On-Paper Spec Showdown: Royal Enfield Guerrilla 450 vs Triumph Scrambler 400X(Scrambler 450 vs Scrambler 400X) – Which Scrambler Delivers More Bang?
The scrambler segment is heating up in 2025, with Royal Enfield’s newly launched Guerrilla 450 entering the fray as a fresh contender against established players like the Triumph Scrambler 400X. Aimed at enthusiasts who crave a blend of retro styling, urban agility, and light off-road capability, these bikes promise versatile performance without venturing into full-blown adventure territory. The Guerrilla 450, unveiled in July 2024 and hitting showrooms by early 2025, builds on the Himalayan 450’s platform but strips it down for a more road-focused scrambler vibe.
Meanwhile, the Scrambler 400X, updated with minor tweaks like new color options in 2025, continues to leverage Triumph’s heritage in delivering refined, characterful rides. This on-paper comparison dissects their key specifications to help you gauge which might suit your riding style better—before you head out for a test ride.
With sales in the sub-500cc scrambler category surging, driven by buyers seeking affordable thrills, the Guerrilla 450 has already garnered attention for its competitive pricing and torque-heavy engine. As of August 2025, Royal Enfield reports over 10,000 bookings for the model in its first month, signaling strong market interest.
The Scrambler 400X, on the other hand, has maintained steady sales, with Triumph emphasizing its premium build and balanced dynamics. We’ll break down the specs in a detailed table, analyze their implications for on-road and off-road performance, and weigh the price difference to determine value. All data is sourced from official manufacturer specifications and recent reviews for accuracy.
Specification Comparison: Royal Enfield Guerrilla 450 vs. Triumph Scrambler 400X
Engine Type
Royal Enfield Guerrilla 450: Liquid-cooled, single-cylinder, DOHC, 4-valve
Triumph Scrambler 400X: Liquid-cooled, single-cylinder, DOHC, 4-valve
Displacement
Guerrilla 450: 452 cc
Scrambler 400X: 398.15 cc
Power
Guerrilla 450: 40.02 PS (29.44 kW) @ 8,000 rpm
Scrambler 400X: 39.5 HP (40 PS) @ 8,000 rpm
Torque
Guerrilla 450: 40 Nm @ 5,500 rpm
Scrambler 400X: 37.5 Nm @ 6,500 rpm
Transmission
Guerrilla 450: 6-speed manual, slip-and-assist clutch
Scrambler 400X: 6-speed manual, slip-and-assist clutch
Suspension (Front)
Guerrilla 450: 43 mm telescopic forks, 140 mm travel
Scrambler 400X: 43 mm upside-down big-piston forks, 150 mm travel
Suspension (Rear)
Guerrilla 450: Linkage-type monoshock, 150 mm travel
Scrambler 400X: Gas monoshock with external reservoir, preload adjustable, 150 mm travel
Seat Height
Guerrilla 450: 780 mm
Scrambler 400X: 835 mm
Ground Clearance
Guerrilla 450: 169 mm
Scrambler 400X: 150 mm
Weight (Kerb/Wet)
Guerrilla 450: 185 kg (with 90% fuel and oil)
Scrambler 400X: 179 kg
Brakes (Front)
Guerrilla 450: 310 mm ventilated disc, dual-piston caliper, ABS
Scrambler 400X: 320 mm fixed disc, four-piston radial caliper, ABS
Brakes (Rear)
Guerrilla 450: 270 mm ventilated disc, single-piston caliper, ABS
Scrambler 400X: 230 mm fixed disc, single-piston floating caliper, ABS
Tyres (Front/Rear)
Guerrilla 450: 120/70-R17 / 160/60-R17 (tubeless)
Scrambler 400X: 100/90-19 / 140/80-17 (tubeless)
Fuel Tank Capacity
Guerrilla 450: 11 liters
Scrambler 400X: 13 liters
Wheelbase
Guerrilla 450: 1,440 mm
Scrambler 400X: 1,418 mm
Official Website
Scrambler 450
https://www.royalenfield.com/in/en/home/
Scrambler 400X
https://www.triumphmotorcycles.in/motorcycles/classic/scrambler-400-x/scrambler-400-x-2024
Analyzing Engine Power and Torque: Punch vs. Refinement
On paper, the engines are closely matched in power output, both peaking at around 40 PS at 8,000 rpm, making them suitable for spirited highway runs and quick urban overtakes.
However, the torque figures tell a different story. The Guerrilla 450’s 40 Nm arrives earlier at 5,500 rpm, compared to the Scrambler 400X’s 37.5 Nm at 6,500 rpm. This means the Royal Enfield should feel more tractable in low-speed scenarios, such as crawling through traffic or tackling mild trails, where immediate grunt is key.
Real-world implications? For on-road performance, the Guerrilla’s broader torque spread could translate to fewer gear shifts and a more relaxed ride during daily commutes, potentially achieving better fuel efficiency—estimated at 25-28 kmpl based on initial tests.
In contrast, the Triumph’s engine, co-developed with Bajaj, is tuned for a smoother, more linear delivery, with a higher rev ceiling that rewards enthusiastic riding. Its torque peak at higher rpms suggests it might feel peppier on open roads, hitting 0-100 kmph in around 6-7 seconds, slightly quicker than the Guerrilla’s estimated 7-8 seconds.
Off-road, the Guerrilla’s extra torque could provide better control on slippery inclines, while the Scrambler 400X’s refined fueling (via Bosch EFI) minimizes stalls in technical sections. Both are liquid-cooled for consistent performance, but the Guerrilla’s larger displacement might edge it in sustained highway cruising without overheating concerns.
Suspension Travel: Comfort and Capability Breakdown
Suspension is where scramblers shine for light off-roading, and here the numbers are competitive. The Scrambler 400X offers 150 mm of travel front and rear, slightly more than the Guerrilla’s 140 mm front and 150 mm rear.
This extra 10 mm up front on the Triumph could mean better absorption of big hits, like potholes or small jumps, enhancing off-road confidence. Its upside-down forks are premium Showa units (big-piston design), promising sharper handling and reduced dive under braking on tarmac.
The Guerrilla counters with Showa-tuned monoshock rear and telescopic fronts, which are preload-adjustable on higher variants. On-road, this setup should deliver a plush ride over India’s uneven surfaces, with the 150 mm rear travel soaking up bumps effectively.
Off-road, the Guerrilla’s higher ground clearance (169 mm vs. 150 mm) allows it to clear obstacles like rocks or ruts more easily, potentially making it the better choice for occasional trail riding.
However, the Triumph’s longer wheelbase (1,418 mm) and steeper rake (23.2 degrees) might offer superior stability at speed, reducing wobbles on gravel. In practice, both bikes’ suspensions are tuned for a balance of road manners and mild dirt capability—neither is a hardcore enduro machine, but the Scrambler 400X’s extra front travel could give it a marginal edge in rougher conditions.
Seat Height and Weight: Accessibility and Maneuverability
Seat height is a critical factor for Indian riders, where shorter statures are common. The Guerrilla 450’s 780 mm seat is notably lower than the Scrambler 400X’s 835 mm, making it more accessible for riders under 5’8″ without tiptoeing at stops. This lower center of gravity also aids in confident low-speed handling, especially in city traffic or when paddling through mud.
Weight-wise, the Triumph is lighter at 179 kg wet, versus the Guerrilla’s 185 kg kerb— a 6 kg difference that could make the Scrambler feel nimbler during quick direction changes or when lifting it after a fall off-road. On-road, the lighter Triumph might accelerate more eagerly and brake shorter, while the Guerrilla’s extra mass could provide better planted feel at highway speeds. Off-road, the lower weight and higher seat of the Scrambler allow for easier standing riding, but the Guerrilla’s lower stance might suit beginners better, reducing intimidation on uneven terrain.
Brakes: Stopping Power and Safety
Braking specs favor the Triumph slightly, with a larger 320 mm front disc and four-piston caliper offering potentially stronger initial bite compared to the Guerrilla’s 310 mm dual-piston setup. Both feature dual-channel ABS as standard, ensuring safe stops on wet or loose surfaces. The rear brakes show a bigger gap: Guerrilla’s 270 mm disc vs. Triumph’s 230 mm, which could mean better modulation and heat dissipation for the Royal Enfield during prolonged downhill descents.
On-road, the Triumph’s premium ByBre calipers (Brembo subsidiary) might provide more progressive feel, reducing lock-ups in panic situations. Off-road, the Guerrilla’s larger rear disc could help in controlled slides on dirt, while both bikes’ switchable ABS (on higher Guerrilla variants) allows for rear-wheel lockups when needed for fun or control.757da5 Overall, braking performance should be ample for both, but the Triumph’s front setup edges it for aggressive riding.
Price Difference and Value Proposition
Pricing is where the Guerrilla 450 shines. Starting at ₹2.39 lakh ex-showroom for the base Analog variant (up to ₹2.54 lakh for the top Flash), it’s significantly cheaper than the Scrambler 400X’s ₹2.67 lakh single-variant price as of August 2025—a difference of ₹28,000 to ₹15,000 depending on trim. On-road figures push this to around ₹2.7-2.9 lakh for the Guerrilla and ₹3-3.2 lakh for the Triumph, varying by state.
Value-wise, the Guerrilla offers better bang for the buck on paper, with more torque, higher ground clearance, and a lower seat height at a reduced cost. Its widespread Royal Enfield service network (over 2,000 outlets) ensures lower maintenance—estimated at ₹15,000-20,000 over three years—compared to Triumph’s premium servicing. However, the Scrambler 400X justifies its premium with superior build quality, refined engine vibes, and features like adjustable levers and a more advanced instrument cluster. For enthusiasts prioritizing heritage and polish, the Triumph’s value lies in its intangible “cool factor” and resale potential.
If you’re a budget-conscious rider focused on torque and accessibility for mixed use, the Guerrilla 450 appears the stronger value. Performance seekers or those valuing refinement might lean toward the Scrambler 400X despite the higher price. Ultimately, these specs suggest a tight battle—test rides are essential to feel the real-world differences. With waiting periods for the Guerrilla stretching to 2-3 months in major cities, plan accordingly if buying soon.
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