changes such as a reworked engine, conventional front fork and organic pads. Here are three reasons to consider the T4 and two to skip.
3 reasons to buy the Triumph Speed T4
Relaxed, torque-rich motor
At its core, the Speed T4 continues with the 398cc engine from the Speed 400, albeit in a milder state of tune. In performance tests, it trailed the Speed 400 by under two seconds, while in-gear acceleration numbers showed only a negligible difference, separated by mere milliseconds—an outcome aided by its broader torque delivery. While it doesn’t spin up with the same urgency as the Speed 400, the motor stands out for its tractability, smooth throttle response and a more relaxed power curve that suits stop-start conditions with ease. The real advantage lies in usability—power is accessible across a wider range, and top-gear flexibility is impressive, with sixth gear pulling cleanly from 60kph and holding 60kph (indicated) without protest.
Bassy exhaust
The Speed T4 gets an exhaust with a deeper note, marking a clear departure from the sharper, higher-pitched tone of the Speed 400. Where the 400 has a noticeably brappier sound at higher rpm, the T4’s output sits lower on the frequency scale, lending it a calmer, more traditional acoustic. This change in exhaust character also aligns it more closely with its modern-classic positioning.
Improved fuel efficiency
Fuel efficiency sees a healthy bump. In our tests, the Speed T4 returned around 38kpl on the highway and 32kpl in the city, placing it in the same ballpark as several rival offerings in the segment.
What community is saying on the Speed T4?
2 reasons to skip the Triumph Speed T4
Ride quality over large potholes
To meet a tighter price point, Triumph switched from the USD fork on the Speed 400 to a conventional telescopic fork on the T4. The suspension remained compliant during typical road use at urban and highway speeds, but sharper impacts from larger potholes and broken patches revealed a softer-than-ideal base tune. Increasing rear preload helped add support for heavier riders, or when riding with a pillion.
Brakes lack feedback
Triumph moved to an axial brake caliper and more cost-efficient organic brake pads on the T4. In testing, the braking performance itself stayed comparable to that of the Speed 400, but the setup lacked the initial bite and lever feedback found on sharper-feeling brake systems. The reduced feel at the lever meant less braking feedback for the rider, even though outright stopping numbers didn’t show a major drop.
Vishal Venugopal
Stephen Raj Antony
.jpg?w=728&q=75&fm=auto "Royal Enfield Interceptor 650")
