Ride Review: The Royal Enfield Scram 411 Is The Safest Motorcycle I’ve Ever Ridden

It was a stretch of cold, often wet weeks riding around Portland on Royal Enfield’s Scram 411, and despite the gloom, it’s been an enjoyable motorcycle on many levels. But it’s also an unusual motorcycle, especially given the competition.

The Scram 411 is a close cousin to the popular Himalayan dual-sport adventure bike (both below) from India-based motorcycle maker Royal Enfield, which began life in England in 1901, and after folding in the U.K. decades ago, soldiered on in India until it was bought and modernized by the Eicher Group/Eicher Motors Limited, a transport (buses, etc.) and agricultural machinery maker.

The Scram has essentially the same drivetrain, frame and gas tank, but different wheels, instruments and a lower seat height than the taller, more dual-sport focused Himalayan. It even says “Himalayan Scram” on the side panels, so there’s clearly a lot in common.

And while the Himalayan is more of a world traveler, the $5,099 Scram 411 is instead more urban-focused and more approachable, especially for new riders looking to get started in motorcycling, or returning riders looking for a no-frills, easy-to-ride re-entry machine that’s easy on the eyes, wallet and inseam, and maybe even calls back to bikes they rode in days gone by.

The Bike

The Scram – short for “Scrambler,” which is a street bike with light off-road capabilities – is a definite return-to-roots type of motorcycle that many riders have been asking for. It’s basic yet technically sophisticated at the same time, with fuel injection, ABS brakes, a small LCD info-panel inset in the big round (and digitally driven) speedo and a second “Tripper” pod for GPS pointers when wirelessly tied to the robust Royal Enfield app. But there are no ride modes, adjustable levers, cruise control or other luxuries.

Fancy it isn’t, but it is definitely affordable and undeniably stylish. My review bike was painted in a two-tone shiny metal-flake black and gray with teal highlights, including color matching rim stripes and small accent panels on each side of the tank that would take the brunt of an impact if the bike were to topple over. A wide selection of color options are offered by Royal Enfield.

Black laced wheels (above) include a 19-inch front hoop (down from the 21-incher on the Himalayan) and wear the same 50/50 on-road/off-road tires as the Himalayan, giving the Scram the ability to pop down a gravel or forest road with a bit more grip. Since it is essentially based on the Himalayan platform, it can be outfitted with a wide range of adventure riding bits from the Royal Enfield accessory wing.

I received the Scram 411 for review just after returning from a Royal Enfield ride review in India for another publication. While there, I rode Royal Enfield’s top-tier offering, the new Super Meteor 650 twin, which will arrive in the U.S. market soon. The timing was fortuitous; the India trip and was an eye-opener in terms of perspective as to how Royal Enfield, motorcycle riders and buyers in India – the second-largest motorcycle market in the world after China – view motorcycles and what they expect from them. Key concepts: Most people don’t ride for fun in India. Motorcycles are relied upon as efficient, affordable transportation. Speed is not a top priority; toughness and value are far more important. With those ideas in mind and a window of dry weather during Oregon’s typically damp winter/spring, I immediately put some miles on the Scram 411 around the Portland area.

The Ride

First off, for a “400 cc” class motorcycle, the Scram, like the Himalayan, is a big bike. It weighs in at 409 pounds dry or about 430 full of gas and oil. It does not feel “small” as some bikes in this class can, especially to a larger rider like myself at 6 foot 1 and a few burgers north of 220 pounds. That said, the seat is low, so it’s also accessible to shorter riders. I would probably opt for a bit taller saddle myself, but even the stock seat was still comfortable on longer rides. The Scram uses the same CEAT deep tread tires as the Himilayan, but on 17 and 19-inch wheels rather than the 17 and 21-inch Himalayan hoops. The bars are flat and riding posture is neutral.

Thumb the starter and the fuel-injected 411cc single comes to life immediately, but even with the EFI, I found it best to let it warm for a minute or two (especially in the near-freezing PNW temps) before setting off, as it would tend to cough a bit and die at stop lights when cold. After a few minutes, it’s up to temperature and ready to ride. In summer, it’s probably less of an issue.

The Scram’s 25-horsepower 411cc engine is very visceral compared to most Asian bikes in this category, mostly because it’s simple, air-cooled (with an oil cooler) and solidly overbuilt. As such, you can almost hear the long-stroke piston traveling up and down within the heavily finned cylinder; there’s no water jacket to mute the ringing of combustion, the clatter of valve actuation and other internal cacophony. It sounds almost like a vintage bike, but better, with a metronomic bup bup bup that growls a bit as revs rise. Despite being a single, it is almost free of vibration. Enfield has mastered quelling engine vibration, especially in motors produced in its new, state-of-the-art production facility in Chennai. It’s much smoother than my counterbalanced Suzuki 650cc dual-sport or the Yamaha SR500 500cc single I had not that long ago, and no, they don’t try to sneak in a bit of vibration for “character” as some makes do. It’s just dead smooth, and for reasons to be outlined momentarily. With no tach, I often revved it to redline/ignition cutoff (about 6,000 rpm) and always, vibration was slight if noticeable at all.

In town, crank the throttle open and the low-compression (9.5:1) engine chugs forward briskly, but it’s not going to win any races. The 5-speed gearbox is slick, widely spaced and predictable. Yes, it will keep up with freeway traffic up to about 80 mph, but you’re better served finding the scenic route where the Scram will tick along at 60 mph sunup to sundown.

Ride quality is better than expected, with the fork needing a tick more damping but otherwise the Scram feels planted and neutral. It’s no sportbike, but you can still get daring in the twisties, the peg feelers toughing down lightly to remind you of approaching limits. Royal Enfield bought iconic frame design specialist Harris Performance in 2015 and it shows; like my INT650, the Scram is stable and predictable, with traditional forks-and-twin shocks suspension moving through a generous bit of travel that soaks up road imperfections with ease. Only the rear boingers are adjustable for preload. While I wasn’t exactly blasting through Portland on the Scram, the longish suspension made for a supple, comfortable experience over Portland’s often rough inner city roadways.

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With “only” about 25 hp on tap, the motor is smooth, yet responsive… in a Royal Enfield kind of way – which is to say that hammering the throttle results in smooth yet unhurried acceleration. Brembo’s “ByBre” budget brakes – one at each wheel – are responsive yet require a good squeeze, and ABS is waiting in the wings if things get dicey. Under way, the Scram’s 425 wet pounds aren’t too apparent, but heavy-duty build quality is clearly prioritized over shaving down a few ounces (or pounds) here and there.

As noted, the Scram is highway capable, and will likely run all day at close to 80 mph with the throttle pinned. But it’s on sweeping backroads and over various surfaces that the Scram shines best, sipping juice at 60 mpg or better on partial throttle and inviting you to explore yonder gravel byway just for the fun of it. Passenger accommodations are actually fairly decent provided you’re not transporting football players. And the slick Tripper GPS pod means you can leave your phone in your pocket once you plot your course on the Royal Enfield app.

Conclusions

My time in India revealed to me the root concepts around how the Royal Enfield designs motorcycles. There are no “horsepower wars” in India. Motorcycles and scooters are often the only mode of motorized transport for an entire family, and the most critical quality is that They Must Work. Not go fast. Not be especially stylish. Far above those qualities, they must be reliable transportation. Most riders in India don’t ride for fun. It was clear they ride for work and for transportation first and foremost. That said, a motorcycle in India is a bit of a luxury, as many people get around by bus, tuk-tuk (taxi) and on bicycles. But the vast majority of motorbikes on the road in India are motorized pack animals, and bear the scars of that use.

Motorbikes of any kind in India must also be very tough (the roads in India are an unforgiving proving ground) and they must hold up to years of daily use, borderline abuse (especially in terms of loading) and all the while be efficient, affordable and easily repairable. That’s the mindset all of Royal Enfield’s bikes come from, rather than succumbing to competing on speed and splash with other international bike makers. It’s a large part of what makes Royal Enfield’s offerings so different from most other motorcycle makers in the marketplace.

As such, the Scram 411 is another interesting, disruptive entry fromRoyal Enfield, where the displacement range tops out with their 650 cc twins. To put a finer point on it: The Indian motorcycle maker funded by the Eicher Motors conglomerate doesn’t make “big-bore bikes” like its western and Euro competition; they specialize in smaller-bore but very human-sized machines designed for India’s often harsh and highly demanding riding environments. And they are exceedingly good at it.

Fortunately for us, that mindset and development philosophy translates well to most other parts of the world as well. In the U.S. and other markets, some criticize them as “slow” but that’s the hare’s take on the turtle. As I said in the headline, this is one of the “safest” motorcycles I’ve ridden, not because it “can’t go fast” as it were, but because it’s really made for the riding environment 99% of road riders worldwide encounter everyday: lower speeds, real-world tramac conditions, the need to hop on and go run an errand without choosing ride modes and so on. By keeping things simple and removing distractions, the Scram 411 keeps the rider’s attention on the ride, not the bike. That simple, subtle shift in priorities, coupled with usable, real-world performance and just enough tech made the Scram a joy to ride during my evaluation period.

Once you understand that bikes like the Scram 411, Himalayan, Hunter, Meteor and INT650 are about the riding experience and not 0-60 times, the quicker you’ll understand the Enfield vibe and the charms of the Scram 411. Fast? Nope. Fun? Pretty much all the time. It’s also a comfortable and clearly substantial “motorbike,” not a garage queen or finicky specialty edition. It’s made to ride. Just keep up the basic maintenance and enjoy it for years to come. Nitpicks? Not many. I’d love to see a tachometer return to the handlebar, and for markets outside India, a displacement boost to 450 cc’s would make it that much better without needing a total rethink of the bike.

I thought I’d find the Scram 411 to be underwhelming, despite owning an INT650. Instead, the Scram reminded me again that the fun in motorcycling really is about the ride and the fun you can just being in motion. Imminently affordable and highly versatile with just enough modern tech, the Scram 411 could be about the best way anyone interested in motorcycling could get started – and it’s a bike that will be tough to outgrow. Riders won’t win many stoplight races, but they’ll definitely bank a lot of memories seeing the world from behind a pair of handlebars on a friendly, easy-to-ride machine. Recommended.

Gear Box:

Shoei X2 Sovereign Helmet

Tourmaster Heated Gloves

Tourmaster Mariner Jacket

Tourmaster Trailblazer Boots

Cardo Packtalk Edge comms

Insta360 X2 360-Degree Camera

Apple iPhone 13 Pro