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
KTM 390 Adventure X
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
⢠21â 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
BMW G 310 GS
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 âbig bikeâ 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
⢠19â 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 Bajajâs watch is something that remains to be seen.
Suzuki V-Strom 250
KTM 250 Adventure
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