We ride Royal Enfield’s new ADV crossover.

By Keith Dowdle | Photography by Royal Enfield

In 2016, India-based manufacturer Royal Enfield introduced the Himalayan, and since then, it seems that every well-known ADV rider from Simon Cudby to Noraly Schoenmaker, better known as Itchy Boots among her million-plus followers on YouTube, have taken the Himalayan to far-flung places all over the globe.

But Royal Enfield knows that there are a whole lot more people out there who really just want to conquer their own urban jungle and maybe, every now and then, venture out to the not so far-flung places closer to where they live. So, Royal Enfield decided to give the people what they want, a Himalayan that’s a little more city friendly. Meet the Scram 411, a scrambler that RE calls the “ADV crossover.”

To turn the Himalayan into a scrambler, they basically just removed the front end of the popular and proven machine, along with a few other nonessential items, and replaced them with more city-friendly components, namely a smaller 19-inch front wheel and more streamlined styling. Gone are the upper crash guards, replaced with style features that look like they should be the location of an air intake but are instead simply covers for the mount where the upper exoskeleton bolts to the frame on the Himalayan. The Scram uses the same Harris Performance–built chassis/frame as the Himalayan, so some of the leftover hardware needed to be covered with something, and they did a great job of hiding those protruding frame parts with stylish items that add a nice look to the bike. The windscreen has also been removed, but after all, it wouldn’t look like a scrambler if it had a windscreen, right?

The counterbalanced 411cc single-cylinder, four-stroke, SOHC, two-valve, air-/oil-cooled motor remains and still delivers a manageable 24.3 bhp at 6500 rpm with 24 pound-feet of torque at 4500 rpm. Hold on, kids, we’re moving now, I think. All kidding aside, the motor has potential, and with a little attention, anyone who buys the Scram could have some real fun tuning the motor to produce lots more power than the EPA allows the OE to import. More on how to do that later. As is, you’re lucky to achieve a solid 75 mph, and you certainly don’t have enough in reserve at that speed to overtake anything moving faster than a Wisconsin farm tractor. The five-speed gearbox is well spaced and delivers the gear you need when you need it, but there’s only so much it can do with just 24 horsepower. Once you are up to speed, the 19-inch front wheel attached to the 41mm forks holding up 7.5 inches of travel on the front end makes for a fun ride around town or in the twisties.

The bike is well balanced and maneuvers through tight spaces like a Sherpa trekking up switchbacks. I found both sitting and standing positions to be comfortable, although the side pods do stick out just a tick and you certainly notice them when standing. The analog speedometer housing has been redesigned to fit the scrambler theme, and, yes, has an analog speedo but also displays digital information including fuel, time, gear indicator, trip meter, and odometer. It’s kind of cool.

The rear of the Scram is equipped with a 17-inch rear wheel and single shock with linkage carrying seven inches of travel. The rear shock is another place where a potential buyer can spend a little bit of money to make a big improvement. It has no rebound adjustment and desperately needs it. In the few fast turns that we navigated during our ride, the rear got a bit squirrely when bumps were encountered midway through. Another thing that’s missing from the rear is switchable ABS. Sliding the rear to change direction is essential to maintaining momentum off-road, and not having the ability to do that is a real buzz kill when riding the Scram on the dirt.

If it’s a big deal to you, as it certainly would be for me, you can always take the fuse out. Hopefully Royal Enfield will eventually add a switch as they did on the Himalayan. You could probably even take the current switch from the Himalayan and add it to the Scram, since everything about these bikes is nearly identical. All that said, once you’re back on tarmac, the bike is a joy to ride, and the 300mm front and 240mm rear floating discs bring the 407-pound machine to a stop with ease.

When stopped, the 31.3-inch seat height makes flat-footing with both feet firmly on the ground a cinch for all but the shortest of riders. Speaking of the seat, that’s also been replaced with a single-seat design that’s a little more comfortable than its Himalayan two-piece counterpart.

We rode the Scram from the Royal Enfield North American headquarters in Milwaukee approximately 180 miles west to an overnight destination near S&S Cycle, where we toured the well-known performance shop’s facilities and got a look at what they are doing to support Royal Enfield customers. Remember, I mentioned that a potential buyer could get more from the little single. Well, S&S is known for making big power, so I’m sure they’ll manage to pull every pony out of the little 411cc motor. But let’s face it, the Scram is really made to be a budget-friendly bike, and it can easily achieve 50 mpg with the motor as is and when ridden sanely. As an example, during our two-day and nearly 400-mile ride, we filled the four-gallon tank just once on the way out and still had almost enough to make it back to Milwaukee the next day. That’s with insane moto journos riding wide open and shifting at redline in every gear. Impressive, for sure.

Offered in seven different color options, plus a three-year unlimited mileage warranty with roadside assistance, all for just $5099, the Scram 411 should be a hit with everyone from first-time riders to seasoned veterans looking for an inexpensive yet stylish little scrambler. And the first one thousand units sold in the U.S. will come with Royal Enfield’s Tripper turn-by-turn navigation system at no extra charge. Those first units are expected to arrive in US dealerships by mid-September. So, check it out. Your urban jungle awaits. CN

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