The other motorcycles include KTM 390 Adventure and Adventure X, Royal Enfield Himalayan 450, Triumph Scrambler 400X and 400XC, BMW G 310 GS and Yezdi Adventure.
BHPian Ripcord09 recently shared this with other enthusiasts:
KTM 390 Enduro R
What you’ll like:
- Finally, a capable entry-level off-road motorcycle from KTM in India
- LC4c engine offers good performance – 45 BHP & 36 Nm. Shorter gearing improves low-end performance compared to the 390 Adventure
- Friendly ergonomics makes the motorcycle accessible to a wider audience. Rally-style seat offers decent comfort by enduro motorcycle standards
- 9-litre fuel tank can provide a range of up to 180-190 km, making it suitable for short-distance touring. Mitas 07+ dual-sport tyres perform well
- Loaded with features like a high resolution TFT screen with Bluetooth connectivity, ride-by-wire, Quickshifter, two ride modes, traction control and ABS modes
- Body plastics may not feel premium, but they’d be easy & cheap to replace. They serve the purpose of this motorcycle
What you won’t:
- 177 kg kerb weight is on the higher side for an off-road focused motorcycle
- The engine tune is still more road-biased. Low-end performance, although improved, could have been stronger for off-road rideability
- At Rs. 3.39 lakh, ex-showroom, the 390 Enduro R is priced at a slight premium. Global-spec variant might boast a Rs. 30-40,000 premium over this motorcycle
- Not very beginner-friendly. You’ll need to be an experienced rider to reach this motorcycle’s limit
- Small screen size limits the information on display. No fuel gauge on the TFT
- Handlebar requires some effort to turn when filtering through traffic and making quick turns
Kawasaki KLX 230
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
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
KTM 390 Adventure X
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.
Triumph Scrambler 400XC
BMW G 310 GS
Hero XPulse 210
What you’ll like:
- Significant upgrade over its predecessor. A beginner-friendly off-road motorcycle that’s comfortable on the road too
- Performance is strong from the 210cc liquid-cooled engine. 24.3 BHP & 20.7 Nm is sufficient for most riders
- New six-speed transmission makes it a more relaxed cruiser at highway speeds (85-95 km/h)
- Improved off-road capability with new chassis, tyres, long travel telescopic front suspension and gas-charged mono-shock with linkages at the rear
- Decent spread of features includes projector LED headlamps, 4.2-inch TFT screen with phone connectivity, turn-by-turn navigation, slip and assist clutch, dual-channel ABS with three modes
- Good value for money with prices starting at Rs 1.76 lakh for the ‘Base’ variant and Rs 1.86 lakh for the ‘Top’ variant
What you won’t:
- Still not as effortless to ride at triple-digit speeds constantly
- At ~170 kg wet weight, it is substantially heavier compared to its predecessor
- Vibrations can be felt through foot pegs and fuel tank post 7,000rpm
- Hardcore off-road riders would prefer the adjustable suspension and a slimmer fuel tank from the Xpulse 200 4V Pro
- Long-term reliability of the new engine is unknown
- 6,000 km service interval is on the shorter side
Yezdi Adventure
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