Husqvarna Svartpilen 401: This One Made Me Fall in Love with the Idea of Scrambling!

 

There are motorcycles that you ride, enjoy, park, and forget about. And then there are motorcycles that seem to whisper something into your ears every time you saddle up - a suggestion, a dare, a promise of adventure where none existed before. The Husqvarna Svartpilen 401, for me, was very much the latter. After spending a solid week with this motorcycle through dusty trails, congested city lanes, and open highway stretches, I can confidently say: this one made me fall in love with the idea of scrambling.

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First Impressions: Neo-Retro with a Twist

At first sight, the Svartpilen 401 doesn’t try to look like your typical retro scrambler. Husqvarna has gone bold with a neo-retro-meets-futurism language. The lines are sharp and geometric, with a single round LED headlamp that’s wrapped in a modern DRL ring. The tiny tank shrouds, slim tail section, and matte paint finishes give it an almost concept-bike vibe. Where a Ducati Scrambler looks playful and nostalgic, the Svartpilen looks purposeful and urban - almost architectural.

In photographs, the proportions sometimes spark debates, but in person, the visuals make sense: it’s compact, full of details, and extremely well-finished for its segment. It’s not just a pretty face either - the upright handlebar, dual-purpose tires, and tall-ish stance whisper scrambler intentions without trying too hard.

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Ergonomics: The "Get Up and Go" Posture

Swinging a leg over, the Svartpilen 401 immediately felt different. Unlike low-slung café-style bikes, this one puts you in a ready-for-anything riding stance: upright, slightly commanding, with wide handlebars offering confidence in tight traffic or loose gravel alike. The seat is narrow and a little firm at first, but after several hours, I realized it encourages the kind of active riding a scrambler thrives on.

The seat height might feel a bit tall (around 820mm), but once you’re on the move, it feels natural. Riders under 5’8” might need to get used to tip-toeing (I’m 5’6”), but the payoff is an excellent view of the road and commanding control. It feels nimble enough for darting through city congestion yet tall and rugged enough to tempt you into dirt tracks you’d typically avoid on a regular commuter.

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Engine and Performance: KTM DNA, Husky Character

Underneath the Swedish-inspired bodywork beats an Austrian heart: the familiar 399cc, liquid-cooled, single-cylinder engine derived from the KTM Duke 390. On paper, it makes around 46 horsepower and 39 Nm of torque, and on the road, those numbers translate into pure joy.

What struck me first was the linearity of power delivery. The Svartpilen pulls cleanly from low revs, making it forgiving in city stop-go traffic. Past 5,000 rpm, it really wakes up, and by 7,000 rpm, it feels eager, even mischievous, pushing you towards its near-10,000-rpm redline with a raspy exhaust note that is far throatier than most singles in this class.

In urban conditions, the clutch feel is light (thanks to the slipper-assist clutch), and the gearshifts are smooth enough. Out on the highway, the bike cruises comfortably at 100–110 km/h, still leaving a decent margin for quick overtakes. The vibrations - common to high-revving singles - are contained well, only making themselves felt in the higher reaches of the rev band.

Take it off the tarmac, and the torque delivery at low-to-mid rpm really shines. Whether climbing a gravel incline or sliding a little through loose sand, the bike feels tractable and responsive. The gearing is well-judged for mixed conditions - usable in the city, exciting on the highway, and playful off-road.

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Ride and Handling: Agile but Engaging

The real magic of the Svartpilen 401 lies in its chassis and suspension package. The trellis frame, adjustable WP Apex USD forks, and monoshock - all borrowed from KTM but tuned differently - give it a slightly different flavor. Compared to the Duke, the Svartpilen feels less frantic, more composed.

• On Tarmac: It flicks into corners with eagerness, holds lines confidently, and inspires trust even for intermediate riders. The wide handlebars let you place the bike exactly where you want it, whether cutting through traffic or carving a twisty stretch of road. It’s not razor-sharp like a supersport, but it’s nimble and forgiving - qualities that make you look forward to exploring more roads.
• Off the Beaten Path: Here’s where the scrambler personality shows up. Thanks to its upright geometry and dual-purpose Pirelli Scorpion Rally STR tires (Although Husqvarna now offers the motorcycle with Apollo Tramplr XR, the test-ride unit I got was shod with Pirellis on both ends), the Svartpilen doesn’t panic on gravel or dirt trails. The suspension, while firm for sporty road manners, carries enough compliance to let you play around on rougher surfaces. Small jumps and trail undulations? Handled. Extended rocky trails? It’ll do it, though you’ll be more comfortable if you stand on the pegs, which the ergonomics fully allow.
• Braking Performance: The ByBre brakes provide good progression and bite, paired with Bosch dual-channel ABS. Interestingly, the rear ABS can be switched off - a subtle but significant feature for trail riding, allowing controlled slides and a more authentic scrambler experience.

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Practicality: Not Just a Style Statement

For a motorcycle that looks like a piece of industrial design, the Svartpilen 401 is surprisingly livable. Fuel economy hovers around 26–30 km/l, depending on how spiritedly you ride. With its 13.5-liter tank, real-world range touches 300–350 km, which is respectable for weekend getaways.

The LED lighting setup, informative coloured TFT display (borrowed from KTM), and even the small luggage rack built into the tank cover add touches of practicality. It’s not aimed to be a touring mule like an adventure bike, nor a daily commuter for absolute comfort, but as a do-it-all motorcycle with attitude, it manages to tick many boxes.

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The Scrambler Experience: More Than Just Riding

The keyword for me was always “scrambling.” Scramblers historically weren’t about hardcore off-road performance, but about versatility and spirit: a road bike modified to handle dirt tracks, a two-wheeled tool for chasing freedom.

The Svartpilen 401 embodies that philosophy perfectly. It’s not a 200-kg ADV with long-travel suspension and rally pedigree. Instead, it’s light, engaging, and willing to explore detours. A patch of unpaved road ceases to be an inconvenience - it becomes an invitation. That shift in mindset, that sense of possibility, is what made me fall in love.

Suddenly, commutes became mini-adventures. Riding home from work, I’d willingly take a dirt shortcut just because I could. Weekend trips included detours onto trails I’d never have considered with a fully road-biased bike. There’s an inherent playfulness to the Svartpilen 401 - it makes you approach motorcycling differently.

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Pros and Cons

What I Loved

• Distinctive neo-retro design that stands out.
• Engaging performance with strong mid-range and thrilling top-end.
• Agile, confidence-inspiring handling.
• Capability to dabble in off-road conditions.
• Switchable ABS for scrambler-style fun.
• Impressive attention to detail and premium feel.

What Could Be Better

• A firm seat may tire some riders on long rides.
• Heat management in slow traffic can be noticeable in summer.
• Small pillion perch - basically a “just-there” token.
• At its price and positioning, it competes with bigger-displacement rivals, which could deter some buyers.

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Final Verdict: Falling in Love with Scrambling

Motorcycling, at its best, is less about numbers and more about emotions. And the Husqvarna Svartpilen 401 is an emotional motorcycle. It doesn’t just take you from point A to B; it nudges you to explore point C, D, and E along the way - especially if those happen to lie off the main road.

It marries urban cool with genuine versatility. It doesn’t pretend to be a hardcore adventure bike, yet it feels far more capable than a pure roadster when the surface gets loose. And in doing so, it channels the true scrambler ethos - freedom to ride wherever the path leads.

After my time with it, I can confidently say: the Svartpilen 401 didn’t just impress me - it recalibrated my idea of what everyday motorcycling can feel like. And yes, it made me fall in love with scrambling, with all its detours, dirt, and delightful unpredictability.

2025 KTM 390 Adventure X: Does X Mark the Spot?

 

**Update: KTM has upgraded the 390 Adventure X to X+ by adding IMU-based Cornering Traction Control, Cornering ABS, and Cruise Control, making it a better all-rounded package now.**

In the ever-expanding world of adventure motorcycles, KTM has carved a niche for itself with its aggressive styling, performance-oriented machines, and a no-nonsense approach to off-road capability. The 2025 KTM 390 Adventure X is the latest iteration in this lineage, positioned as a more accessible, road-biased sibling to the standard 390 Adventure. But does this stripped-down version still deliver the thrills and versatility that KTM promises?

Design & Build Quality: Rugged Yet Familiar

At first glance, the 390 Adventure X looks unmistakably KTM. The sharp, angular bodywork, vertically stacked LED projector headlamps with integrated DRLs, and the signature beak-style front fender all scream adventure. The bike borrows heavily from its elder siblings like the 890 Adventure, giving it a premium and aggressive stance.

However, the X variant swaps out the cross-spoke wheels for 19/17-inch alloy wheels, which not only reduce cost but also lend a sportier, more urban-friendly look. The build quality is decent, though not flawless. Panel gaps could be tighter, and the plastics—while functional—don’t quite exude the premium feel one might expect at this price point.

Ergonomics & Comfort: Touring-Ready with Caveats

The 390 Adventure X is designed with long-distance comfort in mind. The upright seating posture, wide handlebars, and accessible 825mm seat height make it a friendly companion for both city commutes and highway hauls. Riders around 5'6" and above will find the ergonomics accommodating.

That said, the seat cushioning is on the firmer side. While this might be a boon for long-distance touring, it can feel a bit unforgiving during short city rides. The tall windscreen, although visually impressive, causes noticeable wind buffeting at higher speeds due to its lower positioning and lack of ventilation around the torso.

Engine & Performance: Tame Yet Capable

Powering the 390 Adventure X is the same 373cc, single-cylinder, liquid-cooled engine found in the standard variant. It produces a healthy 43.5 PS and 37 Nm of torque. However, the power delivery feels slightly muted, especially in the lower rev range. Blame it on the ever-tightening emission norms or the absence of ride modes—the initial throttle response is more docile than expected from a KTM.

But once past the 5,000 rpm mark, the engine wakes up and pulls with enthusiasm all the way to the redline. The bi-directional quickshifter, a rare feature in this segment, works smoothly and adds a layer of sophistication to the ride experience.

Ride & Handling: Balanced for the Real World

The X variant retains the WP Apex suspension setup with 43mm USD forks at the front and a preload-adjustable monoshock at the rear. With 200mm of travel at both ends, it soaks up undulations with ease. The softer suspension tuning compared to the standard model makes it more forgiving on broken roads and urban potholes.

The 19-inch front and 17-inch rear alloy wheels, shod with dual-purpose tyres, offer a good balance between on-road agility and light off-road capability. While it may not be the best tool for hardcore trail riding, it handles gravel roads and mild trails with confidence. The lower seat height also aids in better control during tricky maneuvers.

Features & Tech: Essentials Covered, Luxuries Skipped

KTM has taken a pragmatic approach with the Adventure X’s feature set. You get a crisp 5-inch TFT display with Bluetooth connectivity and turn-by-turn navigation, ride-by-wire throttle, switchable rear ABS, and full LED lighting. These are more than enough for most riders.

However, the X misses out on several premium features found on the standard variant—no ride modes, no cruise control, no cornering ABS or traction control.

Off-Road Capability: Light Trails Only

Let’s be clear—the 390 Adventure X is not a hardcore off-roader. The alloy wheels and lack of adjustable suspension limit its trail-busting potential. But for the occasional dirt road, forest trail, or broken tarmac, it performs admirably. The switchable rear ABS is a welcome addition for controlled slides, and the upright ergonomics make standing on the pegs feel natural.

If your adventures are more about exploring backroads than conquering boulder-strewn paths, the X will serve you well.

Fuel Efficiency & Range: Touring-Friendly Numbers

With a 14.5-litre fuel tank and real-world mileage hovering around 30-35 km/l, the 390 Adventure X offers a respectable range of over 400 km on a full tank. This makes it a solid choice for weekend getaways and even longer tours, provided you plan your fuel stops wisely.

Value for Money: Well-Balanced?

Priced at ₹2.91 lakh (ex-showroom, Thane), the 390 Adventure X undercuts the standard variant by a significant margin. For riders who don’t need all the bells and whistles but still want a capable, comfortable, and stylish ADV, the X hits a sweet spot. It competes directly with the likes of the Royal Enfield Himalayan 450 and the Yezdi Adventure, and holds its own with a more refined engine and better tech package.

Verdict: So, Does X Mark the Spot?

The 2025 KTM 390 Adventure X may not be the most feature-rich or off-road-capable ADV in its segment, but it nails the fundamentals. It’s comfortable, versatile, and engaging enough for both new and experienced riders. KTM has smartly trimmed the fat without compromising on the core experience.

If your idea of adventure leans more toward long highway rides, weekend escapes, and the occasional trail, then yes—X absolutely marks the spot.

Why Michelin Road 5 Makes More Sense on Royal Enfield Guerrilla 450! Here’s my take.

 

Introduction

When it comes to choosing the right tires for your motorcycle, the decision can make a world of difference in your riding experience. After thoroughly examining various options, I firmly believe that the Michelin Road 5 tires are the ideal choice for the Royal Enfield Guerrilla 450. Here's why:

Unmatched Performance

The Michelin Road 5 tires are renowned for their outstanding performance. The Royal Enfield Guerrilla 450, equipped with its powerful 39.5 bhp Sherpa engine, communicative tubular chassis, and smooth 6-speed gearbox, demands tires that can match its prowess. The Michelin Road 5 delivers exceptional grip and stability, especially at higher speeds. Whether you're navigating city streets or cruising on highways, these tires provide a seamless and confident ride.

Superior Comfort

One of the key aspects that elevate the Royal Enfield Guerrilla 450 is its comfortable ride. The Michelin Road 5 tires enhance this aspect by absorbing road imperfections and minimizing vibrations. This results in a smoother and more enjoyable riding experience, allowing you to embark on long journeys without feeling fatigued. The combination of the Guerrilla 450's ergonomic design and the Road 5's superior comfort makes for an unbeatable duo.

Longevity and Durability

Tire durability is a crucial factor for any motorcycle enthusiast. The Michelin Road 5 tires are built to last, thanks to their advanced rubber compounds and robust construction. This durability ensures that the tires can withstand the demands of daily commuting, spirited weekend rides, and even longer adventures. Investing in Michelin Road 5 means fewer replacements and more miles covered, making it a cost-effective choice in the long run.

Enhanced Safety

Safety is paramount when it comes to riding motorcycles, and the Michelin Road 5 tires excel in this department. Their superior grip and handling provide riders with the confidence to tackle various road conditions. Whether you're cornering, braking, or accelerating, these tires offer exceptional control and stability. The Royal Enfield Guerrilla 450, paired with the Michelin Road 5, ensures a safe and secure ride every time.

Aesthetic Appeal

Let's not forget the visual aspect. The Royal Enfield Guerrilla 450 boasts a bold and stylish design, and the Michelin Road 5 tires perfectly complement this aesthetic. The sleek and modern look of the Road 5 enhances the overall appearance of the Guerrilla 450, making your bike stand out even more on the road. Plus, with various sizes available, you can find the perfect fit for your wheels.

Conclusion

In my opinion, the Michelin Road 5 tires are the best choice for the Royal Enfield Guerrilla 450. They offer unmatched performance, superior comfort, exceptional durability, enhanced safety, and a stylish appearance. Whether you're a daily commuter or an avid adventurer, these tires will elevate your riding experience and provide the confidence to tackle any road with ease.

So, if you're looking to enhance your Royal Enfield Guerrilla 450's capabilities, consider upgrading to the Michelin Road 5 tires. Your bike and your riding experience will thank you.

Happy riding!

TVS Apache RTR 310 Review: Flamboyant yet Flawed

 

The TVS Apache RTR 310 is a motorcycle that has garnered a lot of attention since its launch. With its aggressive styling and powerful performance, it aims to capture the hearts of young riders and enthusiasts alike. However, like any machine, it has its strengths and weaknesses. Let's dive into a detailed review of the TVS Apache RTR 310.

Styling and Quality

The Apache RTR 310 stays true to the Apache heritage with its aggressive streetfighter stance. The low-slung front end, muscular fuel tank with sharp extensions, exposed frame, and pointed tail section catch the onlooker’s attention everywhere. The Fury Yellow color scheme adds to its bold and eye-catching appearance. However, some might find its styling a bit confusing and disproportionate, with the front fascia looking bulky compared to the rest of the minimalistic bodywork.

Ergonomics and Comfort

The Apache RTR 310 offers a fairly comfortable riding position. With a seat height of 800mm, it is accessible even for shorter riders. The footpegs are a bit rear-set, and the seat feels adequately cushy. However, the small hump on the front of the pillion seat can be uncomfortable for the rider. Additionally, the seat space might be a minor issue for larger individuals.

Performance and Handling

Powering the RTR 310 is the same 312cc, single-cylinder, liquid-cooled motor that does duty on the Apache RR310. It delivers 35.6bhp and 28.7Nm of torque, making it a capable performer. The bike features Michelin Road 5 tyres, which offer superior levels of grip and make cornering a joy. The 6-speed manual transmission with a bi-direction quickshifter adds to the overall riding experience.

Features and Technology

The Apache RTR 310 boasts a host of features that put much bigger bikes to shame in terms of technology. It comes equipped with a digital instrument cluster, Bluetooth connectivity, and a USB charging port. The bike also offers an optional fully adjustable suspension setup as part of its Dynamic Kit, which costs Rs. 18,000.

Fuel Efficiency

The Apache RTR 310's claimed fuel efficiency is 23.2 km/l, which is decent for a performance-oriented bike. However, real-world mileage may vary depending on riding conditions and style.

Should You Buy It?

The TVS Apache RTR 310 is a fun, capable, and practical motorcycle that offers a lot for its price. However, it faces stiff competition from bikes like the KTM 250 Duke, which has evolved to be a better offering in every aspect. If you're looking for a bike that stands out with its styling and performance, the Apache RTR 310 is worth considering. But if you prioritize a more refined riding experience, you might want to explore other options.

In conclusion, the TVS Apache RTR 310 is a flamboyant motorcycle with a lot to offer, but it does have its flaws. It's a great choice for those who want a bold and powerful ride, but it might not be the best fit for everyone.

Royal Enfield Super Meteor 650: A Cruiser with Identity Crisis (sports bike-like stiff rear suspension)

 

Royal Enfield has long been synonymous with classic, retro-styled motorcycles that exude timeless charm and robust performance. The introduction of the Super Meteor 650 marks a significant departure for the brand, blending the relaxed aesthetics of a cruiser with the spirited performance of a sports bike. However, one particular feature has sparked much debate among riders—the bike's stiff rear suspension. Let's delve deeper into what makes the Super Meteor 650 unique, and how this sportsbike-inspired suspension impacts its performance and rider comfort.

Design and Aesthetics

At first glance, the Super Meteor 650 impresses with its elegant cruiser lines. The sweeping tail section, broad fuel tank, and distinctive round headlight pay homage to classic cruiser designs. The bike's low-slung stance, wide handlebars, and forward footpegs promise a laid-back, comfortable riding posture suitable for long-distance cruising.

Yet, beneath this cruiser facade lies an unexpected twist—the Super Meteor 650's rear suspension. The stiff suspension setup, more akin to what you'd find on a sports bike, immediately sets it apart from traditional cruisers. This fusion of design elements caters to riders seeking both style and performance.

Engine and Performance

Central to the Super Meteor 650's appeal is its 648cc parallel-twin engine, which delivers a robust 47 horsepower and 52 Nm of torque. This engine, shared with the well-regarded Interceptor and Continental GT models, offers a smooth and responsive ride. Its power delivery is linear, providing ample torque throughout the rev range, making it suitable for leisurely cruises and more spirited rides.

The Super Meteor 650’s performance on the road is a testament to its versatile engine. Whether navigating city streets or cruising on highways, the bike's engine offers a satisfying blend of power and refinement. Its smooth-shifting six-speed gearbox enhances the riding experience, allowing for effortless transitions between gears.

The Stiff Rear Suspension: A Double-Edged Sword

The most contentious feature of the Super Meteor 650 is its rear suspension. Unlike the soft, plush suspension typically associated with cruisers, Royal Enfield has opted for a stiffer setup. This decision has both its advocates and detractors, each with valid points.

Advantages:

• Enhanced Handling: The stiffer rear suspension significantly improves the bike's handling characteristics. Riders will appreciate the increased stability and precise feedback when tackling corners, making the Super Meteor 650 feel more agile and responsive than a traditional cruiser.
• Sporty Performance: For those who enjoy a more dynamic riding experience, the stiff suspension adds a touch of sportsbike performance. The bike feels planted and controlled, encouraging riders to push their limits and enjoy a more engaging ride.
• Reduced Squat: Under hard acceleration, the stiff suspension helps reduce rear squat, maintaining a balanced and composed ride even when pushing the bike to its limits.

Drawbacks:

• Reduced Comfort: The most significant drawback of the stiff rear suspension is the compromise on comfort. Riders accustomed to the cushioned ride of traditional cruisers may find the Super Meteor 650's suspension less forgiving, particularly on rough or uneven surfaces.
• Vibration Transfer: The stiffer setup can transfer more road vibrations to the rider, potentially leading to fatigue on longer rides. This is a notable trade-off for those prioritizing comfort over sporty performance.
• Adaptation Period: Riders new to this suspension setup may require time to adapt. Initial rides might feel harsher than expected, but with time and familiarity, the benefits in handling and stability become more apparent.

Riding Experience

Despite the stiffer suspension, the Super Meteor 650 remains a joy to ride. Its comfortable seating position, ergonomic handlebars, and well-cushioned seat ensure that long rides are still manageable. The bike's weight distribution, though on the heavier side at approximately 241 kg, is well-balanced, making it easier to handle than it appears.

On smooth roads and highways, the Super Meteor 650 excels. The engine's mid-range torque allows for effortless overtakes, while the stiff suspension ensures stability at higher speeds. However, on bumpy roads or uneven terrains, the ride quality can feel harsh, a direct consequence of the sports bike-inspired suspension.

Market Position and Competition

The Super Meteor 650 carves out a unique niche in a market saturated with cruisers. It offers a blend of classic cruiser aesthetics with sporty performance, appealing to various riders. Competitors like the Kawasaki Vulcan 650 and the Benelli 502C offer similar cruiser experiences but lack the flair that the Super Meteor 650 brings.

Conclusion

The Royal Enfield Super Meteor 650 is a bold experiment in blending the worlds of cruisers and sports bikes. Its stiff rear suspension, while a point of contention, ultimately serves to enhance the bike's handling and performance. For riders seeking a cruiser with a sporty edge, the Super Meteor 650 offers a compelling package.

While traditionalists may find the suspension setup a departure from the cushioned comfort of classic cruisers, those willing to embrace this hybrid design will find a bike that is both versatile and engaging. The Super Meteor 650 is more than just a motorcycle; it's a statement of Royal Enfield's commitment to innovation and performance, challenging the conventions of what a cruiser can be.