Triumph’s Dynamic Duo: Redefining the Sub-500cc Segment

By sarkkartragvindera latest bikes 0 Comments

08 Oct2024

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Triumph has truly shaken up the sub-500cc motorcycle segment with the launch of the Scrambler 400 X and Speed 400. These bikes, born from a collaboration with Bajaj Auto, blend classic charm with modern performance, offering a unique riding experience that’s hard to resist. Let’s dive into what makes these two models stand out, explore their differences, see how they stack up against competitors, and understand their impact on Royal Enfield’s market share.

The Heart of the Matter: Key Features and Performance

At the core of both the Scrambler 400 X and Speed 400 is a robust 398cc single-cylinder engine. This powerhouse delivers 39.5 bhp at 8,000 rpm and 37.5 Nm of torque at 6,500 rpm, paired with a six-speed gearbox for smooth and responsive performance. With a liquid-cooled system, Bosch electronic fuel injection, and dual overhead cams, these bikes are designed to offer both efficiency and power.

While they share many components, the Scrambler 400 X and Speed 400 cater to different riding styles:

Design and Ergonomics: The Scrambler 400 X boasts a rugged look with a headlight grille, longer fender, handguards, and a higher handlebar for an upright riding position. It also features a split saddle with tan-brown covers, adding to its adventurous appeal. On the other hand, the Speed 400 has a sleek, street-oriented design with a single-piece saddle and lower handlebar, perfect for urban rides.
Wheels and Tires: The Scrambler 400 X is equipped with a 19-inch front wheel and 17-inch rear wheel, making it suitable for light off-road use. The Speed 400, however, sports 17-inch wheels at both ends, optimized for street performance.
Suspension and Brakes: The Scrambler 400 X offers more suspension travel (150mm front and rear) compared to the Speed 400 (140mm front, 130mm rear), making it better suited for rough terrains. The Speed 400 features different brake pads, providing better stopping power for city rides.

Facing the Competition

In the competitive sub-500cc segment, the Triumph Scrambler 400 X and Speed 400 face some formidable rivals:

Royal Enfield Hunter 350 and Scram 411: Known for their classic design and robust performance, these models offer a nostalgic riding experience.
BMW G 310 R and G 310 GS: These bikes are known for their sporty styling and modern features, appealing to younger riders.
Bajaj Dominar 400: A popular choice in the Indian market, offering a balance of performance and affordability.
Honda CB350RS: Another strong contender with a blend of retro design and modern technology.

Shaking Up the Market: Impact on Royal Enfield

The arrival of the Triumph Scrambler 400 X and Speed 400 has certainly stirred the pot. With their competitive pricing and advanced features, these models have attracted a significant number of buyers, posing a challenge to Royal Enfield’s dominance. The initial success of Triumph’s new models, with over 10,000 bookings, indicates a shift in consumer preferences towards more modern and versatile motorcycles ¹.

Royal Enfield, known for its classic and retro-styled bikes, now faces increased competition in the sub-500cc segment. The Triumph models offer a compelling alternative with their blend of classic design and modern performance, appealing to both new and experienced riders.

Sales Impact: Since the launch of the Triumph Scrambler 400 X and Speed 400, Royal Enfield has experienced a noticeable drop in sales. Reports indicate that Royal Enfield’s sales in the sub-500cc segment have decreased by approximately 15% in the months following the Triumph launch ¹. This decline underscores the growing popularity of Triumph’s new offerings and their impact on the market.

In Conclusion

The Triumph Scrambler 400 X and Speed 400 have made a notable entry into the sub-500cc motorcycle market. With their distinct designs, robust performance, and competitive pricing, they offer a fresh alternative to established models like those from Royal Enfield. As the market evolves, it will be interesting to see how these new entrants influence consumer choices and shape the future of the motorcycle industry.

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01 May2024

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Royal Enfield Himalayan 450: The Adventurerâ€™s Choice

By SARKKART ADMIN 1st May 2024

The Royal Enfield Himalayan has been a synonym for adventure and reliability among motorcycle enthusiasts. With the launch of the Himalayan 450, Royal Enfield has taken a significant leap forward, offering a machine that not only promises the ruggedness of its predecessor but also introduces a suite of modern features and improvements.

Design and Build

The Himalayan 450 retains the classic adventure styling with a more contemporary touch. It’s a well-rounded package that delivers on most wishlist items from prospective customers¹[1]. The motorcycle boasts big-bike dimensions and a substantial stance, making it comparable to 500-650 cc adventure bikes. The design is functional yet aesthetically pleasing, with a more muscular fuel tank and sharper lines that contribute to its modern look.

Performance

At the heart of the Himalayan 450 is a 39.5 BHP engine that offers new-found expressway cruising abilities. The performance is deceptively fast in the midrange, and the 6-speed gearbox with slip and assist clutch helps maintain this performance throughout the day¹[1]. The bike is best experienced between 3,000 to 7,000 rpm, where it truly comes alive.

Technology

One of the standout features of the Himalayan 450 is its circular TFT instrument cluster with connectivity and Google Maps navigation, which is considered segment-best even two segments above¹[1]. This modern digital instrumentation simplifies navigation and eliminates the need for a phone mount, making for a cleaner and more integrated experience.

Comfort and Handling

The Himalayan 450’s Showa suspension system is well-tuned to dismiss bad roads and potholes with ease, providing excellent ride quality at speeds¹[1]. The longer wheelbase offers excellent highway stability, and the handling is neutral. The tyres feel adequate for the performance on offer, ensuring confidence on both tarmac and trails.

Off-Road Capabilities

With a 21” front wheel, 224 mm ground clearance, and 200 mm suspension travel at both ends, the Himalayan 450 is a very capable machine off-road¹[1]. These features allow it to tackle a variety of terrains, making it a true adventure bike that can go wherever your heart desires.

Pricing and Value

The Himalayan 450 is priced competitively, undercutting most rivals while justifying the price jump over the earlier generation. Royal Enfield has also launched a comprehensive accessory and merchandise catalogue, enhancing the overall value proposition¹[1].

Conclusion

The Royal Enfield Himalayan 450 is a testament to the brand’s commitment to innovation and customer satisfaction. It’s a motorcycle that has grabbed the nation’s attention and is likely to become the go-to choice for adventurers seeking a reliable, capable, and enjoyable ride.

Whether you’re cruising on highways or exploring off-road trails, the Himalayan 450 is equipped to take you on your next adventure with confidence and style.

I hope this blog post captures the essence of the Royal Enfield Himalayan 450 and provides a comprehensive overview for enthusiasts and potential buyers alike. If you have any specific aspects you’d like to delve into further, feel free to let me know!

Looks, Build Quality and Other related items

To be frank, looks is something I don’t consider when buying an automobile. (With no offence to any previous or existing owners, I was willing to buy Creta and ended up purchasing Scorpio N with that Van inspired rear door) What is more important to me is that the motorcycle should fit my needs. That being said, it wouldn’t hurt to have a nice looking vehicle. Himalayan 450 looks nice to me.

Size – On first look and subsequent looks it did not look substantially big. Every review that I saw, said the bike looks big and can compete against some of the 650 cc adventure motorcycles in size. For some reason I did not feel so, that is until, I parked it next to a OG Himalayan during the first service. It did look substantial then. May be it was my brain playing the tricks.

Looks – Adventure motorcycles, by its nature is not going to win any beauty contests. It is purpose built and Himalayan is more so. However in black it looks good, highlighted even more by that golden rims. To me, inner beauty is more important and we will get there soon.

Build Quality – My benchmark for build quality within Royal Enfield stable is Super Meteor 650. Himalayan 450 is definitely not up to SM 650 level, but it is really close. Except for few open welding joints, I did not observe any uneven gaps, loose parts or ugly finishes. The motorcycle feels really tight when riding in any road conditions. Switch gears felt ok and wires could have been managed better. But all this is relative to SM650. When compared to BS6 Himalayan it is miles a head. Comparing outside RE stable in similar price range, ADV 390 felt better than Himalayan 450 in all aspects.

Height & Weight – Himalayan 450 is tall, but not as tall as KTM ADV 390. I am surprised how few cms of height and seat/tank width can completely change our perception of height (I am referring to ADV 390 here). For my height, which for reference is 180 cm, it felt comfortable. Coming from OG Himalayan, weight is really not an issue for me, it felt comfortable to push the motorcycle out of parking, put it in main stand and move it using the legs in bumper to bumper traffic. If in doubt, it will be better to do all this in person before you book one. But I am sure you will get used to any motorcycle in a span of few weeks irrespective of its height or weight.

Seating and Riding Comfort

This section was one of my top priority, but due to my stupidity, I did not spend enough time with the motorcycle before buying it. I am glad to report that most of it is positive with few scope for improvements.

Handlebar – Handle bar is wide and provides a relaxed riding position. The riding triangle is exactly between BS6 Himalayan, which was more relaxed and ADV 390, which was little aggressive for an adventure tourer. I felt slightly committed while riding Himalayan 450 irrespective of where I sit in that long seat, but after a 11 plus hour journey, I was fresh enough to walk around the steep resort. I prefer this riding triangle more than my BS6 Himalayan and do not need any handlebar risers. The only issue is the handlebar grip. It has a hard pattern and while riding without gloves in city it pains after sometime. Accessory-1 – A soft and slim handlebar grip is definitely required for me.

Rider Seat – The rider seat is very well engineered in-terms of shape, size and angle. It is the best seat in any motorcycle that I have ridden. It has lot of space to move around during long rides. I was able to comfortably do non-stop 120 minutes in four lane highway during my Kodaikanal ride. My previous best was around 100 minutes in BS6 Himalayan. That said, I was spoilt by the comfort of touring seat in my BS6 Himalayan and I would like to add it in Himalayan 450 as well. Accessory-2 – Touring seat for rider will be added, only if the shape, size and angle is similar to regular seats.

Pillion Seat – This is the most important factor in selecting any motorcycle for me. We had to let go of Tiger 660 only because of this issue. The pillion seat is still not extensively used, but I was told that is as comfortable as BS6 Himalayan. Accessory-3 – Touring seat for pillion will be added.

Luggage – This is another important factor for me. After a lot of research on safety/convenience we added RE metal panniers to our BS6 Himalayan, in-spite of safety concerns incase of a fall. The good news is RE metal panniers can be fitted straight away in Himalayan 450 (I was told), however it will need a new pannier rails of Himalayan 450. Accessory-4 – RE Pannier rails will be fitted. Though there is a provision for top box, I never felt comfortable riding with one. Will not be adding it.

Mirrors – I don’t know how RE did it, but the mirrors are not vibrating at all. I am surprised how a common expectation from a motorcycle can become an achievement for RE. However, the size of the mirrors are really small. When I move around from one position to another in that really long rider seat, mirrors become useless. During my Kodaikanal ride, I had to constantly adjust the angle of the mirrors while riding. Accessory-5 – A bigger mirrors. Not finalized on the brand yet, because RE’s touring mirror prices are insane. Need suggestions.

Wind blast – I faced more wind blast when compared to my BS6 Himalayan because of two reasons. A) I was going faster 2) Lack of a proper wind shield. The BS6 Himalayan windshield was not perfect for me either, it used to direct the wind towards the upper portion of my helmet. But considering the cruise speed of 80’s it didn’t bother me much. Accessory-6 – Need to try the taller windshield from RE and see if it becomes any better.