Downsized bikes developed for new tax rules in India but could go global
New tax cutoffs in the world’s largest motorcycle market could reverberate through the global industry. India, where around 20 million bikes are sold every year, has introducted tax rates that create a sharp cliff edge at 350cc. Since 6 April, bikes with a capacity below that figure are subject to 18 per cent GST, down from 28 per cent, while everything above 350cc rises from 31 per cent to 40 per cent GST. That’s instantly given a big price advantage to bikes sliding under the 350cc mark while those that sit just above that capacity are penalised.
Triumph has been first off the mark, launching a range of 349cc singles in the Indian market based on its existing 398cc ‘400’ models. A new crankshaft drops the engine’s stroke from 64mm to 56.1mm, retaining the existing 89mm bore so there’s no need to change the pistons, valves and combustion chamber proportions, to achieve the reduced capacity. They keep their ‘400’ names despite the change, and there’s no visual clue to the smaller engine.
The performance reduction isn’t as substantial as you might imagine, with power for the Speed 400, Scrambler 400 X and Scrambler 400 XC dipping from 29.4kW at 8000rpm for the 398cc versions to 27.21kW (36.5hp) at a higher 8500rpm, while torque goes from 37.5Nm at 6500rpm to 32Nm at 7000rpm. The Tracker 400 and Thruxton 400, which make 30.89kW at 9000rpm in 398cc form along with 37.5Nm at 7500rpm, drop to 29.42kW (39.4hp) at 8750rpm and 32Nm at 7500rpm when switched to 349cc. The India-only Speed T4, a detuned version of the Speed 400 with lower-spec suspension, dips from 23kW at 7000rpm and 36Nm at 5000rpm to 21.33kW (28.6hp) at 7500rpm and 31Nm at 5500rpm.
Triumph’s 400s are made in India by Bajaj, of course, and the same company also now owns KTM and manufactures its ‘390’ range: the 399cc Duke 390 and Adventure 390, plus the RC390 that still uses the older-spec 373cc version of the engine. KTM, like Triumph, is rushing sub-350cc versions of its ‘390’ models to the market in India to suit the tax changes.
Rivals in the form of Royal Enfield’s 350cc air-cooled range, BSA’s Bantam 350, and Honda’s CB350 already slip below the 350cc mark, as do Yamaha’s MT-03 and R3, so they don’t need tweaking.
What does all that mean for customers outside India? In the immediate future nothing’s going to change: KTM and Triumph will keep selling the slightly larger models on international markets. But when the time comes for bigger model revamps or the introduction of all-new machines the sheer size of the Indian market and its new big increase in tax for bikes over 350cc means the focus in the budget, sub-400cc part of the market may shift towards 350cc globally to improve economies of scale and parts commonality.
Meanwhile, Triumph is already preparing the next machine in its ‘400’ range in the form of a new retro-style naked, potentially to be called Bonneville 400. Based around the engine from the existing line-up – so 398cc in most of the world, 349cc in India – it gets its own, standalone chassis design. While the current Speed, Scrambler, Tracker and Thruxton 400 all use the same frame, the Bonneville’s seat subframe and swingarm are altered to switch to a retro twin-shock set-up.
The Bonneville name is likely to be used, thanks to its strong recognition, but Triumph could revive a name associated with singles, like Cub, Trophy or Terrier.
