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From Yamaha Fazer 25 to Triumph Scrambler 400X: My Upgrade Journey

31st March 2025, 17:33 by Kanad Kalasur

Overall, this bike is a lot of fun once you get the hang of it. It's got just the right amount of power for zipping around in the city. Overtaking other vehicles is easy, and filtering through traffic is a blast.

BHPian WalterWhite recently shared this with other enthusiasts:

This new purchase comes just one year after acquiring my Ninja 300, Akira. It wasn't even on my radar! My trusty Yamaha Fazer 25, Lex, served faithfully as my daily commuter. Akira, on the other hand, became my touring companion. Lex, bought in December 2017, has clocked over 65,000 km in these 6.5 years. I was perfectly content with it, until Akira spoiled me. The yearning for more power lingered every time I rode Lex for commuting. This led me to occasionally use Akira for commutes as well, which worked out fine.

The Beginning

One sunny day, I found myself at Honda Big Wing TopLine Kochi with a coworker. We went to check out the newly launched NX500. My friend, an existing Big Wing customer with a CB350 Highness Anniversary Edition, was looking for a touring motorcycle with at least 40hp, so the NX500 naturally caught his eye. While chatting with the sales executive, I casually inquired about the CB300R. He confirmed it was available and priced at ₹3.10 lakh on-road. This sparked a thought in my mind. Having already test-ridden the CB300R, I knew it was a perfect city bike with the right amount of power. The idea of owning one was tempting. I wrestled with the decision. Why spend another ₹3 lakh on a motorcycle? Wouldn't it be wiser to save that money for my first car? In the end, my heart won over my head.

The next hurdle was convincing the accountant at home . Thankfully, it wasn't as difficult as I anticipated. I simply presented the argument that Lex was getting too old for touring(with wife as pillion) and wasn't comfortable anymore. "You know the rear monoshock practically needs replacing – it transfers every bump straight to my spine, something you're well aware of. As for Akira, well, it's strictly a solo ride considering the pillion seat and ground clearance. Any bumps would mean scraping". With a sigh of understanding, she agreed to a new motorcycle, but one that could accommodate both of us. I brought up the CB300R right away. Showed her a couple of pictures of the bike. She was not very interested in the looks. I convinced her saying it looks better in person. Instead of taking a short test ride from the nearby BigWing showroom, we decided to rent it for a day. So that we get plenty of time with the bike. I rent the bike from EVM Wheels Palarivattom—a black CB300R.

Renting a Honda CB300R for a day

The bike was in decent condition with 15K KM on the ODO. The chain was dry. I lubed it once I took the bike home. The black color gives the bike a stealthy look. I liked the red one more.

When the Japanese rivals meet

Overall test ride feedback:
The bike was nimble and responsive. Filtering through traffic was a breeze. The exhaust note was loud and addictive. Rev-matching downshifts were smooth, and the engine pulled willingly through the rev range. Redlining was effortless. Compared to the Fazer, the suspension was very soft, absorbing bumps and potholes effectively with minimal rider discomfort. Overall, I loved the bike! Now, for the pillion test. I took my wife for a 50-kilometer ride. Unfortunately, getting on and off the bike proved difficult for her. Additionally, the high seating position made her feel uneasy. The pillion footrest position, set higher than usual, also contributed to her discomfort. The small pillion seat and lack of space between rider and pillion made it cramped for both of us. Well, we completed the ride. The bike was a big no for her. But I liked it. But, this time, her comfort takes priority. So, with a heavy heart, I had to let go of this exciting little machine.

So What I wanted?

A comfortable and manageable motorcycle for daily commutes
Should have better power than Lex
Should be comfortable for 2up riding
Better suspension ability to tackle bad roads which I often encounter while commuting

What's Next? - The Scrambler 400X

Since the CB wasn't the perfect fit, the search continued. The comfortable suspension on the CB made me prioritize comfort in my next bike. After extensive research, I shortlisted motorcycles with long-travel suspension and comfortable 2-up riding capabilities. The Triumph Scrambler 400X emerged as the frontrunner. Several factors sealed the deal for the Scrambler. It boasts long-travel suspension, promising a smooth ride for both rider and pillion. The split seats further enhance passenger comfort. The 40hp engine provides ample power, and the positive ownership experience of my colleague with his Speed 400 was a big influence. He's already clocked nearly 10,000 km despite owning it for a short time, thanks to his long 170 km daily commutes. The torque on the Speed 400, which I experienced firsthand, is perfect for navigating city traffic.

Test Riding the Scrambler 400X

I took the initial test ride at Triumph Kochi the following weekend. The first thing I noticed was the higher seat height. Even with my shoes on, I could only tip-toe on both feet. I'm 172cm tall, for reference. The rear suspension settles a bit once you're on the bike, but I still needed to put one foot on the ground for better balance. The bike's weight was manageable, but maneuvering in tight spaces like parking lots required a bit more effort as I couldn't easily plant both feet on the ground. I had to pull the bike back slightly and then swing my leg over. To test the suspension, I took it through the Vytilla Mobility Hub, a notorious area for potholes (though they've been fixed now!). I slowly navigated through the first big pothole and was impressed by how well the bike absorbed the impact. I then increased the speed slightly and the bike handled the next pothole with decent composure. Overall, I was quite pleased with the suspension performance.

Since the initial test ride was limited to the city, I couldn't fully explore the bike's capabilities. I also wanted my wife to experience it. So, I scheduled a second test ride at Triumph Aluva, their showroom exclusively for the Speed 400 and Scrambler 400X. I chose Aluva as it's close to the Container Road, allowing me to test the bike's performance on a more open stretch. My wife accompanied me on this ride, and she found getting on and off the bike a bit challenging due to the seat height. However, once seated, she was comfortable. There's decent space between the rider and pillion, unlike the cramped feeling I experienced on the CB300R. We took the bike to the Container Road, a four-lane highway with generally light traffic. This allowed me to experience the engine's characteristics more. I was particularly impressed by the refinement and the power delivery under 7K RPM. Ultimately, I was very pleased with the bike, and my wife also gave it her seal of approval.

Overall test ride feedback:

Both front and rear suspension felt softer. Soaks up the potholes and bumps well at low speeds. At high speeds, large bumps and big potholes do register to the rider.
The handlebar is wide and set higher. I had a comfortable reach to the handlebar.
The exhaust sound felt more treble than the Speed 400 which has a bassy exhaust note.
The ignition switch needs to be pressed and held until the engine starts. It's not like you can press and release quickly.
The bike is eager to move by releasing the clutch without throttle. Low-end torque is decent. The bike pulls nicely from above 2K RPM.
Pillion comfort is good.
There’s a noticeable delay in engine response when shifting from 2nd to 3rd gear. It feels like a void for a second before the engine responds.

The Himalayan 450

I also wanted to test ride the Himalayan 450 before commiting for the Scrambler 400X as it also checks most of my requirements. Few of my collegues were also interested in 450. So we planned a trip to Munnar gap road withe a Rented 450. Since the Royal Brothers was close to my location I took the bike from them and had to sacrifice Akira for this ride. I will not get into the details of the ride as I will details it in another thread, probably the Akira ownership thread. So I will put my feedback below after experience it for almost a day.

A rented 450, another 450, Speed 400, CB350 on a ride to Munnar Gap Road

Overall test ride feedback:

The motorcycle is substantial and it has a lot of road presence
The side stand leans too much, and combined with the bike's top-heavy nature, getting off the side stand while on the motorcycle is really tough. It becomes even more difficult when you need to park in tight spots.
The engine feels weak at low revs, especially below 4,000 RPM. There's not much power or torque in this range. But once you cross 4,000 RPM, things start picking up, and you feel a surge of power. However, between 4,500 and 6,000 RPM, the vibrations are quite noticeable and uncomfortable. After 6,000 RPM, the vibrations go away, and the engine feels much smoother. So, to get to the smoother, more refined power band, you have to go through the rough, vibrating range. It's not just the engine vibrations, but there's also a lot of noise and clattering sounds coming from the front. This is not just with the rented 450, I have test ridden one of my friend's 450 which had the same vibrations.
The suspension felt stiffer compared to the Scrambler 400X, which wasn’t to my liking. I was really hoping for something better after hearing all the positive feedback about the 450's suspension. But honestly, I was a bit disappointed with it.
Pillion comfort was very good. The pillion seat is larger than that of the Scrambler. My wife gave a positive feedback after being as pillion for few kilometers.
Overall, the quality and fit and finish didn't feel up to the mark for the price it's asking. It has all the features you’d want, but the refinement is definitely lacking.

The deciding factor

The Himalayan 450, while impressive, felt a bit too much for my intended use. Its weight and wheelbase made it feel a bit unwieldy for everyday riding. And the vibrations at lower RPMs were a concern.Considering these factors, I decided to opt for the Scrambler 400X instead. It seemed to offer a better balance of performance and practicality for my needs.

Saying goodbye to my trusty 2017 Yamaha Fazer 25 and hello to a whole new level of comfort and power! Upgraded to a Triumph Scrambler 400X in Matte Khaki Green.

Meet Terra!

Here are a few photos from the delivery day!

Overall booking and delivery feedback

The bike was booked and delivered by Triumph Kochi. I commend their smooth and transparent service, especially for accommodating my late-evening delivery request due to work commitments. All the requested accessories were already installed on the bike. I also conducted a thorough PDI, which took some time, and I appreciate Triumph Kochi's patience throughout the process.

Overall owenership feedback after completing 5K KMs:

Likes:

Performance: The power output post 2K RPM is right on the face.
Refinement: Refinement levels are really good below 7.5K RPM.
Suspension: Handles bad roads with ease. Decent stability in higher speeds.
Handling : Handlebar is wide. Decently flickable inside city traffic.
Looks : Proper scrambler styling with matured looks.
Fit and Finish : Great qulaity in majority of the area
Exhaust Sound : Bassy at lower RPMs and high-pitched at higher RPMs.

Dislikes:

Stalling issue in 2nd gear(more on this later)
Brakes : Stock breaks pads are pathetic for normal road use.
Headlight : Almost non existant.
Top end rev range vibrations : Above 7.5K RPM vibrations are too much
Seat comfort : The seat comfort proved inadequate on longer rides. Both rider and pillion experienced discomfort due to the firm, almost wooden feel of the seat.
Instrument Console : What could have gone wrong with a analog tacho and digital speedo?
The side stand on this bike has a very shallow lean angle, which means the motorcycle stands almost straight up when it's on the side stand. This can be a bit annoying, especially when you're parking on uneven surfaces or on a slope that tilts to the right. It makes the bike less stable in those situations, and you might feel like it could tip over easily.
It is a dirt magent. The front and rear tyre throws the mud all over the bike. The short front fender with high mud guard accessory makes things worse. I felt this setup is form over function.
The ignition switch needs to be kept pressed until the engine starts. It takes a couple of seconds for the engine to come to life. If I release the ignition switch before the engine starts and then press it again, the engine cranks but doesn’t start. In such cases, I have to release the switch and press and hold it again until the engine starts. This can be inconvenient, especially at traffic signals. If you’re not familiar with the process, you might find yourself stuck in front of honking vehicles.
Fuel guage is not accurate

Performance and Refinement:
This 398cc single-cylinder engine produces 40PS at 8000 RPM and 37.5 Nm of torque at 6500 RPM. Power delivery starts to build around 3000 RPM and continues to climb strongly towards the redline. Engine is absolute rocket once you cross the 3K RPM. It just catapults ahead with immense thrust. You can feel a noticeable surge in power around 5500 RPM and again after 7500 RPM. However, low-end torque below 3000 RPM feels a bit lacking. While the engine is refined and smooth below 7500 RPM, things change dramatically above that point. The engine becomes noticeably harsher and more vibey. This is in line with Shumi's observations in his review. The disparity in refinement below and above 7500 RPM is quite jarring. The engine feels smooth and powerful up to 7500 RPM, but beyond that, the vibrations become excessive. The mirrors vibrate significantly, making rear visibility difficult. The handlebars, footpegs, and even the tank transmit these vibrations, making it uncomfortable to stay in that RPM range. This is a real shame because there's clearly more power available above 7500 RPM. However, the excessive vibrations make it difficult to fully utilize the engine's potential. It feels like you're being restricted from accessing that top-end power.

Overall, this bike is a lot of fun once you get the hang of it. It's got just the right amount of power for zipping around in the city. Overtaking other vehicles is easy, and filtering through traffic is a blast. I don’t have much experience on the highway since I mostly use it for commuting to work and for quick coffee runs with my wife in the evenings. I’d say the perfect cruising speed is around 100-120 km/h. At this speed, the RPM stays below 7.5K, so the engine feels smooth and refined.

Clutch and Transmission
The clutch effort is moderate. Gear shifts felt a bit notchy in the initial 1,000 kilometers, but they have become smoother and more effortless with time. However, the gear lever has a somewhat sharp edge that can potentially scuff regular shoes. 1st and 2nd gears felt too short. 3, 4, 5 and 6 are well spaced out.

Mileage
I'm getting around 22-24kmpl with aggressive riding in the city. If I ride more conservatively, I get 26-27 kmpl. I recently took a ride to Wagamon with a pillion rider. The route included a mix of highway, city, and twisties. I achieved an overall fuel efficiency of 30 Kmpl. Which is decent enough. But the city milage is below my expectations.

Brakes:
Brakes are pathetic. Seriously lacks the bite to control this 40-hp little beast. I had a lot of close calls due to the lack of bite. Changed to the sintered pads of the Speed 400 during the 1st service. After which the bite is really good. The only thing is that you need to get a hang of the nose dive, which comes with the strong bite now. I only changed the front brake pads. Rear, I kept it as is. Because rear I use rarely only to support the front brakes when a pillion is onboard or on sudden braking needs. ABS is really good. Saved me in a lot of situations already. So my advice is to get the brake pad changed at the delivery itself. The stock pads are really bad.

Handling:
Handling is decent considering its weight and the suspension setup it gets. The wet weight is 185Kg, which you will feel when you try to pull it back from a parking slot or during tight U turns. Even I feel the weight when I take it off from the stand and pull it towards my front gate. This is because the motorcycle is kind of top heavy, unlike the Ninja 300, which has a very low center of gravity. The good thing is that once you start moving, the weight is not felt. The seat height stands at 835mm. I am 5'6 and I don't have planted feet on both sides at the same time but manageable. In the twisties, the bike felt a bit less agile than I expected. It required a bit more effort to initiate turns, maintain a line, and exit corners smoothly. With a pillion rider, the footpegs scraped the ground sooner, limiting lean angles and making spirited cornering more challenging.

Suspension:
The suspension setup is really good. I liked this setup better than the Himalayan 450. The Himalayan felt too stiff for my liking! Yes, you read it right. Scrambler felt much better in ironing out the potholes, bumps, and imperfections on the road. That being said, the rear shock on the scrambler felt a bit on the stiffer side, and the rebound sometimes makes the ride uncomfortable. The rear spring could have been a bit more on the softer side. Need to see the preload adjustment. May be that will fix the issue for me. Once the pillion is on board, the rear feels much more plush.

Switch Gear and Instrument Console:
The switchgear quality is quite decent. I appreciate Triumph for placing the menu button right next to the horn button, making it easy to switch information or reset the trip meters and average fuel indicator without reaching for the console. Now, about the console—you get an analog speedometer and a digital rev counter. Personally, I would prefer it the other way around. The digital tachometer is so small that you need eagle eyes to read the RPM, especially at higher speeds. I had a hard time figuring out the exact RPM range where the vibrations start to kick in. The fuel gauge is a complete mess. It shows a low fuel warning even when there’s still 5-6 liters left in the tank. It’s never been accurate for me.

Seats:
Both the rider and pillion seat are of the same type, offering only adequate comfort for short commutes. However, prolonged riding, especially over an hour, can lead to discomfort due to the firm seat. Pillion seat locking mechanism is difficult as it takes sometime to put back the seat.

Heat Management:
The engine heats up pretty quickly, but the radiator fan does a good job of cooling it down fast. You don’t really feel the heat once you're riding above 30 km/h, but in slow-moving traffic, I can feel the heat on my left leg, just below the knee. Interestingly, the right leg doesn't feel much of the heat at all. It’s mostly noticeable when you're stuck in traffic. While the fan noise is noticeable, it's often masked by the louder exhaust sound. This is in contrast to the Ninja, where the fan operates silently. The Scrambler's fan likely runs at higher RPMs to cool the larger 400cc engine hence the higer noice I believe.

Fit and Finish:
While the overall fit and finish of the Scrambler 400X is quite good, there are a few minor details that could be improved. Firstly, the black painted steel radiator guard seems a bit out of place compared to the rest of the bike. A stainless steel guard would likely have a more premium look and feel. Secondly, the Triumph logos on the engine cases feel a bit cheap to the touch. Thirdly, the heel plate and the plastic mesh panel under the rider seat could also benefit from higher quality materials. And lastly, the LED indicators tend to fog up even in light rain.

Accessories Installed:
1. Triupmh Luggage Rack : I never got a chance to use it. I had plans to go touring with my wife, but nothing worked out so far except for a one day ride to Munnar Gap road.
2. Triumph High Mudguard : The setup looks great, but it throws dirt straight onto the headlight. Since the headlight has a grill, cleaning it after every ride in the rain becomes a hassle.
3. Triumph Lower Engine Bars : This is strong and high-quality. It provides extra protection to the engine case in case of a fall.
4. Triumph Coated Screen : This also enhances the look of the motorcycle, but on the road, it doesn't provide any wind protection.

The Stalling Issue:

The overall ownership experience was trouble-free and enjoyable till 3,500 kms. But after that, the motorcycle started dying in 2nd gear at slow speeds, whether the clutch was fully engaged or not. At first, it happened very rarely, but as I added more kilometers to the odo, the issue became more frequent. Now, it happens multiple times during every ride, compared to just once in a while in the beginning. This has become really frustrating, especially since I use the bike for office commutes. The issue has really pissed me off by now. So, I took it to Triumph Kochi and explained the problem in detail. However, they’re not acknowledging the issue and are blaming it on the fuel I’m using. I’ve only been using Indian Oil XP95, the same fuel I use for my Akira as well. They adjusted the clutch, saying it could be due to clutch play, but I made it clear that the problem happens even when the clutch isn’t engaged. Now, they’ve given me PROLUBE, a fuel system cleaner, and suggested I use it with 10L of fuel. They give me a 50ML bottle for 98 RS. I will update on this after using it.

Few close-up shots