Choose the Triumph Scrambler 400 X if light off-road ability, lower listed mass and a tall standing position matter most. Choose the Honda CL500 if a low seat, a larger parallel-twin engine and an easier feet-down position matter more. The Triumph has 150mm of front and rear suspension travel and weighs 179kg wet, while the Honda has a 790mm seat and a 471cc twin. Those figures point to different strengths, but they are catalog specifications rather than independent test results.
Country, model year and equipment can change specifications. In particular, Triumph quotes wet weight and Honda quotes kerb weight, so their listed masses are directional, not a controlled 12kg comparison.
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Triumph Scrambler 400 X vs Honda CL500: specifications
| Specification | Triumph Scrambler 400 X | Honda CL500 |
|---|---|---|
| Engine | 398.15cc liquid-cooled DOHC single-cylinder | 471cc liquid-cooled DOHC parallel twin |
| Published output | 39.5 HP (40 PS) at 8,000rpm; 37.5Nm (27.7lb-ft) at 6,500rpm | 34kW at 8,500rpm; 43.4Nm at 6,000rpm (Honda 2025 brochure) |
| Transmission/final drive | Six-speed gearbox; X-ring chain | Six-speed gearbox; chain drive |
| Seat height | 835mm | 790mm |
| Published weight | 179kg wet | 191kg kerb (2025 brochure) |
| Wheels | 19-inch front, 17-inch rear | 19-inch front, 17-inch rear |
| Suspension information | 150mm travel front and rear | 41mm fork and twin shocks; travel figure not stated in the cited brochure |
| Fuel capacity | 13 litres | 12.0 litres in Honda’s Australian technical sheet |
Engine character and everyday performance
Triumph: a compact single
The Scrambler 400 X uses a 398.15cc liquid-cooled single making 39.5 HP (40 PS) at 8,000rpm and 37.5Nm at 6,500rpm. Triumph describes a six-speed gearbox and slip-and-assist clutch. A single-cylinder layout gives the bike a different pulse and response character from Honda’s twin; how noticeable that feels at the bars requires a ride, not a specification sheet.
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The CL500’s 471cc liquid-cooled parallel twin is rated at 34kW at 8,500rpm and 43.4Nm at 6,000rpm in Honda’s 2025 brochure. That is a higher published torque figure than the Triumph’s, produced 500rpm earlier on the quoted specifications. The Honda also uses a six-speed gearbox and chain drive.
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Neither specification establishes acceleration, top speed, vibration, fuel economy or overtaking performance. Those depend on gearing, rider and conditions, and no independent measurements are provided here.
Seat height and rider accessibility
The Honda is the clear choice for a shorter inseam on paper: its 790mm seat is 45mm lower than the Triumph’s 835mm seat. Honda also describes the CL500’s riding position as natural, with a flat seat. That does not guarantee a particular rider will flat-foot it; seat width, suspension sag, boots and inseam all change the effective reach.
The Triumph’s taller seat creates a higher standing position, which can give more room to move when riding loose or uneven surfaces. Riders who are comfortable with one-foot stops can take advantage of its ground clearance and suspension specification, while others may need a test ride or an accessory lowering solution.
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Weight, balance and manoeuvring
Triumph lists 179kg wet. Honda’s 2025 brochure lists 191kg kerb. Because wet and kerb measurements can use different equipment and fluid conventions, the apparent 12kg Triumph advantage should not be treated as a laboratory result. It is still useful as a buying signal: the Triumph is the lighter number in the cited specifications, while the Honda puts the rider closer to the ground.
At walking pace, seat height and where each motorcycle carries its mass can matter more than a headline number. Compare both with fuel in the tank and, if possible, practise a turn, a hill start and a reverse manoeuvre before deciding.
Which is better off road?
Why the Triumph has the stronger paper case
- 150mm of front and rear suspension travel is explicitly listed.
- The 19-inch front and 17-inch rear wheel combination is suited to mixed-surface use.
- The taller standing position and wide handlebar are intended to support light off-road exploration.
- Its listed 179kg wet mass is lower than Honda’s 191kg kerb figure, although the bases differ.
What the Honda offers
The CL500 also uses 19-inch front and 17-inch rear wheels. Honda’s 2025 brochure specifically describes “Stability in both on and off-road environments,” but it does not provide a suspension-travel figure in the cited material. Its 790mm seat can make dab-and-recover moments easier for shorter riders.
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On the available evidence, the Triumph is the more convincing choice for gravel, broken lanes and other light off-road routes. That is a specification-based conclusion, not proof that it will be faster, more comfortable or more capable on a particular trail. Tire specification, ground clearance, protection and rider technique will decide how far either bike should be taken; neither model is established here as a technical enduro motorcycle.
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Both motorcycles share the same basic wheel sizes, so neither has an automatic advantage from diameter alone. The meaningful published difference is suspension travel: Triumph states 150mm at both ends, whereas the Honda material identifies a 41mm fork and twin shocks without stating travel. More travel can provide additional room for bumps, but damping quality, spring setup and tires are not measured in this comparison.
For mostly paved commuting, the Honda’s low seat may be the bigger practical benefit. For roads that regularly turn rough or unsealed, the Triumph’s longer-travel specification and standing ergonomics are more relevant.
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Fuel capacity and expected range
The Triumph carries 13 litres. Honda’s Australian technical sheet lists 12.0 litres for the CL500. That gives the Triumph a one-litre capacity advantage, but no comparable fuel-consumption figures are supplied, so a dependable range winner cannot be calculated. Actual distance between fuel stops will vary with speed, load, wind, terrain and market-specific tuning.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Price and availability
Triumph’s US page lists a starting price of $6,195, current as accessed on October 1, 2026. Honda’s comparable CL500 MSRP was not established in the cited material; check the Honda distributor in your country for the exact model year, destination charges, taxes and equipment.
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Dealer support can outweigh a small specification difference. Before buying, compare the nearest authorised dealers, service booking lead times, parts availability and roadside support for the market where you will register the motorcycle. Do not assume US pricing or equipment applies elsewhere.
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Ownership details that apply to both
Both motorcycles use chain final drive. A chain-cleaning and lubrication kit is therefore a sensible shared ownership item, but verify the chain size, lubricant compatibility and the maintenance instructions in the owner’s manual before purchasing. Chain care, adjustment and replacement intervals are not stated in the supplied specifications.
Which one should you buy?
Pick the Triumph Scrambler 400 X when:
- You expect regular gravel or rough-road riding and value the stated 150mm travel at both ends.
- You prefer a taller, more active standing position.
- The Triumph’s US price and local dealer network suit your market.
- You want the lower listed mass, while accepting that the comparison uses wet versus kerb figures.
Pick the Honda CL500 when:
- A 790mm seat is important for confident stops and low-speed manoeuvres.
- You prefer the published torque and the character of a 471cc parallel twin.
- Your riding is primarily paved, with occasional maintained gravel roads.
- You need an A2-licence-compatible package where that Honda configuration is offered; confirm the rules and specification in your jurisdiction.
Verdict
There is no universal winner. The Triumph Scrambler 400 X is the better match for a rider prioritising light off-road potential, suspension travel and a taller chassis. The Honda CL500 is the more approachable option for shorter riders and anyone who puts a low seat and larger-twin torque ahead of maximum rough-road specification. Take a test ride on both, confirm local pricing and equipment, and make the final choice from your inseam, roads and dealer access rather than the engine-size badge alone.
Quick Recap
Product prices and availability are accurate as of the date/time indicated and are subject to change. Any price and availability information displayed on Amazon at the time of purchase will apply.
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