Shiva the destroyer: test drive Bajaj Dominar 400

With the Bajaj Dominar 400 model, the Indian motorcycle giant recently entered the Russian market, and, moreover, very successfully. After all, 400 cubic meters is already an interesting cubic capacity, and for the new product at the time it arrived in showrooms, dealers were asking only about 250 thousand rubles , also offering a full guarantee for a period of two years . Considering that some small-capacity models of 250-300 cc are not much cheaper, it is not surprising that the Bajaj Dominar 400 immediately attracted attention. In addition, Bajaj motorcycles deservedly enjoy a good reputation due to the combination of a loyal pricing policy and the reliability of the bikes themselves.

It’s immediately obvious that a lot of work has been done on this new product. The stylish appearance , predatory and aggressive , immediately makes it clear that the Dominar 400’s element is city streets . This naked bike looks no worse than its European and Japanese competitors, and in terms of technical characteristics it is not too inferior to them, and at the same time costs half as much. Did a miracle really happen and we got a normal Asian motorcycle without wires hanging in snot, peeling plastic covers with cheap chrome and tasteless stickers with loud names on them? It seems that yes.

Technical specifications of Bajaj Dominar 400

To be honest, even some ancient Honda CB 400 can easily drive away from the Dominar, but it would be incorrect to compare the old “Japanese” with the economical, modern “Indian” in all respects. The designers took a steel frame, placed in it a 1-cylinder, 4-valve liquid-cooled engine with 3 spark plugs (structurally similar to the engines of junior KTM models), producing 35 hp. and 35 Nm of torque , added a gearbox-6 and called it all the Bajaj Dominar 400 motorcycle. And we immediately note that the Dominar engine is very good. Balanced and reliable, it rides confidently from almost the very bottom to the top, but is best revealed at medium speeds, demonstrating very cheerful dynamics. The gearbox shifts easily, without jamming or searching for neutral. With a top speed of around 160 km/h, the Bajaj Dominar 400 accelerates from 0 to 100 km/h in about 8 seconds .

The light optics are completely LED, and this is a rare case in the segment of inexpensive motorcycles when it is enough and there is no urgent need for tuning. The brakes generally deserve exceptional praise - a 320 mm disc is installed at the front, a 230 mm disc at the rear, and all this comes with a two-channel ABS system as standard. The ergonomics are well thought out - when you sit on the Bajaj Dominar 400, you immediately feel as if you have been riding it all your life. The steering wheel of the motorcycle is very easy to control, but still in static conditions it seems quite heavy ( 182 kg ), not least because of the relatively high center of gravity. But while on the move, the Dominar is really very easy to control, accelerating vigorously, obediently changing lanes and effectively slowing down. The gas tank holds 11 liters of fuel, and consumption in the combined cycle does not exceed 4-4.5 liters per 100 km .
Bajaj dealers recommend using gasoline with an octane rating of at least AI-95. Oh yes, also pendants! They got the Bajaj Dominar 400 simple, but moderately soft.

Motorcycle Bajaj Dominar 400 UG

Description

Currently, the 2021 Bajaj Dominar 400 is the most powerful motorcycle in the entire Bajaj lineup. It is a classic nike for comfortable movement around the city. Excellent quality, beautiful design, low fuel consumption, inexpensive to maintain - these are just some of the advantages of Dominar! The main differences from the 2021 model are an inverted fork, a cylinder head with two camshafts, increased power up to 40 l/s, an exhaust system with a richer bass sound inherent in higher-capacity motorcycles, two liquid crystal displays, updated rear-view mirrors, a rear shock absorber from the KTM Duke 390 and many other changes! You can buy the Bajaj Dominar 400 2021 model year in Moscow in black and green colors.

* Exaust TEC (Torque Expansion Chamber) system to expand the torque range at medium and high speeds (rpm)

Instructions for Bajaj Dominar UG

Pros and cons of Bajaj Dominar 400

Advantages

• dashboard at any time of the day . There are two of them - one in the usual place, and the other on the gas tank. Unusual, but very convenient.
• Effective standard light optics .
• Confident acceleration dynamics and good brakes with ABS , a floating 2-piston caliper on the front wheel and reinforced brake hoses.
• Ergonomics thought out to the smallest detail . Unlike the old Japanese 400s from the 20th century, the Bajaj Dominar 400 was clearly created with a European audience in mind.
• Many spare parts are suitable for the extremely popular Bajaj Pulsar 200, and therefore they are almost always in stock and are inexpensive.

Flaws

• Excess weight for not the most powerful “400”.
• The standard springs are too . Riders weighing 100+ kg will probably want to replace them with stiffer ones.
• Low quality standard tires . But for an additional fee, dealers usually offer to install better tires right in the cabin.

After owning a small-capacity Bajaj Boxer 150 (Street-enduro Custom) and a Geon 150 pit bike, I wanted to retain this small-capacity urban versatility, but with a little more power.
Since I was pleasantly surprised by the quality of Bajaj motorcycles (unlike the Chinese), I could not refuse a friend’s unexpected offer to buy his Bajaj Dominar 400, 2021 model year with a mileage of 12 thousand km. Based on past experience in owning motorcycles, the usage profile consists of: 60% - traveling around a big city with traffic jams;
20% - evening/night rides; 10% - trips outside the city on short trips up to 200 km one way; 10% - trips to nature, forest, beach, etc. Thus, a scrambler (for example, a Ducati, which I wrote about in a comparative review) would be ideal, but it is very expensive, or a tourenduro, but they are quite large and are not very agile in the city (and I don’t like large motorcycles). From a limited budget, I simply couldn’t find anything better for the price of Dominar. So - single-barrel, 379cc, 35 hp. and 35N.m. Fit and ergonomics I have ridden many different motorcycles, but I consider the riding position on the Dominar to be one of the best.
Let me clarify - I have average height and average weight (173/75). You sit like a glove - your knees rest harmoniously in the footwells on the tank, the body tilts slightly forward, but does not allow the load of your hands on the steering wheel. Just perfect! The footpegs are right under you, which is why when you put your foot out at a stop, at first you are constantly clinging to your calves and, if you are not wearing long motorcycle boots, then constant bruises are guaranteed. But they are very comfortable to stand up on bumps and speed bumps. The seat is comfortable, although the slightly sharp edges after two hours suppress the normal circulation of blood in the legs. This can be solved by installing a 3D mesh, which smooths out the harsh shape of the seat and adds incredible comfort in the hot season. By the way, there is a lot of free space under the seat, you can put a lock, a multitool, and a net and there will still be some left. The remote controls have backlit buttons, which is really convenient at night, but the instrument panel, although readable, fades in direct sunlight and nothing is visible. There is one problem - the windshield mount. The factory windshield is low (considered missing), but if you install any more or less effective windshield, it is attached to the headlight, and the headlight is attached with a couple of bolts through plastic to the frame. That is why this windshield constantly vibrates and shakes on potholes and from the wind flow at speed. Many collective farms use duplicate mounts from the glass to the steering wheel - this is the only way to be sure of the integrity of the structure. But in this case, the appearance suffers greatly. Engine. This engine is essentially the same as the KTM 390 Duke (they are made at the same factory) with the exception of some parts (like engine covers, camshafts and whatnot). Very disruptive engine, especially in first gear. At speeds above 80 km/h. the dynamics are deflated, and after 130 km.h. the speed even increases over a couple of km/h. per second. I had the opportunity to compare the KTM 390 Duke 2021 more than once. On paper, the power and torque characteristics of both engines are very similar. In life they are also similar, but the cutoff (not a blinker, just the cutoff) of the Dominar is at 8.3 thousand revolutions (the tachometer is lined up to 13 thousand revolutions), and its richer relative 390 Duke has a cutoff in the region of 11-12 thousand revolutions. Hence the additional horses in KTM and a more fun engine. The feeling is that marketers simply limited the speed in Dominar’s brains for good sales of KTM. Also, the shorter wheelbase of the KTM makes it possible to lift the wheel off the gas; the Dominar does not do this. And I didn’t feel any special advantages of the Duke 390. A little more fun, 25 percent, however, as is the difference in price.

The maximum speed on the Dominar is about 157 km/h (according to the speedometer or 151 km/h according to GPS), for the KTM + 10 km/h. Comfortable long-term speed for Dominar is 120-130 km/h. Anything higher is possible, but not for long, as the engine ruptures. In the city I turn it up to maximum speed for short periods of time several times a day. Measurements of acceleration dynamics showed 8.2-8.5 seconds to 100 km/h. But this is on a larger wheel profile (profile 70 instead of 60) and with a 42-tooth sprocket (to the detriment of dynamics, but in favor of speed). The engine's appetite is very pleasing. With pensioner driving it was 3.5 liters per hundred square meters, with aggressive driving - 4.3 liters. An interesting fact is that the higher your average speed, the higher your consumption. For example, in the city, in a standing traffic jam, you have to make your way at 40-50 km/h. It will be more economical than driving at a steady 120 km/h along the highway. So I even fell in love with traffic jams. The gears are short and, in fact, the start from each traffic light looks like a quick 1-2-3-4-5-6. Because of this, the character is quite twitchy.

In motion A rigid frame + rigid suspension provide excellent handling by class standards. The motorcycle rolls into slow turns very willingly, and maneuvers between cars stuck in traffic jams so confidently that you begin to feel just like in a computer game - everything is so fantastically easy. With the power of thought and a slight movement of the hand, in a split second the motorcycle jumps into any free space within ten meters thanks to traction from the bottom. The only remark is that the steering angle is not very large, so this motorcycle does not show phenomenal results in gymkhana training and has not earned popularity among gymkhana athletes. On the other hand, all positive qualities end where the poor road surface begins. The suspension travel is stated as 135/110 mm (front/rear), but taking into account the budget of the entire motorcycle and the suspensions in particular, it is realistic that this suspension can feel like 80-90 mm of travel. The toughest bike I've ever ridden. Moreover, potholes on the road just feel like brutal blows to your arms and back. After the first hour-long ride, the girl said that she would no longer sit as a passenger because of the shaking. My back also said several times that it was uncomfortable. A couple of times I even felt the blow go to my kidneys... But the suspension has no adjustments. And the one that adjusts the shock absorber preload doesn’t really change anything. After a trip to the Carpathians, where we came to a mountain pass with large stones, which we drove for 2 hours, I was finally convinced that we would soon change the motorcycle precisely because of the suspension.

There were ideas to change the rear shock absorber - order a tuning shock absorber from India ($250 + delivery), but I am not sure that it will be better than the stock one. And there are no other alternatives at all. The lack of a normal suspension and strange weight distribution with an emphasis on the front wheel does not make it an enduro, and even off-road tires do not help. I have ridden it on dirt tracks more than once, driven along them for 5-10 km and I know its capabilities. But it’s worth saying that in its native elements, on good asphalt, the ride is very predictable and you can lay it down almost to the footrests. There are no complaints about the brakes. ABS works correctly, but I won’t say that they are powerful and enough, however, there were several cases where it was necessary to brake urgently and everything was fine. There is no exhaust sound - when driving you can hear the engine running, but not the exhaust. I had to remove the muffler can and resonator and install a straight-through pipe left over from the previous motorcycle. The original exhaust system weighed 9.5 kg. New jar - 500 grams.

The sound became very bassy, ​​loud at the bottom, but evenly rumbling when moving and not so prominent. After 90 km.h. The sound of the wind is louder than the sound of the exhaust. By the way, I noticed that due to the small cubic capacity, the sound of the exhaust is only audible 50-100 meters from the motorcycle, then it is practically inaudible. Even when you drive around the corner of the house, the sound practically disappears and does not bother the residents of the yard. It is not comparable to the direct flow of four-cylinder Japanese 600-k, which can be heard in direct flow from a couple of kilometers and many blocks away.

What I love about this bike is its light. The headlight contains 2 blocks of factory LED diodes - they shine simply fiercely - during the day the DRL mode essentially hits the high beams and you are very well seen in the mirrors, and at night this light shines better than some cars. I have never seen a single motorcycle with such a standard light. Add. Light is not needed there a priori. When turning the steering wheel at night, a clearly defined beam of light in the shape of an inverted trapezoid is visible. The rest of the lamps are also LED, which looks very modern.

As for me, in a traffic jam a motorcycle with such an exhaust and powerful light is twice as noticeable as a regular motorcycle.

Reliability and service. All the problems with the first owner, according to him and the history from the dealer, appeared in the first couple of months of driving and were fixed under warranty - an ABS error and a problem with the fork. I once stalled on the road, as it turned out the terminal on the battery had oxidized. The rest of the time, the motorcycle did not require unscheduled service at all. The steering column bearings require replacement and the fork seals are already suitable, but this is typical for any motorcycle with a mileage of 20+ thousand km.

Prices for spare parts are quite cheap - 2 times more expensive than for small Boxer 150, but 2-3 times cheaper than for 600-700 cc motorcycles. In general, in my head the word Bajaj is synonymous with the words “reliability, unpretentiousness, simplicity.” The entire service history of each official motorcycle by VIN code can be viewed on the representative website.

Additional accessories. The bike was well equipped by the previous owner and most of the tuning has really improved the usability of the bike. was installed for the basic configuration : — GP Composite windshield (+100 to comfort from the wind, but subject to the presence of an additional spoiler, otherwise the flow goes into the neck and howls into the helmet) — Engine cage (and protection, and there is somewhere to screw an anti-theft cable/ a chain, well, you can also put your feet on it in a long-distance journey) - Frames for panniers (even though it’s a city bike, but in the city this is also sometimes necessary) - Toothy Mitas E-08 tires (standard plastic tires need to be thrown away right after leaving the salon) — Mirror extenders (a must-have to see not your shoulders, but the road situation) — GSM alarm (if necessary, if you don’t drive, it drains the battery in 4-5 days) — USB charging on the steering wheel (useless thing, since power bank can do it just as well) - Folding triggers (not convenient, I don’t recommend it, I returned the original ones, which I was glad about) - 42 tooth star instead of 45 teeth (not for everyone - I didn’t like the excessive lethargy, I don’t see any advantages).

It was installed additionally by me. — Heated grips (a must-have for traveling and for spring-autumn) — Hand protection (saving on broken triggers + wind protection in cold weather) — Step extension (without it, the side stand falls into the ground, and given the high profile of the wheel, the angle of inclination of the motorcycle on the step) quite serious) - Forward flow (if the soul requires sound, then it is necessary)

Conclusion I consider the motorcycle to be very good for the money.
With it you get new equipment, with a modern appearance, diode optics and all-round lighting, with good dynamics in urban conditions, an economical and comfortable-fitting motorcycle. On the other hand, the stiff suspension and no exhaust sound make it a good city dweller. Good for the city, further 100 km. It's not worth driving from the city. It was a pity to part with the already former Dominar. All that remains are a couple of photographs from the time he owned it:

Reviews from Bajaj Dominar 400 owners

The motorcycle is superb in general, not a city lighter, of course, the dynamics are not the same, but for such a price everything is just great. Yes, the frame is an ordinary piece of iron, essentially no different from the frame of the 200 cc Pulsar, but the attention to detail is captivating. All the gaps are even, the plastic is of high quality, and so is the painting. No crooked seams, fingernail polish or other Chinese stuff, the motorcycle is really solid, Dominar only makes me happy. Since the purchase, I’ve only traveled a couple of thousand kilometers, so it’s too early to talk about reliability, but in terms of performance, I’m generally happy with everything, and I’m sure I won’t get tired of it any time soon. Alexey, Moscow, Bajaj Dominar 400 '2018.

A normal Indian motorcycle, head and shoulders better than the vast majority of Chinese. The engine has roots from the Austrian KTM, even some parts fit, but the bike itself is heavier, and the engine is still derated. The only upsetting thing is the rev cut-off; it feels like it can drive even more vigorously, although it’s already tearing up from a stop, and accelerates without failures from the bottom to the top. Dmitry, Lukhovitsy, Bajaj Dominar 400 '2018.

Everything seems to be with it, the engine is reliable, the gearbox is smooth, but still typical Asian mistakes are visible. The brake hose at the front sticks out to the side, it’s ugly and you can get caught on something, it’s the same story with the wires, the ABS sensor also sticks out. The ABS error periodically appears on the dashboard, after turning the ignition off and on, it disappears, the dealers just shrug their shoulders - they checked everything, everything is in order. In general, there is something to improve, but the mot is normal; as a first-season player, it generally suited me almost perfectly. Georgy, Novosibirsk, Bajaj Dominar 400 '2018.

Shiva the destroyer: test drive Bajaj Dominar 400

To say that his appearance was expected would be an understatement. Just imagine, almost a “scabies”, almost a KTM, almost a mid-sized motorcycle for 250 thousand rubles. We were not often spoiled with such sweet offers even before the crisis, let alone the current “post-apocalypse.” We, among the first domestic publications, experienced the main premiere of this season and tried to understand whether the new Bajaj Dominar 400 is so good.

But before we delve into the topic, we suggest you see the new Indian motorcycle in action!

Video review of Bajaj Dominar from Dmitry Fedotov and the Omoimot portal:

Our YouTube channel is youtube.com/c/omoimot. Subscribe!

A quarter of a million is a tasty price, especially compared to 200 cc machines that sell for 190-200 thousand rubles, no doubt. But try to go and buy it - I’m sure you’ll have to try harder this year, demand is many times greater than supply. The motorcycles are not being shipped in time, but so far, we must give credit to the importer East West Motors, the price tag remains at the declared level and does not skyrocket following demand.

A new motorcycle with a pleasant appearance, an injector and ABS for 250,000 rubles is now a reality!

Why are so many adults and educated people in such a hurry to part with their money, buying, if not a pig in a poke (the Pulsar family has already proven itself excellent), then at least a dark horse that has just entered the production line? Even expensive brands have childhood diseases, let alone the mass market! Everyone understands this, but no one is afraid of problems. Or are they afraid?

We received a Dominar in the “Moon Light” color scheme for testing.

I found the answer to this question during my first acquaintance with the motorcycle. With its appearance alone, the Dominar captivates even a person who has ridden hundreds of very different motorcycles. Asian manufacturers have accustomed us to hell - disgusting yellow nuts, inappropriate trims with shiny Chinese chrome, obscene stickers and crooked assembly. Attempts to squeeze out a design at best ended in a more or less decent copy of a discontinued “Japanese”, and at worst...

The appearance of the motorcycle is modern and bright, no Asian collective farm

Um, where is all this? No collective farm, no cheap stuff, the motorcycle looks great! Yes, there are Asian notes, but they are associated with a big-eyed Japanese girl, and not a Chinese prostitute - the lines are precise, the silhouette is laconic, in general, “Dominar” looks excellent. And even though the Indians have gone overboard with the color palette, offering customers only “noble” white, blue and cherry metallics, instead of variegated red and yellow colors, as long as this is a top-end device in the model range, the severity is forgivable. Look, in a couple of years more beautiful colors will appear.

It’s not cramped behind the wheel even if you’re tall, the Dominar’s ergonomics are quite European. The device doesn’t disappoint in the little things either: the plastic is pleasant to the touch, the gaps are even, the casting quality is quite European - everything is done carefully and tastefully. And once you sit in the saddle, you completely forget about India, China and the rest of Asia - the wide and high handlebars, the spacious saddle, nothing presses anywhere even with a height of two meters. Unlike the same KTM Duke 390, the pilot is located further from the front wheel, you have to lean slightly towards the steering wheel, which for me personally is a plus, just like the moderately high saddle - the legs stand on the ground slightly bent at the knee, and there are no footpegs too high.

The Dominara is comfortable in the saddle, and, unlike its Austrian brother, there is no smell of sports here - leave your racing ambitions

Comfortable! There is no comparison with Japanese 400 and even 600 cc motorcycles aged 20 years; the Dominar was definitely created for Europeans. And even if there are no sporty notes in the fit, they are of no use here; comfort is at the forefront. The remote controls, well known from the Bajaj Pulsar and KTM Duke, are pleasant and familiar, the blue backlighting of the buttons is still pleasing to the eye in the twilight and annoying with its excessive brightness at night, nothing has changed here.

The remote controls are unified with other alliance motorcycles and are found not only on other Bajaj models, but also on small KTMs

But the dashboard, or rather two, is a new and certainly interesting solution. The first, traditionally located above the upper crossbeam, is a monochrome display with a tachometer strip, speedometer, trip meter, clock, fuel level indicator and blinker, the second, written on the tank, consists of a block of warning lamps. ABS, “chekenjin”, “high beam” and, of course, where would we be without this, the blue Bajaj logo.

The main dashboard is readable and informative and pleasing to the eye

Not that I have anything against the logo in the form of a chewed letter “B”, there are worse logos, but the constant bright blue lamp is downright annoying, especially at night. If I had such a motorcycle, the first thing I would do is rip out the light bulb by the roots, it’s a collective farm! However, this is the only drawback; the rest is complete harmony: informative, readable, functional. And I like the mass of luminous elements, it looks great.

A block with warning lamps is an excellent solution - a motorcycle with them looks more interesting, and the readability is in perfect order

Optics also contribute to the bright appearance: there are LEDs not only in the rear light, turn signals and running lights, but also in the low and high beam headlights. The headlight looks stunning and, what is important, much more expensive than what they ask for a motorcycle. For those who choose a motorcycle with their eyes, you can stop reading at this paragraph and run to touch the motorcycle in the showroom. For those who choose a device based on other criteria, it will be more difficult to answer “yes” unambiguously.

LED optics, which also includes a head light, is an excellent solution that is not yet often seen on affordable devices

The Dominar's chassis is less impressive. It looks, like everything else, very good: a beautiful diagonal frame, a stylish pendulum, thick feathers, but take a closer look, and... No miracles. The frame, unified with the Bajaj Pulsar, is welded from stamped steel elements, and the swingarm is also steel, but what did you want?

The frame and pendulum of the motorcycle are made of steel, as evidenced by tightly “glued” magnets located nearby

The fork has no adjustments in principle and, despite sufficient torsional rigidity, has too soft springs that can be pressed all the way with your hands. Of course, my 120 kilograms are not exactly what the engineers were counting on, but two people on horseback will easily outweigh this figure, so I’ll have to put up with breakdowns, look for alternative springs or supplement existing ones.

By the way, on old Japanese cars the same problem was solved by placing valve springs of suitable size from some Lada cars under the standard springs. The method is effective, but I don’t think the manufacturer approves of it, so I didn’t tell you this and I didn’t advise you to repeat it at home.

Telescopic fork without design revelations - everything is simple and reliable, but rigidity is catastrophically lacking

The rear shock absorber is nicer, although progression arms never appeared in the suspension design, but a remote reservoir is installed and the spring preload can be adjusted. Soft, comfortable, no complaints. The same apparatus is on the move - predictable, delicate and, what is important, despite the steel frame and pendulum, it does not feel heavy.

The monoshock absorber is not bad, although of all the adjustments there is only spring preload

But the standard tires are disgusting - there is no grip on wet asphalt even in warm weather, let alone in autumn and spring, so it is mandatory to change them if you want to drive any fast. With what we have, it’s a little scary, although it’s possible. The chassis geometry is not sharp, the steering response is not nervous, but, unlike the Duke 390, the Dominar 400 does not pretend to be a driver's lighter.

Bad tires on a good motorcycle are better than good tires on wood. Definitely change it, or drive very carefully

In short, without revelations, simple and comfortable - and just what the doctor ordered for those who need to ride, and not pile on. The same goes for the brakes – there are enough of them, but nothing more. There is one brake disc and a “floating” 2-piston caliper at the front; you shouldn’t expect miracles from it. The reinforced brake hose brightens up the picture a little, but a simple brake machine still does not provide proper feedback.

The front brake is sufficient, although feedback is lacking; standard two-channel ABS saves the situation

Is it needed here? The standard two-channel ABS allows you to hammer on it in the same way as on oak tires - press the lever harder, and if something happens, the anti-lock will protect you. It’s the same with the rear mechanism - in general, the braking dynamics are quite decent, although not outstanding, it will be enough for about eighty percent of potential buyers. But the excessively long front brake hose and ABS sensor wire protruding to the right are not only not aesthetically pleasing, but also not very safe.

Excessive length of the brake hose is a problem; the line sticks out a lot, especially with a compressed suspension

Indian generosity cannot but please, but the risk of them getting caught on protruding snags or fittings seems quite real. I’m sure the Indians themselves understand this, so soon the problem will be solved in the same way as the ABS error that pops up. Everything is fine and bam - an icon flashed on the dashboard, and the anti-locking system removed itself. Turned it off, started it, everything worked.

Probably, the system painfully tolerates the difference in wheel rotation, which occurs, for example, when the rear wheel slips, or maybe this is generally a glitch of just one test device - unfortunately, we have nothing to compare with. If you have such a motorcycle, write in the comments, I’m incredibly interested in whether the bug is an isolated one or a systemic one. In any case, it’s worth looking at the control lamp, that’s why it’s there.

The rear brake is simple, but it is enough for the motorcycle; more is not needed

The engine, which was worked on not only by engineers, but also by marketers, also corresponds to the general concept of the motorcycle. We’ll tell you about the latter a little later, but for now – the sensations. There are more vibrations compared to the Pulsar 200, and they are felt both on the footpegs and saddle, and on the handlebars, mounted in the yoke through silent blocks. However, even in the cutoff they do not turn into a nasty itch and are still not great for a single-cylinder engine.

But the point is not in good balancing, but in too early a cutoff - while the tachometer is marked right up to 13 thousand revolutions, the injector cuts the revolutions already at 8.5 thousand, and the blinker is blinking already at six. But in the lower rev range there is more than enough torque, and long gears, compared to the same Duke, allow you to shift less frequently, while maintaining excellent acceleration dynamics.

The cut-off, which operates at 8.5 thousand rpm, does not add a sporty character to the engine.

The engine installed on the Dominar 400 is new and not new at the same time. Don’t be fooled by the 373.3 cubic centimeters of volume and three spark plugs per cylinder – it is based on a crankcase that is common to all “small” Duke 125/200/250/390 and the Bajaj Pulsar family. It is well known, has proven itself well over the years on various motorcycles, and its latest interpretation on the Dominar 400 is structurally close to its brothers.

The Bajaj engine is highly unified with the KTM, but has its own cylinder head with three spark plugs

Another thing was interesting: with a similar volume and design to the KTM Duke 390, as well as Indian know-how in the form of Gorynych’s three-headed snake ignition system, the difference in the declared power is as much as nine horsepower, 44 for KTM, versus 35 for Bajaj.

The engine covers clearly reveal the relationship with the KTM Duke

In search of an answer, we went to the dynamometer at AES-moto, where we measured the power of the KTM Duke 390 engines of the current model year and the Bajaj Dominar 400, at the same time comparing them with the data of the main competitor - the BMW G310R. The results are clearly visible on the graph, and we will try to analyze them.

Comparison results between BMW G310R, KTM Duke 390 and Bajaj Dominar 400

With BMW, everything is clear - a completely different engine, a different cubic capacity, and full compliance with the 38 horsepower stated on paper in real terms, while questions arise for Bajaj and KTM. Firstly, instead of the declared 44 horsepower, KTM produced as much as 50.5 hp, while Bajaj showed compliance with the “on paper” 35 hp. a real 35.1 hp, which only increased the gap between seemingly similar engines.

Secondly, and this is commendable, from idle to 6000 rpm, the Bajaj Dominar 400 engine outperforms the Duke 390, and up to 7700 rpm. both in horsepower and torque, but then things start to get weird. Where competitors' engines are just beginning to breathe, Bajaj is suffocating, and at 8700 rpm they hit the cutoff. But until this moment, Bajaj's power curves go side by side with KTM, betraying their relationship with it.

Bajaj produces even 0.1 hp. more than stated and has good output in the lower and middle speed range

Why? Only Indian engineers can answer this question, but I dare to suggest that they were only solving a problem posed by marketers. How to explain to the buyer why the Bajaj Dominar 400, assembled at the same plant as the KTM Duke 390, having a similar engine, costs less?

It’s clear that the brakes, suspension and the philosophy of the chassis as a whole are strikingly different, but I assure you that not a single Duke 390 owner will return to the KTM showroom if he is overtaken by Bajaj on the highway. Never. It is from this, it seems to me, that, first of all, the roots of the “own” cylinder head, cylinder and other differences grow, putting an end to “simple” engine tuning with a banal change of firmware.

Bajaj Dominar 400 is a new player in the mid-sized motorcycle market

However, there is nothing to be upset about - like any derated engine, the Indian “single-barrel” will certainly have a longer service life and overall reliability, but whether this is true or not, only time will tell.

Alas, already at 140 the speedometer readings practically stop growing; closer to the middle and top, the engine fades and the daring acceleration gives way to a confident cruising speed. There is no wind protection, the bikini fairing was designed for the city, and the legs are open to all winds, although I would like to stick some kind of overlay on the standard arches. I believe that soon we will see some kind of tourist version of “Dominar”, where the theme of wind protection will be developed, but while we are talking about the city apparatus, we will have to warm ourselves up before long trips.

I would like to hope that the appearance of factory modifications on the “four hundred” chassis is only a matter of time

In general, the motorcycle is pleasant and good-quality, regardless of the price tag. Ideal for starters, especially if you don't have sporting ambitions. And even if you have to spend money on replacing tires and adjusting the front suspension, the result will be worth it. Almost KTM? Rather, on the contrary, Bajaj Dominar with all its habits is trying to be the antipode of KTM and it succeeds.

Bajaj Dominar is a calm and solid city vehicle that does not try to jump over its head

And, of course, the main question: can it be considered as an alternative to old Japanese motorcycles? It is still difficult for me to answer this unequivocally, however, in the case of the Indian, the scales tip somewhat towards the latter. Judge for yourself - on the one hand, it’s hard to imagine a modern motorcycle without such things as injection, ABS, a good digital instrument panel and LED light.

The refinement of the habits is far from the Duke 390, but for a motorcycle without sporting ambitions the chassis rigidity is quite enough

On the other hand, the engine power, dynamics and maximum speed will be inferior to almost any device of a similar cubic capacity from the 90s, you will have to put up with this. But the brakes and chassis are quite equivalent to them, the habits are similar, and in some places the Dominar is even nicer. Resource? Without a doubt, more of it was put into the “rice grinders” of the 90s and 00s, but how much of it remains after two decades and a platoon of former owners?

I’m sure everyone will have their own opinion, but even the most seasoned retrograde will not be able to miss the Indian novelty. A very good motorcycle. Video review of the Bajaj Dominar 400 2021 motorcycle:

Bajaj Dominar 400 Photos:

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Similar models

• BMW G310R. The characteristics of a Bavarian-made bike are very similar to the Dominar. It is distinguished by greater technology and a noticeably higher price.
• Stels Benelli 300 . A fairly inexpensive “Chinese” with a stylish Italian look, already time-tested.
• Yamaha MT-03 . In all respects, a wonderful guest from Japan, technologically advanced, modern and bright.

Total

Soon after the Bajaj Dominar 400 went on sale, the demand has significantly outstripped the supply, and this shows one thing - the motorcycle has found its niche, and it is already being loved by the audience. How many 400cc bikes do you know at this price? If we talk about new models, under warranty, and not about the ancient “Japanese” 20 years ago and of dubious condition. That is why Dominar now actually has no competitors, because Chinese companies do not pay significant attention to this cubic capacity, and in terms of price, the Bajaj Dominar 400 outperforms the Europeans and Japanese. And there is a serious opinion that it is worth the money that is being asked for it.

Video Review

Specifications