Its engine displacement and configuration make the Storr an interesting proposition, as a twin-cylinder engine offers the big bike feel, which a lot of Indian buyers look for, beside which the 500cc displacement suits a wide spectrum of motorcyclists. And this will also have the Storr rival the Royal Enfield Himalayan, which while powered by a single cylinder engine, is currently the gold standard in the sub-500cc adventure tourer space. Brixton Motorcycles flew us to its global HQ in Austria to ride the Crossfire 500 Storr and we got to ride it briefly on the highway outside Vienna and around some twisties, besides a short off-roading session.

But before the riding bit I just have to talk about the Storr’s distinctive, and rather unconventional design. There is no ‘beak’ to begin with, and there’s quite a bit of design inspiration from the Husqvarna Norden 901. In fact, the fairing and round headlamp also reminded me of the first-generation Royal Enfield Himalayan! I do like the bike’s stance, especially from the front three-quarters – the tall fairing and windscreen (not to forget, the steeply angled instrument cluster display) offer the feel of a rally motorcycle. Attention to detail is excellent and fit-finish levels are impressive. I like the headlamp design too, as it integrates the Brixton logo which includes E, W, N and S denoting the four directions, and looks cool. You also get a set of round fog lamps, integrated into the fairing.

While Brixton has not confirmed the fork diameter, the KYB upside-down forks appear to be 41mm ones and add significant mass to the front end. The Storr uses a 19/17-inch wheel set up and runs on Pirelli Scorpion Rally STR tyres, which add to the bike’s feel as a hardcore adventure tourer further, along with its cross-spoked wheels. The 16-litre fuel tank looks substantial, and I like how its design has it flow towards the rear in conjunction with the seat and upswept exhaust. Overall, the Storr is good looking, and is sure to appeal to Indian buyers.

The instrument cluster is a 7-inch colour TFT display with a matte finish which makes it readable even in direct sunlight. The screen offers a lot of information including fuel efficiency, range, tyre pressure, temperature and more in a very legible manner. It also has two buttons on one side to toggle through options and a third button on the other side, which lets you turn traction control and rear ABS off. Brixton is also offering a lot of equipment as standard which includes two small tank bags, a handlebar-mounted USB port, adjustable clutch and brake levers and even a metal bash plate – this is an excellent list!

The 486cc, liquid-cooled parallel-twin cylinder engine puts out the same 47.6PS and 43Nm as the Crossfire 500X and 500XC and has the same six-speed transmission. The engine sounds nice and the exhaust note is typical of a twin-cylinder engine and is pleasing to the ears. Acceleration is pretty linear and as you would expect of an adventure tourer, grunt at low to mid revs is reasonably strong. Acceleration gets stronger past the 4,000rpm mark and the redline sits at 8,500rpm, which helps when accelerating hard. Fuelling is crisp and throttle response is smooth which is again impressive and the engine feels smooth too, though some vibration creeps in through the footpegs and seat at around 100kmph. I also like the gearbox as gear shifts are precise, though a little too clunky.

The rider triangle and comfortable seat add to the Storr’s likeable manners further – it feels apt for long hours of riding and holding 100kmph all day long should be doable. And at 839mm, seat height is reasonable too. Standing up on the pegs and riding hard is easy too, as I discovered while riding off tarmac. A 320mm disc performs duty at the front and offers a confident feel under braking, besides which the front forks are adjustable for compression and rebound and the rear monoshock for preload and rebound, and overall ride and handling are impressive. The Storr impresses off-road particularly, by offering a confident feel and letting you push, and should make for commendable off-roading abilities despite its 209kg kerb weight, especially since you can turn traction control and rear ABS off.

Overall, the Crossfire 500 Storr is a valiant effort as Brixton’s first adventure tourer. It ticks a lot of boxes and also impresses with its performance and dynamics. The bike will go on sale in 2026 and will be priced at around ₹ 5 lakh ex-showroom, which should make it an interesting addition to the burgeoning adventure tourer space. 

The post Brixton Crossfire 500 STORR First Ride Review first appeared on Turbocharged.

The retro motorcycle space is getting more crowded by the day. But while most manufacturers are sticking to classic styling cues, there’s one new name that’s trying something a little different. Say hello to the Brixton Crossfire 500X, a motorcycle that blends scrambler aesthetics with modern underpinnings. The brand is new to India, the motorcycle is assembled here and certainly stands out. But the question is, does it have what it takes to carve out its niche in a segment dominated by bigger names? 

The Crossfire 500X carries a very distinct design that grows on you. The sharp tank with that bold “X” stamped into its flanks has become Brixton’s signature, and it looks great. Other design highlights include the upswept stainless-steel exhaust, LED lighting all around, Pirelli MT60 dual-purpose tyres wrapped around tubeless spoked wheels and the neatly integrated tail section. It’s a clean, well balanced design and from certain angles, one could actually take it for a custom build. That said, it isn’t all perfect. The switchgear feels budget, and the monotone LCD speedometer isn’t the easiest to read under sunlight, a letdown at this price point. Fit and finish is a mixed bag. Some areas like the tank and side panels feel premium, but others, like the switches and wiring, need improvement. 

The seat height of 795mm makes you believe it would be easy to flat-foot the bike, but the broad seat makes it a little difficult. The riding triangle is slightly forward-set, thanks to the handlebar being positioned away from you. It feels natural once you’re on the move, though. The flat seat is decently padded, though the lack of a grab rail or support makes life difficult for the pillion. 

 The Crossfire 500X is powered by a 486cc, liquid cooled parallel-twin that puts out 47.6PS and 43Nm. The numbers are on par with segment rivals, but what really stands out is the character. The engine is refined and has a good bottom-end torque, which is great for city riding and quick overtakes. There is a bit of buzz above 5,500rpm, but the sweet spot lies in the mid-range, where it feels most alive. The exhaust note deserves a mention too, it’s throaty and bassy, and makes the bike sound a lot more aggressive than it looks. The 6-speed gearbox feels a bit clunky and lacks the smoothness you’d expect at this price. There’s no slipper clutch either, and the clutch itself is a tad on the heavier side. You’ll feel it in traffic. This isn’t a bike that enjoys crawling, it prefers open stretches of road where you can stretch its legs a little. 

Underneath, the 500X uses adjustable KYB suspension, a USD fork up front and monoshock at the rear, both with damping adjustability. The stock setup feels on the firmer side but does a decent job of soaking up undulations. It’s not plush, but it suits the bike’s character well. That said, the rear shock’s adjustment is buried deep and isn’t tool-free, which makes tuning it a bit of a hassle. It gets J.Juan calipers with dual-channel ABS, and while braking performance is strong but the feedback at the lever isn’t that great. The Pirelli MT60 dual-purpose tyres offer decent grip on both tarmac and light trails, and their performance complements the bike’s scrambler intentions. 

The Crossfire 500X is an interesting alternative in a segment where nostalgia often takes precedence over function. It has the looks, a characterful engine, and is genuinely enjoyable to ride. But it also comes with its share of flaws, some of them difficult to ignore considering its asking price of ₹4.74 lakh (ex-showroom).

At that price, it’s significantly more expensive than the competition, and that’s going to be a tough sell unless Brixton builds a strong aftersales network and improves part availability. For now, the 500X is a head-turner with charm, but one that needs a little more polish to be a complete package.

The post 2025 Brixton Crossfire 500X Review first appeared on Turbocharged.

The Crossfire 500 XC is the more adventurous scrambler version in the lineup and comes dressed for trail riding. It looks unique thanks to the boxy fuel tank and flat seat. The 500 XC manages to stand apart with its functional yet aesthetic design updates like the well-integrated headlamp cover and visor, adjustable levers, metal sump guard, and tank grips etched with the Union Jack.

We also liked the attention to detail evident in the headlamp LED DRLs which display the four directions and the handlebar grips that have the name Brixton on them. It makes the Crossfire 500 feel a lot more premium than its engine capacity would suggest. That said there are places where it misses the plot. Like the switchgear which, while robust, feels dated.

The Crossfire comes with important kit like tubeless spoke wheels and adjustable suspension which should be useful in the rough stuff. Other de-facto features include all-LED lighting and a tiny inverted LCD display which, despite its size, shows relevant information clearly on the go. It does not get ride-by-wire or ride modes which we think is a miss.

Power comes from a 486cc parallel-twin motor that delivers 48PS and 43Nm. More impressive is the 195kg weight that’s low for a parallel twin adventure motorcycle. For context, the Honda NX500 weighs 196kg. The motor is an enthusiastic one that offers an energetic midrange performance. Given our limited time with the motorcycle, we cannot comment on the tractability. That said, the throttle response at low revs isn’t as smooth as the competition though once you get revs past 2,000rpm, the power delivery smoothens out. It also misses out on traction control but given the linear performance, we do not think that will be an issue.

The Crossfire is an accessible motorcycle despite its tall 835mm seat, thanks to it being narrow at the front. The upright riding position coupled with the high-set handlebar should make it comfortable even during stand-up riding. It gets premium suspension, tyre and brake kit in the form of fully adjustable KYB upside-down forks, semi-adjustable monoshock, 19-inch front and 17-inch rear Pirelli Scorpion Rally STR tyres, and J. Juan brakes. The suspension travel is better than its closest competitor, the Royal Enfield Bear 650, but not really suited for hardcore offroading.

Our test motorcycle ran a firm setup but given our limited ride, it remains to be seen how much you can fine-tune the suspension for off-road use. What we found out was that the Crossfire is an enthusiastic handler with an eager front end despite running a larger 19-inch front wheel. It brakes well too, the 320mm front and 240mm rear disc offer a linear but strong bite. It however misses out on switchable ABS which is surprising as its ADV cousin, the Crossfire 500 Storr gets it. The Crossfire 500 XC feels nimble for a 500cc parallel-twin scrambler and that should make it accessible to most riders.

The Brixton Crossfire 500 XC is priced at Rs 5.19 lakh ex-showroom, placing it in the middle of the 650cc adventure motorcycle segment. However, its main competitor will be the recently launched Royal Enfield Bear 650 which, like the bikemaker’s other 650cc motorcycles, is a segment disruptor owing to the low pricing (Rs 3.40 lakh in this case). Sure, the Crossfire is 21kg lighter and has better kit, but the Bear’s pricing and overall brand acceptance are hard to beat. That said, the Brixton Crossfire’s USP is its niche positioning. Will it succeed? Only time and the Indian customer can tell.

The post Brixton Crossfire 500 XC: First Ride Review first appeared on Turbocharged.

The strategy involves a two-phase approach. Phase 1 will introduce existing Brixton motorcycles in the 500cc to 1200cc range. Phase 2 will involve the joint development of motorcycles by the two brands, specifically tailored to cater to the Indian market.

Enthusiasts can also look forward to upcoming models from Brixton Motorcycles, such as the Storr 500, an adventure touring bike set to be globally launched in November and subsequently in India.

The motorcycles are expected to hit the Indian market this festive season across Pune, Mumbai, Thane, Nashik, Chennai, Hyderabad, Bengaluru, Cochin, Coimbatore, Ahmedabad, Surat, Vapi, and Panjim.

Potential rivals for these models include the Royal Enfield Himalayan and KTM 390 Adventure for the Crossfire series, and the Triumph Bonneville T120 and Harley-Davidson Iron 1200 for the Cromwell series. 

The post Brixton unveils its India lineup first appeared on Turbocharged.