Brixton 500 X and XC first ride review: From Austria to Kolhapur

If there was ever something like a truly global product, it’s likely to be these bikes. The brand is Austrian, the design cues lean British, parts come from China, and final assembly happens in Kolhapur. Yes, Kolhapur, right here in Maharashtra. Its India entry is pretty recent – launched late 2024. The brand itself is also new, founded in 2016, with their first bike being displayed at EICMA that year.

All the engineering and R&D still happens in Austria, but India has now joined the map, thanks to a new partnership with KAW Veloce Motors. KAW handles local assembly, in addition to Velocifero – the Italian brand responsible for the Tennis 1500W (review coming next month). All this happens under the brand name Motohaus. The bikes you see in the photos are the Scrambler 500 X and 500 XC. Their relationship is similar to that of the Triumph Speed and Scrambler 400. In the case of these 500s, the X is a roadster, while the XC is a scrambler.

Brixton 500 X and XC build and ergonomics

Brixton hasn’t played it safe with the design and that’s a good thing. The 500 X is unmistakably a roadster, with strong, sculpted lines that give it a muscular stance. The styling leans minimalist – a round LED headlamp up front, a clean digital cluster, a sharply creased metal tank with a prominent X-shaped embossing and a tidy tail section with a minimal LED taillamp. The side-slung exhaust is shiny, the single-piece seat tapers nicely, giving it overall a modern British touch.

The XC, meanwhile, builds upon this foundation and adds the hardware to match its off-road aspirations. A headlight guard, small windshield, higher handlebar, sump guard, engine guard, radiator protection and longer suspension travel immediately set it apart. It also gets a raised front fender, a larger 19-inch spoked front wheel and scrambler-styled side panels along with a Union Jack-style tank pad.

All-in-all, both bikes look purpose-built and there’s a confident stance to them. The 500 X feels compact and tight, while the XC, with its taller setup and chunkier bits, looks ready for a trail. However, the build quality is a mixed bag. The fitment of major panels feels solid but certain touchpoints – especially the switchgear – come across as flimsy and plasticky. On a ₹5 lakh motorcycle, you’d expect better tactile quality.

On the saddle, both bikes strike a nice balance between sporty and upright. The Crossfire 500 X positions you slightly forward, with a low 795mm seat height that will be accessible to most riders. The XC, however, is noticeably taller at 839mm and that could be intimidating for shorter riders, especially in city traffic or stop-and-go situations. That said, once you’re on the move, both bikes feel light and easy to manoeuvre. The X weighs 190kg and the XC 5kg more but both carry their weight well, and you never feel like you’re fighting the bike in urban conditions. The XC, with its upright bars and wider stance, feels more touring-friendly. The X, on the other hand, feels more agile and road-focussed, making it the natural pick for urban riding and twisty backroads.

Brixton 500 X and XC equipment

In terms of equipment, the bikes show their old-school side a little too plainly. The digital cluster is circular and compact, offering only the basics – speed, tacho, trip, odo and fuel. There’s no smartphone connectivity, no traction control and notably, no option to disengage ABS at the rear, which really should have been there, especially on the scrambler. Both bikes get dual-channel ABS, which works relatively well, only intervening rarely but the brake feel is another area that could use improvement. The hardware is from J.Juan, with a 320mm disc up front and a 240mm rear, and while stopping power is adequate, there’s a lack of progression and there’s not enough feedback.

Brixton 500 X and XC chassis

Brixton has done well to kit the bikes appropriately. The Crossfire 500 X runs on 17-inch spoked wheels with an internal lacing that allows the company to use Pirelli MT60RS tubeless tyres – grippy, slightly dual-purpose rubber that works well in both dry and wet conditions. The XC gets Pirelli Scorpion Rally STRs on a 19-inch front and 17-inch rear setup, offering better off-road capability. These tyres are fitted on cross-spoke wheels. The suspension is by KYB, and on the 500 X, the front has a 41mm USD fork with 115mm of travel and compression adjustability, while the rear is a preload-adjustable monoshock. The setup is balanced – not too stiff, not too soft – and it handles rough patches without much protest. Where it shines, though, is in corners.

The X leans over easily and despite the weight, it feels planted and agile. The XC gets the same fork diameter, with more travel – 145mm – and is also adjustable for preload and compression. Naturally, it offers better ground clearance (180mm vs 165mm on the X) and off-road readiness, and is better poised on broken roads. But the front-end does come across as heavy at low speeds – likely a result of the larger wheel and knobby tyres. One upside I have noticed is minimal fork dive under braking and solid composure at higher speeds.

Brixton 500 X and XC performance

Powering both bikes is a 486cc liquid-cooled parallel twin, making 46.9bhp at 8500rpm and 43Nm at 6750rpm. It’s not a high-revving screamer, nor does it deliver torque like a freight train. Instead, it offers a linear, predictable power delivery that’s friendly, versatile and well-suited to both city commutes and weekend rides.

There’s a slight choppiness to the throttle response at low speeds but once you’re moving, it smooths out. The engine is refined for the most part although vibrations creep in closer to the redline. For best results, stick between 4000 and 7000rpm, where the motor feels most alive. The bikes feel comfortable cruising at 100-110kmph, especially the XC, thanks to its upright ergonomics. The 6-speed gearbox is acceptable and the slip-and-assist clutch lightens the effort required in traffic. Personally, riding both of these in traffic was a lot easier than I initially expected. There’s a throaty, raspy note from the exhaust – not loud, but enough to make its presence felt.

Brixton 500 X and XC verdict

There’s a lot to like about these Brixton twins. They’re well-designed, deliver a solid riding experience, and have a distinct Euro charm that sets them apart from the Japanese and Indian options. Both the X and XC feel like capable all-rounders and despite a few rough edges, they manage to be enjoyable motorcycles.

But there’s a problem – the brand wants ₹4.74 lakh for the Crossfire 500 X and ₹5.19 lakh for the 500 XC (ex-showroom). That’s a tough pill to swallow. At a much lower price, there are established brands that offer better service networks, stronger after-sales support and a lot more features. The Brixtons are good bikes but they’re not exceptional enough – either in performance or finish – to justify this premium, even in isolation. Not to mention that there are issues that actively need fixing. The limited dealership reach and brand recognition in India add to the challenge. If Motohaus revises pricing or offers compelling finance/service packages while improving the quality and the kit available, these bikes could appeal to enthusiasts who value ride quality and are willing to bet on an underdog. But for the average buyer looking at value, peace of mind and equipment, there’s still a gap to be filled.