The windmills are spread along a vast hilly area and are all connected with criss -cross of trails. These trails are dotted with a lot of stones the size of a small football and many of them are hidden in the grass around the center of the trail.

BHPian nasirkaka recently shared this with other enthusiasts:

RIDE UPDATE

Last weekend, went exploring some trails around Chhanarayapatna close to Hassan along with a friend who was riding a SX250. Sharing some pictures from the ride.

We left home around 5:30 AM and met up at the Nelamangala toll. The highway was full of traffic including a few large riding groups. Morning weather was cool and we did encounter thick fog for a breif moment.

Breakfast was early at a highway joint known for serving delicious hot Thatte (plate) idlis along with a cup of strong filter coffee.

Not very fond of the boring highway, soon we went off it, exploring the google map for less travelled route. We were plesantly rewarded by a nice lake with a railway track running along one side. And we were lucky enough to witness a train pass by.

Soon we reached the windmills. There is a temple at the top and also a decent road leading to it. But as we detest the tarmac, we stuck to the trails which was rocky and dry. Not very difficult but enjoyable nontheless.

This place is about 150 kms from Bangalore and it was almost noon by the time we reached. We could feel the harsh and strong sun and the feeling of summer setting in. The scene around was mostly dry and barren with hardly any trace of green.

The windmills are spread along a vast hilly area and are all connected with criss -cross of trails. These trails are dotted with a lot of stones the size of a small football and many of them are hidden in the grass around the center of the trail. We were unsettled by a few of them as accidentally going over them and not landing right could lead to a fall.

From far, the scale of these windmills are misleading to say the least. They are simply humongous. We had a chance to see a few windmill blades kept on the ground and were simply amazed by the size and felt dwarfed. Each blade is so massive, one can easily walk inside it. We also noticed that it is made up of some sort of very light weight fibre with some alloy reinforcements. There was not much of wind so some of the mills were moving very slowly and some were still. We have all seen these these blades being transported on the highways, but kept wondering how were they carried to these places.

It was getting very hot and dry and time to call it a day. It is very important to carry good quantity of water for such rides as we get dehydrated very quickly on trails. We exhausted 4 litres of water between us in no time.
The ride back home was uneventful mostly comprising of NH75. All in all, a good outing and both the bikes performed fairly well.

Check out BHPian comments for more insights and information.

Here's a close look at the 2025 KTM 390 Adventure, Royal Enfield Himalayan 450, Triumph Scrambler 400X, BMW G310 GS and some of its other rivals. Which one would you pick?

BHPian Ripcord09 recently shared this with other enthusiasts:

KTM 390 Adventure

What you'll like:

• Superbly capable and comfortable. Very competent off-road and equally at home on tarmac
• Plenty of hardware to customise your riding experience. Adjustable front and rear suspension, quickshifter, etc.
• Full suite of electronics. Customisable ABS, traction control, ride modes and even throttle response!
• New Dakar rally bike-inspired design language is refreshing, stylish and suits the nature of the bike
• Connectivity features (calls, music, turn-by-turn navigation), Bluetooth pairing with Phone and even a wired/wireless Headset
• Great riding stance. Lower standard seat height (830 mm) and easy-to-reach foot pegs

What you won't:

• Overall finish is a step down from the outgoing bike. Plastic panels don't seem top quality
• Power delivery in the Street mode feels lethargic and very un-KTM-like
• Cost-cutting in certain areas (knuckle guards, rear grab handle, indicators...)
• ABS is very intrusive, makes emergency braking uncertain
• 21" front wheel, while helpful on trails, might overwhelm riders not used to the size, especially when riding in the city
• Most expensive among competitors

Review Link

KTM 390 Adventure X

Launch Discussion

Royal Enfield Himalayan 450

What you'll like:

• All-new, thoroughly improved, contemporary motorcycle that competes a segment higher than before - but still very much a Himalayan!
• Well-rounded package that delivers on most wishlist items from prospective customers - adjustable seat height options and riding modes widen the customer base
• Good looking motorcycle with big-bike dimensions and feel. Substantial stance similar to 500-650 cc ADVs
• 39.5 BHP engine allows new-found expressway cruising abilities. Performance is deceptively fast in the midrange, and the 6-speed gearbox with the slip and assist clutch helps to stay there all day long. Best experienced between 3,000 to 7,000 rpm
• Instrument cluster is a class act! Circular TFT with connectivity and Google Maps navigation is segment-best even two segments above
• Well-tuned Showa suspension dismisses bad roads and potholes with ease. Ride quality is excellent at speeds
• Longer wheelbase offers excellent highway stability. Handling is neutral and the tyres feel adequate for the performance on offer
• 21” front wheel, 224 mm ground clearance, 200 mm suspension travel at both ends - make for a very capable machine off-road
• Good pricing. Undercuts most rivals on price and justifies the price jump over the earlier generation. A comprehensive accessory and merchandise catalogue launched too
• Has grabbed the nation's attention! Never had to answer so many queries while out on a motorcycle - superbikes included

What you won't:

• 452 cc engine's linear power delivery masks the performance on offer. The motor delivers neither the low-end torque pull of the old Himalayan nor the high rpm rush of some rivals
• Single-cylinder vibrations are present throughout the revv-range. Not a deal breaker and no resonance experienced at any rpm range, but certainly not dismissible either
• At 196 kg - the Himalayan is heavy compared to single-cylinder rivals. The motorcycle feels very well-balanced on the move, but top-heavy during parking manoeuvres and when taking the bike off the side and centre stand
• Poor lamps all around. Headlamp is woefully inadequate and the quirky new indicator stalk + tail lamp vibrate on bad roads, making it blurry for traffic behind
• Saddling ergonomics are slightly amiss for taller people. The handlebar feels a bit low and the tank fails to support the knees
• Fit and finish could be improved. Good overall build is marred by poor execution of touchpoint items like the joystick switch, indicator switch, etc. Also, the stock mirror is useless at highway speeds
• Missing features for rider control like traction control, IMU / cornering ABS, quick shifter, adjustable clutch and brake levers, backlit switchgear, etc.
• The much-awaited tubeless spoke wheels have been delayed for the Indian market due to supplier homologation issues
• Concerns about freshly brewed technology. The Sherpa engine is the first-ever liquid-cooled motor from Royal Enfield

Review Link

BMW G 310 GS

Ownership Review

Triumph Scrambler 400X

What you'll like:

• Quintessential Triumph design that looks distinctly like its bigger Scrambler siblings for the most part
• Build quality, fit and finish are among the best in the segment
• Thanks to its taller and more substantial stance, it does better visual justice to the 400cc ‘big bike’ feeling than the much more compact Speed 400
• Larger riders will also appreciate its relatively roomier ergonomics compared to the Speed
• Nice bespoke touches which lend aesthetic value as well as utility where needed - sturdier metal bash plate, headlight grille, twin barrel exhaust with the black cladding, round indicators, tank grips, step-up seat to highlight some
• 19” wheel, superior ground clearance, longer wheelbase and better suspension travel, all make for a much more stability-biased ride, in keeping with its Scrambler DNA
• 39.5 BHP engine is reasonably tractable with a strong pull. Smooth & refined power delivery at a kerb weight of ~185 kg results in fairly peppy performance aided further by a slick 6-speed gearbox
• Still a hoot to ride despite its taller stance and longer wheelbase
• Generous 16,000 km / 1-year service interval. Parts and service costs are also expected to be kept competitive

What you won't:

• Missing features like connected tech, riding modes, adjustable clutch and brake levers, etc.
• Inexperienced riders (especially shorter ones) may find the 835 mm seat height a tad challenging
• Analogue + digital instrument cluster doesn't suit the bike's character
• Some ergonomic issues such as mirrors fouling with hand and footpegs flexing downwards while stand-up riding
• Vibrations at higher rpms
• Split rear seat is compact. Riders should carefully evaluate how comfortable the bike will be for two-up touring with luggage if that is a key use case
• Only single-sided saddle bag luggage is being offered by Triumph as of now. You will have to look at aftermarket solutions for double-sided saddle bags or wider luggage options
• Entire service experience remains uncharted territory with Triumph leaving a negative perception on this front in some parts of the country. Whether one can have a positive dealership experience under Bajaj’s watch is something that remains to be seen.

Review Link

Suzuki V-Strom 250

Ownership Review

KTM 250 Adventure

Launch Discussion

Check out BHPian comments for more insights and information.

Four of us rider friends decided to explore some wilderness on our two wheels. There was a good mix of bikes including a Royal Enfield Himalayan 450, BMW 310R, Suzuki 250 SX and my Triumph Scrambler 400 X

BHPian nasirkaka recently shared this with other enthusiasts:

Sharing yet another ride story on the Scrambler 400X.

4 of us rider friends decided to explore some wilderness on our two wheels. There was a good mix of bikes including a Himalayan 450, BMW 310R, suzuki 250sx and my 400x.

Intent was to make the weekend count, leave early morning and return by afternoon as the days are getting warmer. Chosen location was yet another hillock with a temple at the top. The interesting bit about this hill is there are two routes to reach the top. One is a wider jeep trail which is fairly doable on bike and another route is a short-cut for the local villagers to walk up the hill to the temple. This is narrow path, steep and rocky and lined with thorny bushes.

We left home early morning, an hour into the ride and we were greeted with a beautiful sunrise.

Leaving the cityscape and getting onto the greener side.

We took a detour on the way as the google map enticed us with some green patch which we could not resist.

In reality, there was nothing green about the area. Nontheless, it was beautiful, dry and ochre everywhere. With tall dried grassland, autumn leaves coverin the ground and peaceful scenic view all around.

Going a bit deeper into the wilderness, the grassland transforned into a light jungle lined with not-so-densly spread tall trees.

All this exploring and riding around the area made us hungry and we exited the place looking for some place to fuel ourselves.

As we had ventured away from the main road, there were only small villages around and not too many options for food. We managed to find a small village restaurant, serving limited items on the menu. The food was not award winning but decent enough to fill up our growling tummies.

Post breakfast, we went towards the actual destination, the hill top with the temple.

Going up the hill, we took the normal jeep trail. It was in fairly decent condition and did not pose much challenge to reach the top. There was a small puja going on at the temple and the folks there were kind enough to offer us food and prasad. On enquiring about the other walking trail, we were told that it is difficult but we can try and attempt it on our bikes. We walked a bit on that narrow trail and were in two minds about whether to attempt that difficult path to go down, or use the regular jeep trail via which we came. Eventually it was 3 against 1 and we decided to give that narrow walking path a shot on out bikes.

Soon we realised that we may have bitten more then we could chew.
the trail was narrow, extremely bushy and littered with large and small rocks hidden undeer the grasses. The pictures do not tell the right story of how the place was in real.

Falls and slips were enevitable and many. Thankfully nothing serious and also thanks to the protective riding gear.

It was noon and sunny and we were loosing energy fast. We were carrying water but half way into the descent and we had exhausted all of it. It was hot and extremely tiring managing our bikes on the trail. Progress was extremely slow, we were falling, slipping but helping each other.

There were times where after a fall, we did not have enough energy to even lift oursleves up or the bike.

Our bodies were tired but spirits were still intact. With plenty of encouraging words and helping each other, we managed to slowly but steadily get down.

Overall it was a tough trail and challenged our mental and physical strengths. We were never happier to get back to civilization.

Some learnings from the day. Do not blindly believe on what others say or advise. Carry loads of hydration and energy bars, we never know what we may get into. Do not attempt unknown and potentially challenging trails unless there was 3-4 riders. Even in a pair, these rides can get tricky and dangerous. Learn to keep calm as these challenging times can affect our psyche making us over-react. Ride safe!

Check out BHPian comments for more insights and information.

I got it last week as I was out of station. Delivery experience was smooth. Availed of the december offer of free accessories.

BHPian rambo1o1 recently shared this with other enthusiasts:

Hey Guys,

I finally got the scrambler 400x home.

The bike arrived on 24th december , however I got it last week as I was out of station. Delivery experience was smooth. Availed of the december offer of free accessories. The offer is a discount of 12500/- on the total bill of parts and labour and all the accessories in the list are compulsory. I could have created a fit as I was not interested in the high mudguard but i took the accessory for future if and when i change my mind.
attaching the bill for reference, on the total they minus 12,500/-. Labor seemed quite high but just triumph doing triumph things.

Coming to the bike ,have covered 450km in 5 days and really impressed with it. Will not delve into the positives as the official review covers everything perfectly. Ill summarize my negatives.

1. Poor headlight- it should be criminal to provide such headlights in any vehicle but sadly other manufactures are the same(RE) I have tried lowering the headlight and somehow i am able to manage it but on any highway runs, you need aux lights. Will take a call later as i dont do alot of night riding.
2. Weak Horn- badly needs an upgrade, read from reviews that it was weak, dint expect pathetically weak.
3. Known front braking power: Again something that was known before, will get it rectified with sintered pads either before the 1k km service or during it.
4. Narrow rear view mirrors. Need a wider field of view. Am thinking of adding bar end mirrors in addition to the stock mirrors, will need some guidance on how best to resolve this issues.

Overall very satisfied with my purchase.

Just a side note, my bike didn't come with the saree guard, none of the other bikes had the saree guard from the stock yard. I'm not sure if the showroom is removing them or some supply issues with Triumph.

Check out BHPian comments for more insights and information.

All in all, the first year of ownership has been stellar and I am glad to be back riding after so long.

BHPian aston_martyr recently shared this with other enthusiasts:

Update: 2nd Service, warranty claims, more modifications, type change and brake wear.

It’s been quite a while since the last update. The 400X has been chugging along quite well and would complete 1 year in December.

ODO was standing at 9700 kms, one fine weekend things fell in place and me and a couple of my friends planned for a weekend ride to Madikeri. Which pushed the ODO over 10k kms.

The bike went through few changes that were done during this period.

• Tyres were swapped to Resie TourR

• Front Sprocket change to 15T

• Rear suspension with a broken seal.

• 2nd Service

• Handlebar risers

• Lots of breakfast rides and a few tours.

Tyre Swap:

Starting off with the tyre swap. The MRF’s were not to my liking, especially in the wets. Looked around for some expensive options like the Pirelli scorpion’s, but finally settled on the Reise TourR’s. At the time they were offering a 5% discount and a customization on your tyres. They would emboss 7 letter words, numbers or alphanumeric sequence of our choice.

The front tyre size was not an issue as Reise were offering the stock size 100/90 R19.

However, for the rear I’ve downsized from 140/80 to 130/80.

After riding for about 5000 kms, I quite like the tyre in all weather conditions and also fares really well on trail rides. Not to mention it has fared quite well this past monsoon in the slushy Bengaluru roads.

For touring as well there have been no issues, good roads/bad roads all of them. There are no untoward vibrations etc. due to the knobby nature of the tyres.

Total cost: 6727

Not too bad, but makes it unique.

Got the balancing done at Madhu's as well. Amount of dirt stuck underneath is insane. Got to deep clean it one of these days

Front Sprocket Change:

Now this was something I wanted to try, the bike kind of felt harsh at higher speeds during longer journeys. After reviewing the swap by a couple of youtubers from the UK I wanted to try it for myself.

Had a hard time initially to get a 15T sprocket from the KTM service center, ofcourse I did ask at the triumph service center but they were not selling OTC.

In the end spoke to a member in our riding group with a dominar 400 and got the 15T sprocket from Bajaj.

The swap is quite tricky and you will need some assistance. Not going into the details, safe to say got this in a couple of days at home with the help of a neighbor. 2 days because I had the wrong size wrench.

If you need detailed instructions I would recommend this video.

https://youtu.be/E4JpwEOUgag?si=KI_BQ9ph9BGOEPcQ

So, after the change, the city riding has been much more relaxed. The gear changes have definitely decreased. 3rd gear is much more rider friendly now at city speeds and the 1st gear is actually useable.

However, you will miss the initial torque that the bike had with the 14T. There is no other way to sugar coat it. You have to make peace with what you want. Some folks would be okay with this and others won’t.

The city riding apart, the real difference is at cruising speeds, whatever speeds you were doing at what ever RPM’s it will reduce by about 400-500 RPM. This is where it felt like the 90-100 is much smoother now with no vibrations at all. Past a 100 we all know the vibes on the footpegs get pretty wild.

P.S: The speeds mentioned are from the GPS and not the speedometer which has an 8%-10% error.

I did a 1000 km tour post the sprocket change and I was very happy, this kind of relaxed riding suits me and I am all for it and we don’t lose any overtaking ability either.

Part number for the sprocket: JY551029 (Rs. 270)

Handlebar risers:

Another mod that I’ve done is to add the carbon racing pullback offset risers. This helps me tremendously when trail riding. It’s a pretty easy DIY, and I did not have to fiddle with cable mgmt.

For anyone interested: https://carbonracing.in/collections/...scrambler-400x

Cost: 2199

Warranty Claim:

As with anything in life things just break from time to time, while performing the sprocket change I saw that the rear mono shock had some oil stain on it. Initially I thought it was all the gunk that the tyre throws up.

However after a clean wash, I saw the same thing and confirmed it with my riding buddy as well. Rear shocks had gone for a toss, the ride felt very bouncy which confirmed our suspicions. Not sure how it happened or why.

Called up the Triumph service center for an appointment. Went in, showed the issue. It was confirmed by the technician later to be a dust seal issue that had some damage. SA informed me that warranty claim would be done, asked for 24 hours to get it done. Received a call the next day for pickup. SA apologized for the delay as the approvals usually happen same day and my case took longer than expected which was 24 hours.

That’s just good customer experience for me, could not be happier.

The unit was fit and set to the stock pre load position no changes done; I like it this way as well.

The oily muck clearly visible

Post replacement

2nd Service:
With my recent weekend ride to Madikeri, the ODO crossed 10k kms mark. 2nd service was due on Dec 13th; however, I got it done on the 9th.
The usual changes

• Engine oil

• Coolant check

• Brakes – Galfar brakes served me for about 6.5k kms. Opted for speed 400 sintered brakes this time which added 2.8k additionally. Only the front brake pads. Over this 10k kms I’ve learnt to manage the brakes better and am confident that I’ll make this pair last until the next service hopefully.

• Air filter – I’ve got the BMC on now so not change required there. It was in good condition, have to make a note to check again at 15k kms.

Issues I had reported

• The console would randomly start showing the immobilizer light continuously while riding, this usually happens after a wash or in misty conditions. Usually goes away after turning the ignition off and on.

• Headlight high beam keeps blinking sometimes after a wash. Assumed it was loose contact somewhere. The service center folk removed the headlight and checked for wiring issues; everything was fine. They removed and reattached some couplers. Will have to monitor this in future. Also, again this issue also vanished after you ride for a few kms.

• The average mileage numbers were stuck at “1” all the time. This was fixed, I assume with the software update that comes with the 2nd service this got reset and now we are back to normal.

• Got the front sprocket cleaned while I was there.

Also, another cool thing is that they share the video of the new oil being poured into the vehicle. They always do this; I forgot to get my video from the first service.

Total cost for the second service.

All in all, the first year of ownership has been stellar and I am glad to be back riding after so long.

The service experience has been nothing but stellar for me throughout the first year of ownership.

I must have visited the service center about 6 times, 2 for service, 1 monsoon camp and the rest for accessories. I’ve had small complaints some times with the wash not being done properly but apart from that any other issues have been dealt with swiftly by the Kanakpura service center.

Until the next update, ride safe.

• ODO : 10321
• Average mileage Tours - 29-31.5 kmpl
• Average mileage in city - 20 -22 kmpl

Read BHPian comments for more insights and information.

The lineup of motorcycles included two Triumph Scrambler 400X, a BMW G310R and a Suzuki V-Strom 250 SX along with a Mahindra Thar for company

BHPian nasirkaka recently shared this with other enthusiasts:

It was the first weekend of the 2025 and some of us freinds decided to celebrate with a short breakfast outing. There were 4 riders along with a BHPian biker who was in mood to ditch his 390 Adv and explore around on his Thar that day. Intent was to look for some mild trails and soak in the crisp winter morning along with some chit chats and usual friendly banter. We decided to loaf around the vicinity Kanakpura, some 60 kms from Bangalore.

The lineup. Two Triumph 400x, a BMW 310R, a V-Strom 250 and the Thar in the background.

We reached Kanakpura in good time and decided to explore some hill trails around the region. Kanakpura road is transformed into a decent highway but we soon went off it and into smaller country roads enjoying the sight and smells.

We found a nice trail up a hillock and decided to attempt the same.

The Terrain.

Trail was mostly loose soil with stones and rocks. Some sections were steep climb with bends making it challenging.

The Struggle.

Getting traction on the loose sandy soil was difficult and rear tyre was spinning all over the place. After some struggle and customary drops we helped each other to the hill top. It was a good one hour excercise and by the end of it all, we were sweating on a chilly winter morning.

Where as the Thar was completely in its elements, running circles around us struggling bikers.

Lovely view from the hill top.

Coming down was equally challenging but thankfully un-eventful.

After some yummy breakfast comprising of hot idlis, vadas, Mangalore buns and coffee we decided to explore some more.

Serious discussions where to head next.

We found a nice grassland some distance away on another small hillock. The place was green, scenic and serene with only chatter of birds around. we spent some quality time there, relaxing and chatting.

The sun was getting hot it was time to pack-up for the day. On the way back, we stopped at a nice garden restrurant for some refreshments and cool drinks before heading home. All in all, a well spent day around things we love which is nature, trails and bikes.

Check out BHPian comments for more insights and information.

I tried modifying my bike to give it some off-road capabilities but eventually, I ended up buying the Triumph Scrambler 400 X.

BHPian nasirkaka recently shared this with other enthusiasts:

I love the 650 engine and wanted my Interceptor to have some off-road capabilities. Something like a Scrambler, and that is what I tried modifying my Interceptor into. Altered front and rear suspension, handlebar, foot pegs, raised GC, modified the seat, reduced weight with lightweight pipes. I even got my bike converted to tubeless.

But we can do only so much with the modifications. The bike is a beast to manage offroad with our limited skills and strength.

Eventually, I got the Triumph Scrambler 400X and this is much better suited for such rides. Now the Interceptor is sitting in the garage and will soon be put up for sale.

I would be very much interested in the Bear 650, but not anymore as I have the 400X and am pretty happy with it.

Check out BHPian comments for more insights and information.

The Scrambler 400X felt slightly intimidating (not as much as the Royal Enfield Himalayan 450) but the ergonomics were right in place.

BHPian ss11011988 recently shared this with other enthusiasts:

So, I got a chance to test ride all 3 of the 400cc offerings from Bajaj-Triumph last weekend. I went to Khivraj Triumph, Hosur Road to take the test rides. The staff were courteous around, addressed my request really quickly and promptly provided the test ride bikes. Rode the bikes in the following order along with my partner as a pillion and this is what I felt:

Triumph Scrambler 400X

Felt slightly intimidating (not as much as Himalayan 450), however, the ergonomics were right in place and off we went. I will be honest here on the fact that I couldn't enjoy the bike much as this particular one was heavily abused and there were telltale signs of the same. However, the suspension soaked in the imperfections with ease, the engine was tractable and nice, and the line of sight was clear. I felt the initial gears were quite short as compared to the Speed 400.

All went well till I had to execute a U-turn, and I faced difficulty here and I believe this is owing to the very nature of the particular platform, so not exactly a deal breaker for a good many. I believe it might get better in a month or two into ownership, however, initial impressions weren't very reassuring. My pillion mused about the high seating position as well.

Triumph Speed 400

I really liked this bike. Spot on ergonomics, nice, clean linear pull and quite sprightly, almost to the point where I felt the bike being slightly busy and pushy. Maybe years of riding a slow-revving UCE engine had its effect on me that made me state the previous statement. It's not as pushy as say a KTM, but you will feel it at times, especially if you are coming from long strokes. My pillion was fine with the rear seat ergonomics as well, she couldn't find much to complain about.

Felt fine as long as I was making use of the low-mid range grunt to shift up and get onto likeable speeds, as revving the bike out also brought in vibes, which though not as bad as some old and new bikes out there will get to you at times. However, did I feel like I was riding a 40BHP bike? I guess not. Probably that's how the bike's designed, not to be snappy and unforgiving to first-timers or to the level-ups. Need to spend more time with the bike.

Triumph Speed T4

Now this one was interesting. Everything felt the same till you start riding. You can immediately feel the lazy, easy-going nature of the bike. You can also feel the higher inertia crank at work. It felt easier to get accustomed to, compared to the Speed 400, and the lack of 9BHP was never felt thanks to the torque wave coming in early. This means you could easily cruise at lower rpm in higher gears, with fewer gear shifts, which means commuting will be a relaxed affair.

I felt this to be a better proposition for those who are looking to buy, say a Hunter 350 or Meteor 350 for that matter. However, if I were to choose between the Speed and the T4, I would definitely go for the former considering the fantastic package that is, and the amount of goodies the latter loses for not so much of a price difference. And also because power corrupts, and power corrupts absolutely.

PS: Opinions are personal, and you are most welcome to disagree with me.

Check out BHPian comments for more insights and information.

Apart from the Royal Enfield, Triumph and Harley, we also have the Hero Mavrick 440 and Husqvarna Svartpilen 401 in this comparison.

BHPian Ripcord09 recently shared this with other enthusiasts:

Royal Enfield Guerrilla 450

What you'll like:

• All-new, well-rounded and well-differentiated roadster from the Himalayan platform
• Sporty and youthful motorcycle, targeted at a younger audience. More exciting colourways than with any Royal Enfield motorcycle ever
• Looks substantial compared to some rivals, with a long wheelbase and some elements like the tyres being the largest in class
• Very approachable motorcycle with a seat height of 780 mm and a kerb weight 11 kg lighter than the Himalayan. Feels well balanced as well, not top-heavy!
• 39.5 BHP Sherpa engine has been retuned for a very peppy midrange. Refinement levels are slightly better than the Himalayan too
• Slick 6-speed gearbox with a decently light slip and assist clutch helps to stay in the torque band all day long. Best experienced between 3,000 to 6,000 rpm
• Competent city ride and handling package from Showa - compliments the urban nature of the motorcycle well
• Excellent instrument cluster carried over from the Himalayan - now with updated features. Navigation, though not a perfect implementation, is still useful

What you won't:

• Not for everyone! With its scrambler-inspired looks and loud colourways, the Guerrilla is set to polarize opinion
• The Sherpa motor has a slightly erratic idle, followed by a slightly jerky low-end below 2000 rpm - best kept within the torquey mid-range even when in the city. Not newbie-friendly
• Single-cylinder vibrations, though made smoother now compared to the Himalayan, are present throughout the revv range. No deal-breaking resonance experienced at any rpm range, but certainly not dismissible either
• Runs hot - The radiator fan was unexpectedly busy even on rainy and cold Bangalore days. Summer performance needs to be monitored
• Suspension is good for the city but feels significantly less sophisticated than in the Himalayan when ridden hard. 11L fuel tank could also affect touring abilities!
• Poor lamps all around. The headlamp is woefully inadequate and the quirky new indicator stalk + tail lamp vibrate on bad roads, making it blurry for traffic behind
• Fit and finish could be improved. Good overall build is marred by poor execution of touchpoint items like the joystick switch, indicator switch, etc. Also, the stock mirror is useless at highway speeds
• Missing features for rider control like traction control, IMU / cornering ABS, quick shifter, adjustable clutch and brake levers, backlit switchgear, etc.

Review Link

Triumph Scrambler 400X

What you'll like:

• Quintessential Triumph design that looks distinctly like its bigger Scrambler siblings for the most part
• Build quality, fit and finish are among the best in the segment
• Thanks to its taller and more substantial stance, it does better visual justice to the 400cc ‘big bike’ feeling than the much more compact Speed 400
• Larger riders will also appreciate its relatively roomier ergonomics compared to the Speed
• Nice bespoke touches that lend aesthetic value as well as utility where needed - sturdier metal bash plate, headlight grille, twin barrel exhaust with the black cladding, round indicators, tank grips, step-up seat to highlight some
• 19” wheel, superior ground clearance, longer wheelbase and better suspension travel, all make for a much more stability-biased ride, in keeping with its Scrambler DNA
• 39.5 BHP engine is reasonably tractable with a strong pull. Smooth & refined power delivery at a kerb weight of ~185 kg results in fairly peppy performance aided further by a slick 6-speed gearbox
• Still a hoot to ride despite its taller stance and longer wheelbase
• Generous 16,000 km / 1-year service interval. Parts and service costs are also expected to be kept competitive

What you won't:

• Missing features like connected tech, riding modes, adjustable clutch and brake levers, etc.
• Inexperienced riders (especially shorter ones) may find the 835 mm seat height a tad challenging
• Analogue + digital instrument cluster doesn't suit the bike's character
• Some ergonomic issues such as mirrors fouling with hand and footpegs flexing downwards while stand-up riding
• Vibrations at higher rpms
• Split rear seat is compact. Riders should carefully evaluate how comfortable the bike will be for two-up touring with luggage if that is a key use case
• Only single-sided saddle bag luggage is being offered by Triumph as of now. You will have to look at aftermarket solutions for double-sided saddle bags or wider luggage options
• Entire service experience remains uncharted territory with Triumph leaving a negative perception on this front in some parts of the country. Whether one can have a positive dealership experience under Bajaj’s watch is something that remains to be seen

Review Link

Harley Davidson X440

What you'll like:

• Single-cylinder, 440cc engine has good low-end torque to make city riding as well as highway cruising comfortable
• NVH and refinement are really good. Combined with good ergonomics, you can cruise at 80-100 km/h all day long
• Well priced. It is on par with its peers, albeit with an extra ~40-90 cc
• Built by Hero, who knows the Indian two-wheeler consumer extremely well
• Decent level of kit - standard dual-channel ABS, Bluetooth connectivity, connected features, etc.

What you won't:

• Design and styling can be polarising. Not your typical Harley
• In a segment that has heated up with lots of new offerings, the X440 doesn't ace any specific aspect
• No riding modes or traction control. Essentially not a lot of ways to customize your ride
• This is the first product of the Harley Davidson - Hero partnership. Sales, after-sales and service support and experience are unknown

Review Link

Hero Mavrick 440

What you'll like:

• Single-cylinder, 440cc engine has good low-end torque to make city riding comfortable. Fairly responsive mid and top-end keep highway cruising engaging
• Superb ride comfort; gobbles up bad roads without letting the rider, or even pillion feel them
• NVH and refinement are really good. Combined with good ergonomics, you can cruise at 80-100 km/h all day long
• Features such as standard dual-channel ABS, Bluetooth connectivity, turn-by-turn navigation etc. are standard on all variants. Top variant gets e-sim connectivity
• Hero's sales and service network is unparalleled, even in tier 2 and 3 towns
• Well priced for what it offers. Undercuts most competitors

What you won't:

• Very basic instrumentation cluster in terms of look, feel and functionality
• Missing features such as riding modes, traction control, upside-down suspension fork, etc.
• Built to a cost. Cost-cutting is evident in a couple of areas
• Ride gets unsettled at higher speeds
• To many people, the Hero brand doesn't have the badge cachet of Royal Enfield, Honda or Harley-Davidson
• Long-term reliability of the new engine is unknown

Review Link

Husqvarna Svartpilen 401

Ownership Review

Here's what BHPian Geo_Ipe replied:

Guerilla 450 for me. Smart looks, can tackle city & touring conditions with ease. Engine has enough grunt, service availability is adequate.

Triumph Scrambler 400X oozes the big bike feel, which will reflect in service costs and reliability as well.

The X440 & Mavrick don't have enough character to demand a second look. Husqvarnas are too niche.

Here's what BHPian sapien replied:

• Just based on looks, for me it has to be the RE Guerilla, although polarizing, it immediately feels special and that's why the vote. Dynamics on that other hand needs further polishing w.r.t erratic throttle @ lower rpms, unsophisticated suspensions etc.
• Harley seems most rounded product but looks weird in an ungainly way. Maybe the next Harley product on same platform- like Nightster 440 will be a product to wait for.
• Triumph Scrambler is a super safe choice but looking at it doesn’t excite me.
• One may want to try newer Jawas and Yezdis- at least they look great.

PS: I have only driven Speed 400, Classic 350, Hunter and CB350 and my views are extrapolated from that.

Here's what BHPian pedrolourenco replied:

A tough call between the Triumph Scrambler and the RE Guerrilla. Picked the Guerrilla as it's easier to ride.

Check out BHPian comments for more insights and information.

The 400X performed fairly well across various riding conditions. Like a true jack of all.

BHPian nasirkaka recently shared this with other enthusiasts:

DIWALI WEEKEND BIKE TRIP

It was the long Diwali weekend and 4 of us rider friends decided to go on a bike trip from Bangalore. The destination locked was Kodaikanal and its surroundings. The trip was for 3 nights and 4 days. The chosen places to stay were off the beaten path and not easily accessible.

4 musketeers on their steed. Two BMW 310GS, my 400X and a BMW GS1250.

It was a wonderful trip comprising of good national highway, some country roads and lots of twisties and hairpin bends. We choose the route to include less travelled roads. The road conditions were such that it could be placed under off-road category. We all love trails so bad roads were not at all an issue. Not to mention the views were breathtaking, weather was great, and camaraderier was top notch.

We stayed at couple of lovely remote place on the hill and in forest, where the scene around was changing like a kalidoscope. One moment its nice and bight and the next moment the entire valley is engulfed in fog. And throw in some intermittent rain to make things interesting.

We did some general exploratory ride around the Kodai and Kookal region. As this was long Diwali weekend, the regular tourist spots including the entire Kodai town was heavily crowded. We tried staying away from the crowd as much as we could. We encountered multiple waterfalls, lakes, valleys, and beautiful and lush green terrace farming.

We also encountered some rains on the hill but were adequately prepared for the same. There was a brief period of anxiety when i misplaced the bike key due to sudden onset of rain and us rushing to a near by shelter. But the key was soon found to a big relief from the group. Phew! ( i was carrying a spare key, which was at the place of our stay).

Food has always been an integral part of our trips. We try and look for outlets which are known for local delicacies and relish the same. So much that the food is mostly over by the time the thought of taking a picture crosses mind.

That brings to the end of a lovely weekend outing to the Kodai hills, the clouds and the fog. Some paced highway riding. Puttering along some scenic country roads. Lots of ghat sections, never ending & winding mountain roads and even road blockage due to fresh land slide. On the way back, we did enounter the heavy rush of long weekend returning traffic but being on two wheels made it all passable. It was sad to see the folks stuck in their 4 wheelers on long jam of crawling traffic.

The 400X performed fairly well across various riding conditions. Like a true jack of all. I was a bit worried on spending long hours on the saddle without any wind protection. But there was no issue at all as along as one was maintaining sane speed.

On the hill, bike did have a stationary fall. I had parked and walked a few steps away when I had a heart wrenching 'thud'. Turned back to see the bike fallen on the road. I suspect it was due to the bike standing too straight on the side stand. I have decided to reduce the length of the side stand to increase the lean angle, will share the DIY details on the thread soon.

The stationary dead fall did result in some damage to the bike. The tip of front brake lever broke. the plastic knuckle guard on the brake lever side cracked and broke. There were scratches on the lower engine guard and the silencer. The bike had the Hepco top box as well, but thankfully it held fine with some minor scruff marks.

All in all It was a memorable trip and ride experience.

Check out BHPian comments for more insights and information.