Same engine, yes. But test-riding the brand’s new 400s in Spain, I couldn’t believe how different they felt.

If you buy from a link, we may earn a commission. Learn more

As regular readers of GP’s motorcycle coverage probably know, I’ve become something of a small-displacement superfan of late.

This perspective has largely emerged from keeping tabs on new bikes across the globe, many of which rely more on top-notch engineering and design than huge power plants to impress.

Following those lines, I wrote pretty breathlessly about Triumph’s new Tracker 400 and Thruxton 400 when they were announced for the North American market back in December.

I was even more breathless when Triumph invited me to test-ride both bikes in Marbella, Spain — and surprised to discover that despite sharing an engine, their personalities could not be more distinct.

As these sweet new rides roll into dealerships, here are some quick first impressions that just might help you decide which is right for you.

Warming up

Before I really jump into it, I should note that while the two bikes share a 398cc liquid-cooled single-cylinder engine, it is tuned up from the one powering their predecessors in Triumph’s 400 series.

The new engines make 41.4 horsepower at 9,000 rpm and 27.7 ft-lbs of peak torque at 7,500 rpm. They also offer 80 percent of that torque beginning at 3,000 rpm, translating to plenty of punch throughout the six-speed gearbox.

That said, the global launch of the two bikes in Spain presented a golden opportunity to compare and contrast them.

Not only were the roads around Marbella loaded with tantalizing curves, but we media motorheads got to literally jump from one bike to the other and immediately feel the differences.

Thruxton 400: Welcome to sporty

The bike I rode all morning was the Thruxton, whose nameplate dates back more than six decades, paying tribute to Triumph bikes sweeping the podium at the Thruxton 500-mile endurance race in 1969.

I’ve had my eye on this beauty since it launched in India last August, thanks in large part to the neo-retro café racer styling, highlighted by a bubblicious fairing color-matched to the bullet seat cowl, low-riding clip-on bars and contoured teardrop tank.

The distinction from the Tracker isn’t all bolted on, however; the actual chassis is a bit different, with the Thruxton having a slightly longer wheelbase and rake and a shorter trail.

The Thruxton also has a slightly lower seat height of 31.3 inches and a higher curb weight of 388 pounds: two pretty dang approachable specs, relatively speaking.

From the moment I swung a leg over this bike, I could feel its desire to move, courtesy of the low bars and rear-set footpegs, ergos that placed my body in a forward-tilted, engaged riding position.

While that posture was not the most comfortable when we were getting out of the city to start the ride, it was still pretty relaxed when compared to more aggressive sport bikes.

I also found it was just about perfect once we picked up the pace, climbing seemingly endless curving mountain roads on our way to the lunch stop.

Tucking behind the fairing, I felt like I was one of those 1960s racers, shifting smoothly through the gears thanks to the torque assist clutch, leaning into turns and cranking the throttle when the rare straightaway section beckoned.

As delightfully retro as some of the aesthetics are, I was also thankful for the traction control and ABS, which bailed me out of a dodgy situation or two, when a rush of blood to the head had me hitting hairpin turns a bit too eagerly.

When the time came to switch bikes, I had gotten enough of a taste of this one to draw a solid conclusion: if you are looking to get into a sportier type of riding with loads of style and low risk of, you know, killing yourself, this bike is for you.

Tracker 400: Big boy BMX

As much as I love the look of the Thruxton, and the way it feels when you pin it, I have to say the first word that came to mind when I hopped onto the Tracker was “ahhhh.”

I was immediately transported back to my childhood, ripping around on a little BMX bike and dreaming of dust and glory.

The feeling goes beyond throwback flat track-inspired touches like the number plate and bold-face branding to the ergonomics, which are dictated by wide bars that immediately set you up in an upright, elbows-out position.

While it is engaged and aggressive in its own way, and the seat height is actually higher than the Thruxton’s at 31.7 inches, the overall feeling is one of relaxation, perhaps because it so effortlessly channels the dirt bikes I rode as a kid.

With a curb weight of 381.4 pounds, the Tracker is also a bit lighter than the Thruxton, translating to a level of agility that made it easy to flick around, as well as negotiate the many tight U-turns we made during photo passes.

Like the Thruxton, it can move too. On those tight winding roads, we often had very narrow windows to pass various four-wheeled vehicles, with others bearing down in the opposite direction.

Ripping the throttle to stay on the tail of Kelly, the excellent rider in front of me in the group, I found I could jump easily from, say, 50 to 60 miles per hour when needed.

While neither of these motorcycles is going to give you the bonkers top-end speed some bigger-engined models might offer, that is the real beauty of small-displacement bikes: they really don’t need to.

There is more than enough fun to be had ripping up urban environments and carving through two-lane twisties without trying to break your neck any records.

Speaking of fun, if you are looking for a joyful, comfortable ride that revives childhood bliss while adding the thrill of big boy bike shenanigans, you can probably guess which of these two equally compelling rides I would recommend.

Availability and pricing

The new Triumph Tracker 400 and Thruxton 400 are available now at authorized US dealerships. The Tracker starts at $5,995, and the Thruxton starts at $6,295.

2027 Triumph Tracker 400

• Starts at $5,995

2026 Triumph Thruxton 400

• Starts at $6,295

Now managing editor, Steve has served in a variety of roles with GP since 2019. Having previously written and edited for such publications as Men’s Health, Men’s Journal, Esquire and ESPN, he enjoys covering a range of topics — but mostly those pertaining to cycling, snow sports, pocket knives and motos — and dreams of a utopian world in which everyone’s bike seat is at the proper height.

Want to stay up to date on the latest product news and releases? Add Gear Patrol as a preferred source to ensure our independent journalism makes it to the top of your Google search results.