A2 Scrambler Comparison - Triumph vs Royal Enfield vs TVS

The first motorcycle race probably took place when the second motorcycle was built. Back then, in the early days of motorized two-wheelers, there were no specialized racing bikes or race tracks, just simple motorcycles and rudimentary, often unpaved roads. In the 1920s, gentlemen raced wildly across the fields and rough roads of England. Without a fixed course, it was all about who could get from A to B faster. A radio host called one of these chaotic competitions a "Scramble," and thus, Scramblers, originally modified street machines, were perhaps the first motorcycle segment to be born. And they still exist today, in both large and small, expensive and affordable versions. But how much of the old spirit of adventure is left in modern Scramblers? Three days across the Friulian Alpine passes will show us what our new and affordable Scramblers are made of.

The trio starting in the south of Austria shares a common origin yet remains quite different. The Triumph Scrambler 400 X is likely familiar to most. However, the small displacement classes of the British motorcycle brand are not manufactured at home in Hinkley, but rather by Bajaj in Pune, India. With 40 horsepower, it is not only the most powerful machine in the trio but also the most expensive, with a price tag of nearly €7,000. The Scram 411 hails from India's leading two-wheeler company, Royal Enfield from Chennai, and is built around the 411cc single-cylinder engine from the old Himalayan. With 24 horsepower, it cannot match the Triumph, and it also weighs the most at 193.5 kg when fully fueled. However, the Scram costs just over €5,000 and offers serious suspension travel of 190 and 180 mm. The third exotic in the round is the Ronin from manufacturer TVS from Mysore, India. With its 17-inch tires, it's debatable whether it can even be classified as a scrambler, but it comes standard with fairly knobby tires, an engine crash bar, and a hefty 20 horsepower from the 225cc single-cylinder, pushing it into adventure territory. Thus, we included it as the third affordable Indian A2 machine. And affordable is an understatement, as the TVS Ronin, priced at only €3,800, is the bargain on our journey.

Our journey begins in Carinthia at the Nassfeld Pass. This pass at the border with Italy, with its beautiful, sweeping curves and occasionally steep inclines, immediately shows us how well the small engines of our A2 scramblers are suited for the upcoming alpine roads. As power-spoiled Europeans, we quickly question the practicality of the 20 HP of the TVS Ronin and the 24 horses of the Royal Enfield Scram 411. However, our first kilometers immediately show that while they may not win acceleration races, they can still offer riding pleasure. The Triumph manages to accelerate uphill in the curves, while the Scram and Ronin proceed more leisurely. The Royal Enfield presents a more traditional, thumping single-cylinder character. It has just slightly less torque at 32 Nm than the larger-displacement Triumph with 37.5 Nm, which is available on the Scram 2,250 revolutions earlier at 4,250 rpm. This means the Royal Enfield doesn't climb the hill much slower. On the TVS Ronin, however, with its 19.93 Nm of torque, patience or a joy for deceleration is required. All three engines offer good running smoothness, accessible throttle control, and unexciting power curves. The TVS, having to work the hardest at the same speed, is noticeable through slight, high-frequency vibrations, but not to a disturbing extent. Speaking of speed, how fast can the A2 scramblers go? After the Nassfeld Pass, we continue westward, sometimes on flatter roads. While the Triumph easily reaches highway speeds and beyond, the Scram 411 noticeably runs out of steam at around 110 km/h, managing a maximum of about 125 km/h. The TVS Ronin has to give it all at 90-95 km/h. With a bit of tailwind and a lot of momentum, it can still break the 100 km/h mark.

The Italian side of the Nassfeld Pass is significantly narrower and more twisty than the Austrian northern ramp, and that's just the beginning. Our day's destination is the MoHo Motorcycle Hotel Bellavista in Ravascletto, and for that, we need to head west. Instead of the boring bypass via Tolmezzo, we take the extremely narrow and winding Lanzen Pass, which connects Pontebba with Paularo in a sweeping arc. Here, the handling of our A2 scrambler is put to the test. The single-lane, sometimes very worn road winds between pastures and dense forest along rock walls and requires a clean riding line to get through well. The Scram 411 and Scrambler 400 X require a bit more input through the handlebars due to the 100/90-19 front wheel to carve up the twisties nimbly. The Triumph pulls through the curves a bit faster and more precisely, while the Scram follows the line a bit more sluggishly. The main reason for this is the differences in suspension travel. The Scrambler 400 X, with 150 mm, is better suited for the road and remains more stable on uneven surfaces in lean angles, whereas the stretches with poor asphalt are more comfortable on the Royal Enfield thanks to 190 and 180 mm of suspension travel. There are no specifications from TVS regarding the Ronin's suspension travel, but the suspension reserves are certainly the shortest. Nevertheless, the smallest bike of the Indian A2 scramblers performs surprisingly well.

Your seating position, unlike the other two contenders, shifts away from the typical upright Naked Bike stance towards a Cruiser-like seating position. The footpegs are positioned quite far forward, and the handlebars extend significantly towards the rider, keeping the knee angle almost at a right angle and the body posture relaxed. From this position, you steer the Ronin with remarkable agility through the corners. It willingly leans into the turns and follows the line steadily. For its price point, the non-adjustable suspension is surprisingly well-tuned. It is not overly soft, providing stability in lean and decent comfort over harsher bumps. The lean angle clearance of the TVS bike is quite limited, but you're not supposed to be in a hurry with the Ronin anyway. Instead, you carve up some twisties in a deeply relaxed and effortless manner, still having the capacity to enjoy the scenery. All three A2 Scramblers bring wide grins under the helmet, which are still visible after our arrival at the MoHo Bellavista. Here, we enjoy excellent biker-oriented service and gather some route tips for the surroundings. The next day is going to be adventurous.

Panorama of the Peaks, Passo della Forcella, and more - In Friuli, there are still numerous mountain roads where unpaved surfaces can be legally ridden. Right in Ravascletto, practically at the doorstep of our hotel, the adventure begins, and after a few hundred meters of elevation, dust is already kicking up under our A2 scramblers. Throughout the day, we traverse various terrains, from flat gravel to washed-out, muddy, or steep paths. The Royal Enfield Scram demonstrates its close kinship to the 411 Himalayan in loose terrain, popping over rocks and roots with its long suspension travel and ergonomics well-suited for standing riding. The Triumph rumbles a bit harder over bumps and requires more careful line selection to stay on track, but the Scrambler 400 X is the only one in the trio that offers enough power to easily allow for small drifts and other traction tricks. On the Scram, a very committed throttle hand is needed for such maneuvers, and the Ronin is hardly prone to breaking loose.

The Ronin is a chapter of its own when it comes to off-road, primarily due to its ergonomics. The footpegs positioned far forward make standing riding virtually impossible. Initially, I am tempted to dismiss its off-road capability and declare it a pure cruiser naked bike. But then I recall my time in the Indian Himalayas and how the locals manage even the wildest roads on bikes just like the Ronin. It simply requires a different approach. And lo and behold, instead of riding aggressively while standing, it continues to chug along quite nicely. Thanks to its low weight of only 162.5 kg with a full 14-liter fuel tank and a low seat height of 795 mm, no passage seems threatening, no obstacle intimidating. Just keep a steady throttle, and there's virtually no stopping the Ronin. This requires less technique and active riding than standing riding, which can also be immensely fun. There's more time to enjoy the surroundings and the relaxed character of the Indian cruiser scrambler beneath you. After many playful hours in the sand and gravel, we return to the Lanzen Pass and ride the unpaved road back to Austria near its northernmost point, where we spend the night at the Straniger Alm. The partly rough off-road sections challenged not only us riders but also the equipment. On the Triumph, a warning light appears on the display at the end, and the Scram 411 occasionally has starting issues. Interestingly, the TVS Ronin, which is the least suitable on paper and by far the cheapest, handles the journey as if it were nothing.

The way back leads down the gravel road into the Gail Valley and then eastward back towards the Nassfeld Pass. On the wide federal highway, we can get a sense of the pragmatic qualities of the three A2 scramblers. They are all economical, although there are significant differences. The Triumph Scrambler 400 X consumes about 3.5 L/100km, which is quite low, but with its small 13-liter fuel tank, it doesn't go very far. The Royal Enfield Scram 411 consumes slightly less at about 3.2 L/100km and can travel further with its 15-liter tank. The little Ronin is just about the range winner in the test. Despite a large portion of full throttle, its consumption is just over 3 L/100km, which allows for nearly 450 km without a fuel stop with its 14-liter tank. Other practical qualities of the three scramblers include low insurance and service costs. However, the service intervals vary significantly. The Triumph only needs a check-up annually or every 16,000 km, while the Royal Enfield Scram 411 requires one every 5,000 km and the TVS Ronin every 6,000 km.

Our three-day adventure with the A2 scramblers once again showed us how little it takes to have riding pleasure. Despite their differences, all three bikes managed to shine in certain areas, and there was never any dispute over who would continue riding which bike. At the same time, the three scramblers cater to different target groups. The Triumph Scrambler 400 X is aimed at those who are not content with leisurely riding, who value high-quality craftsmanship and are willing to pay for it. The Brit offers the most versatile overall package of the trio. The Royal Enfield, with its lower power, demands a bit more patience on the asphalt but can be pushed further off-road than the Triumph. If you're not in a hurry in principle but want to tackle rougher paths with a scrambler, you should take a closer look at the Scram 411. The TVS Ronin remains the exotic member of the team until the end of our journey, not only in terms of brand but also in riding performance. To enjoy the ride on the Ronin, you definitely have to embrace it. Once you suppress the urge for fast or aggressive riding, you begin to appreciate the bike's comfort and stoic confidence. No matter what obstacles the route throws in your way, you chug through them unperturbed with the TVS Ronin, never feeling stressed or overwhelmed. Especially for less experienced riders, this is a big plus. Additionally, the Ronin is so affordable that even young people can easily afford this motorcycle.