Royal Enfield Scram 411: A good-looking, great-working bike

The new Scram 411 is essentially a reworked version of the Himalayan adventure bike. Royal Enfield’s idea was to create a simpler and more accessible version of the Himalayas, one that will be more at home in the city, yet rugged enough for explorations beyond.

To that end, the design changes have not only resulted in a less serious-looking motorcycle, but one that also looks shorter than the Himalayas. Most of the visual changes are forward facing, with the headlamp now positioned lower and further in. This gives the bike a better sense of proportion and the halogen lamp is also housed in a beautiful die-cast aluminum rim.

On the sides, the large, bulky Himalayan-style fuel tank frame is gone and replaced by two small side panels. The chair is a new one-piece unit that looks good and is comfortable.

The rear section has been re-profiled with a smaller grab handle and a different turn signal/license plate layout. The overall quality and finish is comparable to that of the Himalayas, and while it doesn’t feel as special as the new RE 350s, it’s certainly better constructed than the new Yezdi Scrambler.

Another area where the Scram really sets itself apart from the Himalayas is the color choice, with seven funky schemes. And then, of course, there’s the new offset instrument console. This display is borrowed from the Meteor 350, but with a different color treatment around the speedometer. The Tripper side navigation display remains an optional extra, as does the Meteor.

While the screen looks smart, there are a few drawbacks. First, you don’t get a tachometer, which you do on the Himalayas. The bigger problem, however, is that this new console is more mechanical. Unlike the Himalayas, there is no button to disable the rear ABS. If you want to, you have to pull out the ABS fuse, which shuts down the whole system.

That’s not Scram’s only mechanical change compared to its sibling. While the chassis is exactly the same, including the angle of the head and rear subframe, the bike gets a 19-inch front wheel as opposed to the 21-inch unit on the Himalayas. The front suspension also has 10mm less travel for a total of 190mm. The rear shock has the same spring rate and 180mm of travel as the Himalaya, but the damping has been changed slightly.

The move to a smaller wheel has made some changes to the overall geometry of the chassis, with the steering angle getting a little sharper and the wheelbase slacking off a bit. All of these changes should make the Scram feel more agile.

How much more can be confirmed only if we ride it back to back with the Himalayas, but the noticeable difference is that the handlebars require less effort at lower speeds. The handlebars themselves are the same width as before, but are now positioned slightly lower and closer to the rider.

These changes have reduced ground clearance by 20mm to 200mm and the seat height by 5mm.

Despite this, the Scram 411 remains pretty well spec’d as an off-road machine. In fact, it looks remarkably like the Himalayas. The only thing that was missing compared to the Himalayas was the ability to lock the rear tire to help steer the bike in the dirt.

We rode the Scram on a number of trails around the Big Rock Dirtpark, and in most less challenging situations, the 19-inch front wheel never felt like a constraint. This bike also has the same Ceat Gripp tires, which increases the feeling of familiarity.

However, when it comes to slower, trickier sections, the added stability of a 21-inch front wheel and the extra ground clearance would have been welcome. Those situations can be rare unless you actively seek them out, and if you’re such a rider, the Himalaya will definitely be the way to go.

Anyway, the feeling that this is a heavy motorcycle does not vibrate. It weighs 5kg less than the Himalayas, meaning its curb weight is about 194kg (with the main stand), which is still quite a lot. Also worth considering is that the main kickstand is not part of the standard equipment and must be purchased as an optional accessory.

What hasn’t changed is the 411 engine. Power and torque are the same, gearing is the same, gear sizes are the same and like the BS6 Himalaya motor, it’s surprisingly smooth. A 100 km/h is a relaxed cruising speed, and while the stated top speed is about 130 km/h, anything above 120 is a struggle.

In terms of ride comfort, the Scram does quite well. The suspension is a little on the firm side, and it might even be a little firmer than the Himalayas, but again, we’d have to ride the two bikes back-to-back just to be sure. What’s certain is that while this bike is certainly not as plush as the XPulse 200 4V, it’s also not as sturdily tuned as the new Yezdi Scrambler.

Since the brakes have not been changed, use your full hand to stop quickly. It would have been better if RE could have given this bike a little more front-end bite to match its urban ambitions.

With prices starting from ₹2.03 lakh and going up to ₹2.08 lakh (ex-showroom, Chennai), the Scram is priced below the Himalayas, starting at ₹2.15 lakh, ex-showroom. That’s not a huge difference, and the extra money you pay for the Himalaya more than makes up for it in terms of the extra kit the bike offers.

While similar to the Himalaya in sound, handling and feel, the Scram 411 is a nicer bike, more youthful and fulfills Royal Enfield’s goals of being easier and more accessible. For those who like a tough motorcycle but don’t like the idea of ​​going full-on adventure, the Scram offers an interesting alternative.


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