Published in: Bikes
Based on the Himalayan with a 21-inch front wheel, the Scram 411 uses much of the same chassis, but with a few important changes. The 411 mill has much the same output and characteristic of past Himalayans, so there’s not much to report, except it feels smoother than my first-generation Himalayan. What really stands out is the new handling.
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The biggest and most obvious change is the 19-inch front wheel that not only makes the bike a bit lower but also has a notable effect on handling. Many European manufacturers offer 21-inch and 19-inch versions of their motorcycles, and for good reason. While 21-inch wheels are excellent for off-road or rough surfaces, they lack the quick turn-in and sporty handling of smaller 17-inch wheels.
But 17-inch wheels, mostly found on street bikes, don’t do a good job of soaking up deep dips or large bumps like rocks, potholes, or washouts. Therefore 19-inch wheels are a great compromise; ADVMoto has done several 19-inch wheel modifications to bikes over the years and loved all of them.
So how does the 19-inch wheel enhance the Scram 411? As expected, the bike turns in faster, making it more fun on pavement, especially on higher speed turns. This is not only due to the new front wheel, the designers took some inspiration from the Himalayan flat track bikes (that you can ride at their Slide School) and reduced the fork rake. Ultimately, the Scram 411 is notably more fun and stable at speed than its 21-inch sibling. It turns in faster and is also easier to handle at parking lot speeds.
The 0.8-inch shorter suspension is much the same as the Himalayan, which works well even for a six-foot, 200 lb.-plus rider like me. It’s worth mentioning that it doesn’t happen often for bikes in this price range. It soaked up potholes, washboard, and lumpy pavement without losing composure, and tracked well. There was some mention of the rear spring rate being a bit stiffer but if so, there wasn’t much noticeable change. Except for those looking to push their bikes hard off-road, it should work quite well for most Scram riders. With a rigid frame, compliant suspension, and dual-sport tires, the Scram 411 is a joy to ride on a wide range of surfaces. No big surprises here, just good riding!
One of the biggest sore spots (pun intended) of the Himalayan was its stock two-piece seat. Despite recent revisions, many felt the padding was not thick enough for extended use, and it’s rather cramped for larger riders. Thankfully, Royal Enfield took note and gave the Scram 411 a one-piece with revised foam and a larger seating area. After 300 miles of testing, I confirm this is a great improvement overall but, like with most bikes, heavier riders who spend long days in the saddle may still think an aftermarket option is better-suited to their tushes. It’s also possible the Scram saddle will fit on standard Himalayans, but this would need to be confirmed.
The lack of a windscreen means the rider gets the full force of the air stream. With comfortable cruising speeds between 55 and 65 mph, this isn’t much of an issue as many riders would rather have the air moving cleanly around their helmets instead of dealing with buffeting from a windscreen. A small bikini fairing option would be nice for not only protecting the gauges, but any other electronics you may use.
Unlike many scramblers that come from street bike DNA, the Scram 411 inherits the Himalayan’s off-road capabilities and rider geometry. The low pegs and upright riding position work great for many types of riding from commuting to world exploring. The standing geometry is good for most testers, but taller riders may want to add higher bars or risers. Other than that, there’s not much to change in terms of comfort or rider geometry on the Scram 411.
The new metal headlight cowl which integrates into the gauges is probably the most visually striking update to the model. It helps tie the whole bike together and look like a custom model from the factory. The new simplified combined digital and analog dash is modern-looking, easy to read during the day and provides basic info. In fact, it’s so basic that the tach has disappeared, and odometer trips are switched by a trigger button on the right-hand control cluster. There are no buttons on the gauge cluster itself.
This is a nice touch, but unlike the Himalayan’s more robust dash that also houses an ABS on/off switch, we’re not sure where this would go on the Scram should they introduce the feature at a future date. The ABS works well enough and allows you to lock the rear wheel at very low speeds, but disabling it (at least for the rear brake) would be a great option for off-roading.
The rake change wasn’t the only cue taken from the flat track world. Notably missing are the Himalayan’s upper side guards, which have been replaced by a “number ball” styled trim piece inspired by flat track bikes. From the side, they help fill the visual gap near the neck of the bike by the exhaust port and horn. From the front, they add “shoulders” to the tank, which gives a wider more substantial look without adding much weight or bulk. When asked if these number balls were protective, Mark Wells, Royal Enfield’s Chief of Design, said they are not intended for that purpose. However, they are mounted to the same frame location as the Himalayan’s side guards, so minus some scratches to the plastic and paint they should provide a bit of protection to the tank in case of a tip over.
Last but certainly not least, the Scram 411 comes in a whopping seven different color variations. My personal favorite is White Flame, but there’s likely something there for everyone. Combined with the matching-colored wheel stripes, it’s almost like getting a custom bike off the showroom floor. As much as I love to nitpick motorcycles, visually there’s not much I would change. That said, Himalayans are easy to customize, and often the results turn out great, like our Far-Rider Comics project bike. We feature a look at all seven color variations in the video above.
No bike is perfect, and no matter how much you pay, you’ll probably make at least some changes due to necessity or preference. You should check bolt tightness on any new Himalayan. We had a bolt vibrate off the muffler heat shield that caused a low-pitch-moaning sound at a certain resonance. Also, the stock skid plate’s metal is quite thin and can crack at the right-angle bend near the mounting point causing a random metallic buzz. Not all test bikes had this issue, but a couple did. While they work fine for general use, I would replace this with a heavier-duty version for off-road riding..
To shave some weight and cost, the Scram 411 has lost the stock center stand and rear rack found on the Himalayan. Like the tach, some won’t care, but anyone who wrenches on their own bikes will appreciate it. Factory center stands and rear racks are available from dealers, so be sure to ask if you want one.
All in all, these are not major concerns for a motorcycle at this price point. Nevertheless, there’s a “wish list” of changes we’d like to see on the Scram 411, which also goes for Himalayans. First and foremost is a kickstarter. Did you know the engine is ready to accept a kickstarter mechanism? You can see the casting for it below and left of the logo on the engine’s right side. Apparently, it’s not expensive to include it from the factory, but there’s little demand. There are also no aftermarket kits for it and making one would be expensive to integrate. A kickstarter option would be an awesome feature, even if it added $100 to the cost. Not only would it further differentiate Himalayan DNA bikes from any other model in the adventure category, but batteries wear out, fail at the most inconvenient times, and are more unstable in extreme heat or cold. Early Himalayans had a battery drain issue when stored for more than a few weeks and, to be honest, I’d rather kick than push. Would you pay more for a factory kickstarter? Let us know in the comments below.
The second is having the oil temperature display. Thankfully I’ve never seen the idiot light for it pop up on the dash, but Royal Enfield’s “Tripper” navigation display pod next to the gauges could be used for more than a clock or turn-by-turn directions. It’s a really useful and easy-to-read display just waiting to be further utilized on the Scram 411 and other models.
It’s clear Royal Enfield is trying to make affordable bikes that appeal to a wide range of current and future riders. Looking at the already diverse Himalayan owner demographics, the Scram 411 should make it even wider. The slightly lower saddle height of 31 inches, very manageable power, easier handling, and many color options make these great beginner motorcycles. And, we wouldn’t be surprised to see them eventually show up at rider training courses.
The Himalayan’s proven go-anywhere capabilities now pass on to the Scram 411 variant and with a $5,099 sticker price it will appeal to new and experienced riders alike. There’s no current competitor in terms of style, price, or how it’s been adopted by both the aftermarket and riding community. It continues to be a strong seller in America, and now the U.S. has become Royal Enfield’s second-largest market outside of India! Anyone looking for their first bike, a less complicated ride, or to try their hand at gravel surfing can find something to like in any of the Himalayan models. Now, with Royal Enfield’s Scram 411 there’s a great option to keep dirt on your feet and have more fun on the street!
For more info on the Scram 411, visit: RoyalEnfield.com
MSRP: ($5,099 USD/$6,749 CAD)
Engine: 411cc single cylinder, 4-stroke, SOHC, 2-valve, air-/oil-cooled
Max Power: 24.3 bhp (17.88kw) @ 6500 rpm
Max Torque: 32 Nm @ 4,000–4,500 rpm
Gearbox: 5-speed constant mesh
Front Suspension: 41mm forks, 7.5 in (190mm) travel
Rear Suspension: Monoshock with linkage, 7.0 in. (180mm) travel
Front Tire: CEAT 100/90-19
Rear Tire: CEAT 120/90-17
Front Brake: 300mm disc, 2-piston floating caliper
Rear Brake: 240mm disc, single-piston floating caliper
ABS: Dual channel ABS (non-switchable this model year)
Wheelbase: 57.3 in. (1455mm)
Ground Clearance: 7.8 in. (200mm)
Seat Height: 31.3 in. (795mm)
Curb Weight: 407 lb. (without fuel)
Fuel Capacity: 4.0 gallons (15L)
Colors: White Flame, Silver Spirit, Blazing Black, Skyline Blue, Graphite Red, Graphite Blue, Graphite Yellow
Continue reading...
Royal Enfield's New Scram 411- Dirt on Your Feet, More Fun on the Street
• Performance and Handling
Based on the Himalayan with a 21-inch front wheel, the Scram 411 uses much of the same chassis, but with a few important changes. The 411 mill has much the same output and characteristic of past Himalayans, so there’s not much to report, except it feels smoother than my first-generation Himalayan. What really stands out is the new handling.
{youtube}TjokgoV8XUs{/youtube}
The biggest and most obvious change is the 19-inch front wheel that not only makes the bike a bit lower but also has a notable effect on handling. Many European manufacturers offer 21-inch and 19-inch versions of their motorcycles, and for good reason. While 21-inch wheels are excellent for off-road or rough surfaces, they lack the quick turn-in and sporty handling of smaller 17-inch wheels.
But 17-inch wheels, mostly found on street bikes, don’t do a good job of soaking up deep dips or large bumps like rocks, potholes, or washouts. Therefore 19-inch wheels are a great compromise; ADVMoto has done several 19-inch wheel modifications to bikes over the years and loved all of them.
So how does the 19-inch wheel enhance the Scram 411? As expected, the bike turns in faster, making it more fun on pavement, especially on higher speed turns. This is not only due to the new front wheel, the designers took some inspiration from the Himalayan flat track bikes (that you can ride at their Slide School) and reduced the fork rake. Ultimately, the Scram 411 is notably more fun and stable at speed than its 21-inch sibling. It turns in faster and is also easier to handle at parking lot speeds.
Click Here to read the article about the Royal Enfield's Flat Track Slide School
The 0.8-inch shorter suspension is much the same as the Himalayan, which works well even for a six-foot, 200 lb.-plus rider like me. It’s worth mentioning that it doesn’t happen often for bikes in this price range. It soaked up potholes, washboard, and lumpy pavement without losing composure, and tracked well. There was some mention of the rear spring rate being a bit stiffer but if so, there wasn’t much noticeable change. Except for those looking to push their bikes hard off-road, it should work quite well for most Scram riders. With a rigid frame, compliant suspension, and dual-sport tires, the Scram 411 is a joy to ride on a wide range of surfaces. No big surprises here, just good riding!
• Scram 411 Riding Comfort and Geometry
One of the biggest sore spots (pun intended) of the Himalayan was its stock two-piece seat. Despite recent revisions, many felt the padding was not thick enough for extended use, and it’s rather cramped for larger riders. Thankfully, Royal Enfield took note and gave the Scram 411 a one-piece with revised foam and a larger seating area. After 300 miles of testing, I confirm this is a great improvement overall but, like with most bikes, heavier riders who spend long days in the saddle may still think an aftermarket option is better-suited to their tushes. It’s also possible the Scram saddle will fit on standard Himalayans, but this would need to be confirmed.
The lack of a windscreen means the rider gets the full force of the air stream. With comfortable cruising speeds between 55 and 65 mph, this isn’t much of an issue as many riders would rather have the air moving cleanly around their helmets instead of dealing with buffeting from a windscreen. A small bikini fairing option would be nice for not only protecting the gauges, but any other electronics you may use.
Unlike many scramblers that come from street bike DNA, the Scram 411 inherits the Himalayan’s off-road capabilities and rider geometry. The low pegs and upright riding position work great for many types of riding from commuting to world exploring. The standing geometry is good for most testers, but taller riders may want to add higher bars or risers. Other than that, there’s not much to change in terms of comfort or rider geometry on the Scram 411.
• Appearance, Gauges, and Electronics
The new metal headlight cowl which integrates into the gauges is probably the most visually striking update to the model. It helps tie the whole bike together and look like a custom model from the factory. The new simplified combined digital and analog dash is modern-looking, easy to read during the day and provides basic info. In fact, it’s so basic that the tach has disappeared, and odometer trips are switched by a trigger button on the right-hand control cluster. There are no buttons on the gauge cluster itself.
The rake change wasn’t the only cue taken from the flat track world. Notably missing are the Himalayan’s upper side guards, which have been replaced by a “number ball” styled trim piece inspired by flat track bikes. From the side, they help fill the visual gap near the neck of the bike by the exhaust port and horn. From the front, they add “shoulders” to the tank, which gives a wider more substantial look without adding much weight or bulk. When asked if these number balls were protective, Mark Wells, Royal Enfield’s Chief of Design, said they are not intended for that purpose. However, they are mounted to the same frame location as the Himalayan’s side guards, so minus some scratches to the plastic and paint they should provide a bit of protection to the tank in case of a tip over.
Last but certainly not least, the Scram 411 comes in a whopping seven different color variations. My personal favorite is White Flame, but there’s likely something there for everyone. Combined with the matching-colored wheel stripes, it’s almost like getting a custom bike off the showroom floor. As much as I love to nitpick motorcycles, visually there’s not much I would change. That said, Himalayans are easy to customize, and often the results turn out great, like our Far-Rider Comics project bike. We feature a look at all seven color variations in the video above.
• Improvements and Wish List
No bike is perfect, and no matter how much you pay, you’ll probably make at least some changes due to necessity or preference. You should check bolt tightness on any new Himalayan. We had a bolt vibrate off the muffler heat shield that caused a low-pitch-moaning sound at a certain resonance. Also, the stock skid plate’s metal is quite thin and can crack at the right-angle bend near the mounting point causing a random metallic buzz. Not all test bikes had this issue, but a couple did. While they work fine for general use, I would replace this with a heavier-duty version for off-road riding..
To shave some weight and cost, the Scram 411 has lost the stock center stand and rear rack found on the Himalayan. Like the tach, some won’t care, but anyone who wrenches on their own bikes will appreciate it. Factory center stands and rear racks are available from dealers, so be sure to ask if you want one.
All in all, these are not major concerns for a motorcycle at this price point. Nevertheless, there’s a “wish list” of changes we’d like to see on the Scram 411, which also goes for Himalayans. First and foremost is a kickstarter. Did you know the engine is ready to accept a kickstarter mechanism? You can see the casting for it below and left of the logo on the engine’s right side. Apparently, it’s not expensive to include it from the factory, but there’s little demand. There are also no aftermarket kits for it and making one would be expensive to integrate. A kickstarter option would be an awesome feature, even if it added $100 to the cost. Not only would it further differentiate Himalayan DNA bikes from any other model in the adventure category, but batteries wear out, fail at the most inconvenient times, and are more unstable in extreme heat or cold. Early Himalayans had a battery drain issue when stored for more than a few weeks and, to be honest, I’d rather kick than push. Would you pay more for a factory kickstarter? Let us know in the comments below.
The second is having the oil temperature display. Thankfully I’ve never seen the idiot light for it pop up on the dash, but Royal Enfield’s “Tripper” navigation display pod next to the gauges could be used for more than a clock or turn-by-turn directions. It’s a really useful and easy-to-read display just waiting to be further utilized on the Scram 411 and other models.
• Scram 411 Summary
It’s clear Royal Enfield is trying to make affordable bikes that appeal to a wide range of current and future riders. Looking at the already diverse Himalayan owner demographics, the Scram 411 should make it even wider. The slightly lower saddle height of 31 inches, very manageable power, easier handling, and many color options make these great beginner motorcycles. And, we wouldn’t be surprised to see them eventually show up at rider training courses.
The Himalayan’s proven go-anywhere capabilities now pass on to the Scram 411 variant and with a $5,099 sticker price it will appeal to new and experienced riders alike. There’s no current competitor in terms of style, price, or how it’s been adopted by both the aftermarket and riding community. It continues to be a strong seller in America, and now the U.S. has become Royal Enfield’s second-largest market outside of India! Anyone looking for their first bike, a less complicated ride, or to try their hand at gravel surfing can find something to like in any of the Himalayan models. Now, with Royal Enfield’s Scram 411 there’s a great option to keep dirt on your feet and have more fun on the street!
For more info on the Scram 411, visit: RoyalEnfield.com
• 2023 Royal Enfield Himalayan Scram 411 Specifications:
MSRP: ($5,099 USD/$6,749 CAD)
Engine: 411cc single cylinder, 4-stroke, SOHC, 2-valve, air-/oil-cooled
Max Power: 24.3 bhp (17.88kw) @ 6500 rpm
Max Torque: 32 Nm @ 4,000–4,500 rpm
Gearbox: 5-speed constant mesh
Front Suspension: 41mm forks, 7.5 in (190mm) travel
Rear Suspension: Monoshock with linkage, 7.0 in. (180mm) travel
Front Tire: CEAT 100/90-19
Rear Tire: CEAT 120/90-17
Front Brake: 300mm disc, 2-piston floating caliper
Rear Brake: 240mm disc, single-piston floating caliper
ABS: Dual channel ABS (non-switchable this model year)
Wheelbase: 57.3 in. (1455mm)
Ground Clearance: 7.8 in. (200mm)
Seat Height: 31.3 in. (795mm)
Curb Weight: 407 lb. (without fuel)
Fuel Capacity: 4.0 gallons (15L)
Colors: White Flame, Silver Spirit, Blazing Black, Skyline Blue, Graphite Red, Graphite Blue, Graphite Yellow
Continue reading...
