The 2025 edition of the Scrambler 400X comes in a new paint scheme of Lava Red Satin.

The 2025 Triumph Scrambler 400X has been launched in the Indian market. It is priced at Rs 2,67,207 (ex-showroom).

The 2025 edition of the Scrambler 400X comes in a new paint scheme of Lava Red Satin. The new colour replaces the existing Volcanic Red option.

The Scrambler 400X continues to be powered by the same 398cc, liquid-cooled single-cylinder engine, which makes 40 BHP and 37.5 Nm. It is paired with a 6-speed gearbox.

The Scrambler 400X shares its underpinnings with the Speed 400. Longer suspension travel and dual-purpose tyres make it more capable on rough terrains. It also gets a larger 320 mm brake disc at the front with dual-channel ABS.

Want to give a quick update, my ODO currently stands at around 18200 kms. Overall I am quite satisfied with the bike.

BHPian NEMatters recently shared this with other enthusiasts:

Quote from BHPian rishavch2104:

Glad to see someone here got the issue resolved. My guess would be it was a combination of the better fuel plus the ecu updates. They might have even cleaned the throttle body and fuel pump. Also about the rear brake, new pads require some break in time since the surface is completely smooth for new ones. Be a bit careful and it should break in within some time.

Yup! most probably a combination of few things. I still have this issue, however I learned to live with it now, fill up premium petrol and it is better for sure.

Want to give a quick update, my ODO currently stands at around 18200 kms. Overall I am quite satisfied with the bike.

Pros:
- The engine is smooth now, even at 120kmpl, I don't feel much vibes, they are a bit more pronounced at around 85 and 100 kmpl, and then smoothens out.

- FE is decent I would say: around 22- 24kmpl in Bengalore City and around 28 to 32 on highways. (Depends on speed you are riding at, I usually go around 110 to 120 on good roads with clear visibility)

- The suspension is good, absorbs everything I throw at it. Mind you I don't do hardcore off-roading.

- Quite reliable for me: Did many long rides Bengaluru to Goa, Bengaluru to Nagpur, Bengaluru to Pune all 1 day rides, and the bike just performed without concerns. Got completely drenched (with raincoat of course) and ridden in heavy rains as well without any electronic glitches.

Cons:

- The dreaded stalling issue is still hovering around, after so many ECU updates. I am living with it now, but it is less pronounced with E20 fuel and with premium fuel as well

- Usual cons, headlights are poor (have aux lights installed), horn is poor (replaced with a dual horn)

Few pointers:

- Air filter needs to be replaced every 5 to 6k kms.

- Chain sprocket lasted for 14k kms for me (I think I rode without lubing the chain in rains quite often)

- There is a issue of sprocket bearing at 18k (Chain was creating tick-tick sound when in low speeds)

- Changed to sintered front brake pads at around 5k kms and till 18k kms, no change so far - they can last maybe 3k kms more. The rear brake pads gone at 18k kms went for non sintered ones.

- I plan to replace engine oil and filter every 8k kms (just a preventive measure) compared to company recommened 16k interval.

- The gear shifts are nice and smooth now, compared to what they were when new.

That's her on a trip..

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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.

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

Here are a few pictures from the ride we did on Munnar Gap Road during the running-in period, me and my wife.

My wife and I recently enjoyed a ride to Wagamon. Here are few on the move shots captured with the DJI Osmo Action 4.

Signing off for now, folks! I'll update this thread with my experiences as I put more kilometers on Terra.

Check out BHPian comments for more insights and information.

Watching people stop and look while the vehicle is parked, and kids asking to do a rev bomb is a bonus of owning this.

BHPian Avikiwi recently shared this with other enthusiasts:

Dear TeamBHP,

I have read quiet a few reviews here and prefer them over 10 minute videos on YouTube given by people who don't own said vehicle. So I'll do my part and share the cons and pros I've observed in my ownership so far.

CONS
1. No headlight at night (half my odo has been night drives, and I haven't exceeded 60kmph most of the time due to this almost non existent light, I feel like triumph is enforcing speed limits without electronically locking the machine with this headlight)
2. Horn sounds so weak that people don't even acknowledge I'm there (I've had an easier time getting space to overtake while revving my engine like a madman)
3. Lack of specific spare parts (in my case the right hand guard, I haven't had a replacement available for almost an Year, thank God for m-seal.
4. Rear brake feels lacking compared to the front, lacks bite.

PROS
1. I've never had the vehicle stay at service for more than 12 hours even without appointments, very supportive.
2. Never had any lack of power during the last year of owning this beautiful bike, did a top speed run and hit 157kmph on the speedometer, which is more than enough for our roads.
3. Tires provide more grip than I initially expected as they weren't road focused, in quiet a few cases the bike could lean more but it was me hesitating. It does give the occasional rear end slip while on a sandy patch like I'm drifting but I've gotten used to it by now. It's fun raising clouds of sand behind me, don't know about the people following me though.
4. Best mileage I've had is usually at 70-80 kmph at 5th gear of 35kmpl. The same at 90-110 kmph in 6th gear but only when roads are flat, so forget it. I also tried driving for a week letting everyone on the road know that my bike revs to over 10k rpm in every gear and got 20kmpl mileage, don't do this.
5. The sound you get when let go of the accelerator and don't touch the clutch is absolutely heavenly, I usually let the vehicle slow down by itself due to lack of acceleration and downshift instead of breaking and this beautiful sound has also cleared my pathway more times than the horn ever did. People just assume I'm fast even though I'm slowing down and just give away.
6. Watching people stop and look while the vehicle is parked, and kids asking to do a rev bomb is a bonus of owning this.

Check out BHPian comments for more insights and information.

Dug-up some trails on the google map around Chikkaballapur, about 60 kms off Bangalore. The days are getting warmer hence intent was to keep the outing short and sweet.

BHPian nasirkaka recently shared this with other enthusiasts:

OFF-ROAD RIDE REPORT

Took my 400X for some trail exploration last Sunday and here's sharing a short report with some pics from the day.

My friend, riding on a Vstorm SX 250, dug-up some trails on the google map around Chikkaballapur, about 60 kms off Bangalore. The days are getting warmer hence intent was to keep the outing short and sweet. Carrying enough hydration and some energy-bars, we set off early morning on the NH44.

Soon we went off the highway, looking for smaller roads towards the destination and were rewarded with some scenic countryside view. Hills covered in light fog in the background with pleasant early morning temperature.

Trails are plenty everywhere as long as one has an eye for locating it on the fly. My rider friend is good at it. We found some winderness away from the actual intended destination and went ahead to check it out.

Dry grassland leading towards some dense thickett.

It was still pretty early and there was some dark cloud cover as well. Great weather so far but we knew it would be short lived.

Ventured deeper where it started getting denser with increase foliage cover. There was not much of clarity on the maps as to if there was any exit.

Rode some more distance along a trench and the going started getting tough. we decided to return and head towards the original plan.

Some remaining fresh green patches among the dry and brown landscape were refreshing to the eye.

Back on the country road.

With some difficulty, we managed to find the starting point of the trail which we had come hunting for. It was through a narrow opening behind a small village. Like most, this trail also lead to a temple inside a forest, accessible by foot which we were attempting on motorcycles. The surrounding was tinder dry with signs of recent forest fire leaving black and charred landscape all around.

Jumping in joy.
The stretch comprised of forest sections followed by hillocks and rocky plains.
After crossing the temple, we venture deep trying to look for an exit.

The trail started getting a bit technical and unclear in many places. We had to get off the bike, walk for hundreds of meters trying to ensure if there was an exit, or even space to turn the bike around.

Also came across a nice opening in the forest which in monsoon would have a different charm. It was a rocky slope and going by the dry watermark, would be not less than a waterfall in peak monsoon.

Cooling off under the shade of a small tree, barely left with a few leaves.

With enough of adventure for a day, getting lost many a times, consuming all our hydration we decided to call it a day. Onward exit from the area was uncertain, sketchy and much technical forcing us to trace our steps back from the trail.

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A few calls to each other followed by some messages, and there was a new plan in place. The location chosen was closeby as it was already noon.

BHPian nasirkaka recently shared this with other enthusiasts:

SUNDAY OUTING

Last Saturday, we slept with a frozen plan of riding to explore some trails around Tamilnadu. Sunday early morning we woke and were un-plesantly surprised by the heavy rain and chilly wind. There were three of us in the plan. As we were mentally not prepared for rain ride, and it was too cold, chilly and wet outside, we decided to drop the plan and went back to our dear sleep.

As the day progressed the weather slightly improved. Rain took a break and we were feeling itchy to miss out on an opportunity to ride with a great weather. A few calls to each other followed by some messages, and there was a new plan in place. The location chosen was closeby as it was already noon.

We all met at the city outskirts toll at around 1 pm. Two of us were on bike, (myself on the 400X, another freiend on the SX200) and BHPian Redliner on his Thar.

Throughout the ride, it was slightly drizzling and chilly.

Close to the destination, we were greeted with thick fog. Thanks to the weather, as this place seldom gets fog in the afternoon. I have been to this location many times, but the fog gives a totally different look and feel, a dreamy one.

On the way up, we stopped at a few locations to take some photos, chit-chat and soak in the mystic foggy afternoon.

The climb to this hillock is easy but offers scenic views of the valley below. There is also a difficult trail going to the top, but given the wet weather, we thought to leave it for another day.

On the wayback, we explored some flat trails and lake beds and it was almost evening and time to headback. Just before hitting the town, we stopped at a restaurant for some well deserved snacks and drinks, to call it a day.

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I have been spoilt by very upright and relaxed posture on my earlier bikes and wanted something similar on the 400X.

BHPian nasirkaka recently shared this with other enthusiasts:

Hi, I have done much tinkering with the handlebar position on the 400X.

To begin with, the bike does not necessarily need a handlebar riser as the handlebar position is good enough for off-road recommended "attack Position" even while standing and riding. In this position, the upper body is slightly bent forward and the chin is on top of the handlebar. At max, some rotation of handlebar maybe required to achieve this attack position posture.

But that is all theory. In reality, different rider's requirements differ. I have been spoilt by very upright and relaxed posture on my earlier bikes and wanted something similar on the 400X. I never got the Carbon racing riser, but got the Zana riser.

This Zana riser is a pull back type where it raises and also brings back the handlebar position. This position feels good while sitting and riding but while standing and riding, the handlebar feels too close to the body, especially on inclines. If we try and over-rotate the handlebar away from the body, the control switches, levers, etc start fouling with respect to their position on ther handlebar. For eg, the clutch lever when pressed with starting hitting the light flash switch. I was not too happy with this position mainly as standing and riding was not satisfactory.

While working on these trials, I found out the Zana riser could also be turned by 180 degrees and used, as shown in this diagram. Fig.A is standard handlebar. Fig.B is with zana handlebar the way it is intended to be used. Fig.C is zana Handlebar rotated and used. I installed the risers like Fig.C and it worked better than Fig.A for my requirement. But the handlebar was too high now and not really ideal for sitting and riding. Standing and riding was comfortable here. Again not completely satisfied.

So I installed 2" Rox pivot riser. Zana risers are around 1.5" and that itself is just about ok for the cable lengths. The Rox is relatively taller and cable length could be slight hindrance. I have also realised that different 400X have slight difference in their cable length slacks. My bike has a bit more leeway compared to some other 400X I have seen. With some adjustment made to the clutch cable, I could manage to install the Rox risers. Rox being a dual pivot riser gives us ulmost flexibility.

After a lot of trial at various angles & positions and also switching between Rox and Zana a few times, I eventually settled for this position. As we can see, the Rox riser if forward rotates to a large entent. This helps create extra room for standing and riding and also raises the handlebar by about 1.5". I sort of found this as best balance between comfort while seated and also while standing and riding. Cables and controls are just about fine. Clutch cable required some adjustement using plastic cable ties but there was no re-routing done. Overall, I am happy with this setting.

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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.

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We all helped each other and managed to get back to civilisation. Big shout-out to all the riders who encouraged each other to keep going.

BHPian nasirkaka recently shared this with other enthusiasts:

SHORT SUNDAY TRAIL RIDE

Last Sunday, we decided to go for a short breakfast ride mixed with some intent to off-road. The destination chosen was Achalu betta, about 80 kms from Bangalore. Betta in Kannada loosely translated to a hillock.

Achalu betta is a small hill climb, popular amongst Bangalore riders, but known to transform drastically over different season. There is a temple at the top where some local festivals are celebrated. During these festivals, as the large crowd moves up to the hill top, the route is temporaly fixed but during the rest of the time, the terrain varies from dusty and sandy to slush and mud, affected by sun and rain. I have ridden to the top on various bikes on 3 ocassions and its a fairly simple trail with a few tricky sections and turns.

This time, there were 5 of us riders: 2 Himalayan 450, a BMW310R, myself on the 400X and a mighly BMW1250GS. We reached the base of the betta in good time, thanks to the newly done Kanakpura road.

Recent cyclonic rains in and around Bangalore meant the trail leading to the hill top was totally washed away exposing deep ruts and rocks. We were expecting the trail to be a bit challenging given the heavy rains during the last 2 weeks, but not to this level.

We made a brave face and tried to attempt the climb. The going was getting tough. We were helping each other and inching ahead. But as there were a mix of bikes and couple of riders were new to such trails, we decided to abort the climb post 20% into it.

Some views around the area.

As off-roading was on our mind, we decided to explore some wild trails around the foothills of Achalu and found an interesting one.

We entered the green cover with a winding single line trail which at some sections transformed into a two line trail. We were riding through dense foliage, with mesmerising greenery all around.

There was no moble network and we had not mapped this section, so navigation was challenge. We were not sure where the trail was leading to or how long or short it was. Satellite view was inconclusive without any visual trail reference.

We kept going even though some of these sections were tricky having steep climb with loose gravel where controling the bike was a task. Some sections were so dense, there was no trails visible at all. The area was also littered with elephant dung creating some anxiety.

After what seemed like an eternity, we finally exited the green cover to come to a small village. The last section was climbing down the hilly slope with loose rocks and negitoating that section was very tiring. We all helped each other and managed to get back to civilisation. Big shout-out to all the riders who encouraged each other to keep going. And a special mention to the 1250GS rider as it is not everyday we see these big bikes attmepting such unknows and uncertain trails.

We were all so tired from physical and mental exhaustion that everyone had a big smile on their face post seeing the black tarred road ahead.

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