expect ? In any case this is not the kind of riding new riders generally attain . And if you were to up-spec the suspension you ’ d have to up-spec the price , too – and to what end , to appease a few hotheads who should know better ? More importantly , you knew where you stood , the performance boundary – the edge – was well defined . Incidentally , the Speed is a classic roadster design , so you ’ ll not be surprised there ’ s minimal wind protection , after about 100km / h – and wearing a motocross helmet , not the best choice admittedly – you do have to counter the wind blast . Again , given the parameters of this kind of bike , totally understandable and acceptable .
SLOWER Swapping to the Scrambler was a surprisingly different experience . The 19-inch front wheel , the extended headstock , the longer wheelbase , the taller suspension , and the higher , wider handlebars all give a roomier accommodation
Triumph had chosen their test circuit well . The road into the hills above Valencia was very narrow and twisty – and undulating – one where the motor ’ s power was more than adequate . Of course , as with all launches , the pace was unnaturally brisk ( officer ) but at least this meant we reached the outer reaches of the 400s ’ performance envelope . On the Speed 400 , these roads were a delight , mostly tackled using the upper scales of 4th , 5th , 6th . Up and down , probably five times a minute as the hairpins came thick and fast . The Bybre brake caliper ( four-piston ) was pushed to its limit and while never strikingly strong was , all the same , up to the job . The engine meanwhile uncomplainingly soaked up the considerable abuse . Just possibly , the suspension could have been better for this , there was some pitching and the odd wallow , but nothing significant . Given a 170 / 179kg bike ( these 400s are not the lightest ) being hustled by a non-standard 90-kilo rider , pushing the non-adjustable 43mm fork ( nicely gold anodised ) and simple stepped-preload adjustable shock , honestly , what would you
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