A stripped-down, lighter, and more flickable Himalayan variant with a dose of style.

By Andrew Cherney, cycleworld.com

In past visits to Milwaukee I’d often hear locals murmur about “the Driftless” in hushed, almost reverent tones. I never really understood the reference, assuming it was a popular Wisconsin punk band or maybe a colloquialism for interloping Chicagoans. Turns out the Driftless Area is an excellent place to ride a motorcycle, which is why the Milwaukee-based Royal Enfield North America team dragged us out to the bucolic region for a first spin on its new Scram 411. The sprawling area covers four states and is defined by acres of quiet farms, steep river valleys, and endless cornfields, frequently interrupted by the clip-clop of horse-drawn Amish buggies.

The “drift” in Driftless points to a lack of glacial deposits (or drift) around these parts, as the land had never been covered by glaciers during the last ice age. The distinctive, tasty topography means that most of the roads are narrow and winding, looping over burbling creeks and rolling hills, some even devolving into long stretches of gravel in the southwestern part of Wisconsin where we found ourselves. It was an ideal, easygoing setting for the versatile Scram, the brand’s first Himalayan-based variant, and the latest in a long line of new releases from Royal Enfield.

Related: 2022 Royal Enfield Himalayan First Ride

We already knew the new bike is based on RE’s popular middleweight adventurer, which has grown to be one of the brand’s bestsellers since its North American introduction back in 2018. The Scram doesn’t hide the fact that it rests almost entirely on the bones of the recently updated Himalayan, using the same rugged Harris Performance–designed chassis and LS 410 mill, an air-cooled single overhead cam two-valve single bolted to a gearbox that makes do with five gears rather than the usual six.

If the exhaust system looks familiar, that’s because it’s also from the Himalayan, updated last year to meet Euro 5 emissions limits. Even the Scram’s power numbers, a claimed 23.9 hp peak at 6,500 rpm and 23.6 lb.-ft. of torque peaking at around 4,000 rpm, are exactly the same as the Himmy’s. For reference, the Himalayan logged 21.8 hp and 21 lb.-ft. on the Cycle World dyno in 2020. Affordability carries over as a key appeal for the Scram as well—it’s priced at just $5,099 US—so those shared parts go a long way toward achieving that goal.

Needless to say a 411cc single pushing out 24 hp won’t get your adrenaline racing, but it was enough to keep up with the flow of traffic we found ourselves in over two days. The engine’s undersquare arrangement makes for a wide spread of torque instead of high-revving power, which suited the Scram perfectly in lower-speed stuff. The two-valve single is in no hurry to spool up, but there’s a nice push of torque along the way to the horsepower peak.

Although I’m tempted to use the word tractable, it’s probably better to call the Scram’s engine tractorlike; its chuggable nature means first-gear climbs on sketchier trails are a cinch. In the hours we spent cruising through random dirt roads in the Kickapoo Valley, the Scram felt right at home, chugging along with all the aplomb of a John Deere farm vehicle, of which we also saw dozens in the surrounding fields. Again, you won’t win any drag races on this thing, but there’s beauty to be had in slowing down to smell the roses.

Related: A 3,500-Mile Royal Enfield Himalayan Summer

The most noticeable changes on the new bike are visual. The Scram loses the Himmy’s ADV beak and swaps in a regular fender over the front tire, plus it deletes the windscreen and racks. The headlamp sits lower and the handlebars are pushed down and back (20mm and 60mm, respectively) creating a riding position that’s still upright but more forward leaning than the Himalayan’s.

But the main change is the Scram’s more street-biased geometry, in the form of a 19-inch wheel (the 17-incher out back remains unchanged) which brings a slightly steeper rake and wheelbase as well as fractionally shorter travel for the front suspension.

The lowered headlamp also wears a unique cast metal mini cowl to streamline the bike’s profile. The instrument arrangement favors the basics, with just two dials perched above the handlebar clamp. One is an analog speedo with an inset LCD window (but no tach), and the smaller pod houses RE’s Google Maps–based Tripper nav system. (Note that we were riding early production bikes with the Tripper installed, but RE says that due to ongoing supply chain issues, the nav system will likely be available only as an option going forward.) As with the Himalayan, there’s no traction control, no ride modes, and no cornering ABS, just good old regular dual-channel ABS, which, unlike on the Himalayan (rear only), cannot be turned off.

Related: 2021 Royal Enfield Himalayan Buyer’s Guide

Although it also carries over the Himalayan’s 4-gallon fuel tank, the Scram adds what are called “urban badges,” essentially covers that hide the vestigial mounting brackets left over from the racks on the Himmy’s frame on either side, at about tank seam level. Coupled with the shorter single-piece seat, a small grab rail, and new turn signals, the effect is that of a more compact stance; individually the changes may seem small, but taken as a whole, they achieve a noticeable visual impact. RE’s designers have done a bang-up job in keeping the look minimal yet fresh, while keeping the off-road capability.

Riding Impression

An easy swing into the accessible, 31.3-inch seat had my 5-foot-7 frame positioned nicely onto the mid-mount pegs with just a slight reach to the bars. With a 19-inch wheel wrapped in 100/90-19 rubber at the Scram’s front end, handling is better than expected, with quick steering and good response. At almost any speed, the Scram turns easily and predictably, going where you want it to with a minimum of persuasion at the bars.

Some of that is also due to the Scram’s lighter 407-pound mass (32 pounds less than the Himalayan). Together with the tighter wheelbase (now 57.3 inches) and sharper rake (25.5 degrees), the bike’s overall feel is one of lightness, while the pulled-back bars provide good leverage in any conditions. Lever feel is fairly easy on the cable-operated clutch, and I’m not gonna lie: The shorter seat also made it easier for me to touch a boot to terra firma at stoplights, which is not something I can often do on most dirtworthy machines.

Moving around in urban Milwaukee traffic the Scram was in its sweet spot, exhibiting neutral handling except in the most high-speed of sections and on rain grooves, where the tires danced around a bit. In a couple of especially high-speed backroad corners, where we were WFO and riding beyond the bike’s intended capabilities, the chassis showed an almost hingelike effect, which came as a surprise. I don’t recall that ever happening on a Himalayan, but the circumstances (and the tires) were also different then.

Taken at more normal speeds on a secondary road, however, the Scram rewards you with a shove that comes on smoothly and predictably, and Enfield says it’s slightly refined the fueling on the model (those updates will trickle down to the Himalayan too). Mind you, the Scram’s power will take its sweet time getting to its peak, so if you’re spending any time on the interstate, all five gears will be your friend. Luckily, frequent trips to the gearbox are mostly no-drama affairs, though I did go through some harsh notchy downshifts when coming down off a high-speed run.

Even tapped out in fifth gear, the fuel-injected SOHC 411cc mill gives off little vibration thanks to the LS 411′s counterbalancer. However, past 70 mph the Scram shows its limitations, struggling to get past that mark as revs rise and the engine starts to get busy. If you’re thinking you’ll manage to hit the speedo’s indicated 100 mph mark, guess again; we only got to 83 with the wind at our back.

The lack of a windscreen doesn’t help matters either, if you’re on a fast road. And the seat, though mostly comfy, will make its limits felt after about 90 minutes. Tooling along on a country lane in the Driftless is definitely where you want to be with the Scram.

Although it’s meant to be an “ADV crossover,” in RE’s words, the Scram’s suspension leans into the softer end of the spectrum, resulting in a fairly bouncy ride. That softness also worked to take the edge off the gnarly potholes we came across in urban alleys, and given the nonadjustable fork’s shorter travel (thanks to the smaller wheel) of 7.5 inches, I expected worse.

The rear shock uses the same linkage-type setup as the Himalayan’s, though with less travel at 7.0 inches, and it, too, managed to strike a decent balance between plush and responsive. Overall suspension action was adequate for rippled backroad corners, but compression damping felt soft through the higher speed bumps.

When it came time to take it off-road (on compacted gravel), the Scram’s low-speed damping in both the fork and shock felt appropriate. RE seems to be striking a balance here between comfort and practicality; the suspension provides OK control in most scenarios, but push it too hard and you just might feel the stops. The 7.8-inch ground clearance on the Scram also felt more than adequate in all situations, and I only got the pegs to touch down once on a twisty stretch of pavement.

In the dirt sections, I found it easy to stand up in the saddle with the controls easily reached from that position, and it felt generally comfortable to do so. The rubber-insert pegs are on the smaller side, though, so riders with bigger boot sizes will want to look to the aftermarket for more stability.

RE also swapped out the Himalayan’s Pirelli MT 60 tires for Ceat Gripp XL units on the Scram, opting to go with the local Indian manufacturer, which sells more than 150 million tires annually. While we were pretty skeptical about the new hoops, the dual-purpose Ceats worked out OK for most situations, though they felt less than confidence-inspiring in high-speed turns and on rain grooves. On low-speed off-road sections they were predictable enough, though anything gnarlier would have required full knobbies.

A major low point for the Scram is its less than enthusiastic brakes, which carry over directly from the Himalayan—lackluster feel and all. The ByBre 300mm front disc required hard squeezes on the lever to generate any real stopping power from the two-piston caliper, so we found ourselves using both front and rear brakes to get quicker stops at higher speeds. The front brake in particular feels soft even with full power applied and almost wooden at the end of its travel, even though this bike is lighter than the Himalayan.

As with the Himalayan, dual channel ABS also comes standard, though on the Scram ABS cannot be turned off at all, which is not a huge issue as the bike’s not really made to be ridden aggressively off-road. In any case, we had no issues with the braking system on the trail, nor did it interfere on the road.

Conclusion

RE says that the Scram is a direct result of the brand observing the cool ways customers were modifying their Himalayans, and then identifying a gap in the market for practical, small-bore machines with some off-road capability as well as aesthetic appeal and an attractive price. Enfield is clear that it is positioning the Scram as an urban variant of the Himalayan, and on that front, it checks the boxes by switching up a few of the Himmy’s dorkier bits and streamlining the package while giving it vibrant new colors.

For North America, there’s a range of fresh colors meant to tap into urban vibes: Graphite Yellow, Graphite Red, and Graphite Blue versions are essentially matte gray bikes with pops of color. There’s also the more sophisticated Skyline Blue, Blazing Black, Silver Spirit, and White Flame colors, all available for the same $5,099 price tag in the US.

As for accessories, Enfield tells us that a lot of the existing bits for the Himalayan will fit the Scram; we’re talking new seats, bars, racks, engine protection, luggage badges, and the Tripper. In addition, it will offer parts specifically designed for the Scram.

The Scram isn’t exceptional in any one area, but newer riders (and some older ones, if we’re honest) won’t find much beef with its low-power nature, soft suspension, and so-so brakes. And you won’t find many competitors in the Scram’s neck of the woods either; scrambler-styled 400cc singles aren’t exactly huge in the States (and no, we aren’t lumping the KTM 390 Adventure in this category). The fact that it’s a more minimal and arguably hipper Himalayan surely helps from an emotional and aesthetic perspective, though it remains to be seen whether the Scram 411 will generate the same kind of loyalty and passion as its elder brother.

To our mind, it’s a welcome riff on a proven platform that should appeal to newer riders looking for a well-built, versatile, nonintimidating middleweight at an unbeatable price. Also, it’s freakin’ fun to ride.

2023 Royal Enfield Scram 411 Specifications

MSRP:	$5,099 (all colors)
Engine:	SOHC, air/oil-cooled single
Displacement:	411cc
Bore x Stroke:	78.0 x 86.0mm
Compression Ratio:	9.5:1
Transmission/Final Drive:	5-speed/chain
Claimed Horsepower:	23.9 hp @ 6,500 rpm
Claimed Torque:	23.6 lb.-ft. @ 4,000–4,500 rpm
Fuel System:	Electronic fuel injection
Clutch:	Wet, multiplate
Frame:	Split-cradle steel frame
Front Suspension:	41mm telescopic fork, nonadjustable; 7.5 in. travel
Rear Suspension:	Monoshock w/ linkage; preload adjustable, 7.0 in. travel
Front Brake:	2-piston floating caliper, 300mm disc w/ ABS
Rear Brake:	1-piston floating caliper, 240mm disc w/ ABS
Tires, Front/Rear:	Ceat; 100/90-19 / 120/90-17
Rake/Trail:	25.5°/3.9 in.
Wheelbase:	57.3 in.
Ground Clearance:	7.9 in.
Seat Height:	31.3 in.
Fuel Capacity:	4.0 gal.
Claimed Curb Weight:	407 lb. (w/o fuel)
Availability:	September (US)
Contact:	royalenfield.com

Gear Box:

Helmet: Arai XD3

Jacket: Rev’It Apex

Pants: Levi’s 503

Gloves: Cortech HDX 3

Boots: Tourmaster Horizon Trailblazer WP