2024-on Royal Enfield Himalayan 450 Review | An unintimidating real world adventure and travel bike

Like its predecessor the new Himalayan is built to last. Having been developed in the Himalayas where riding conditions are harsh, its been designed to handle crashes and deal with incredibly rough and unpredictable road and off-road terrain. A large proportion of the components are steel which is a major factor in its heavy weight, but this comes with the advantage of it being tough and easily bent back into shape in the event of a crash. It also comes well protected as standard with additional crash protection available.

Given that it now has a fully water cooled engine with ride-by-wire electronics only time will tell if it will be as reliable as the original air cooled model.

At the time of its release, the Himalayan 450 had little competition in the small adventure bike space. Its main competitor was the Honda CRF 300 Rally and L, along with the likes of  KTM 390 Adventure, Suzuki V-Strom 250, BMW G310GS and Kawasaki Versys 300. However, all these examples were more expensive when first released. Currently, there has been an influx in small adventure bikes, with the likes of Chinese competitors CFMoto releasing the 450 MT.

For 2024 MCN ran a Royal Enfield Himalayan 450 as part of our long term test fleet. It gave us ample opportunity to understand the bike, the cost of running it, and what adventures you can get up to with it.

RUNNING A HIMALAYAN 450 – OUR LONG TERM TEST

By Joseph Wright, MCN Videographer

Part 1: First impressions

• Related: Get the look! Check out MCN's list of best adventure jackets

The original air-cooled Himalayan exceeded all expectations with its laid-back demeanour and charm. The new 450 promises to retain those positives while delivering a less compromised performance. Yet for all its skeletal functionality, it still weighs in at nearly 200kg.

I’m a huge admirer of the sturdy appearance of the new 450, although it would have been good if they’d used some lighter materials to cut that 197kg kerb weight. Sure it’s a 2kg improvement over the previous 411, despite the addition of water-cooling, with all the performance enhancements that brings, but it means manoeuvring the bike at a standstill lacks the ease I’d hoped for, accentuated by the 820mm seat height, which leaves me (at 5ft 8in) on tiptoes when paddling around.

As I worked up a sweat manoeuvring the bike out of the garage for my first ride, I couldn’t help but wonder if disappointment was looming around the first corner. Transitioning from sportsbikes (I own a Kawasaki ZXR400), I feared that sacrificing razor-sharp handling for the comfort and convenience of an adventure bike wouldn’t be a happy trade.

Fortunately, the grin plastered on my face during that initial ride told a very different story. I was amazed by how, at speed, the Himmy hugs every curve with precision. The substantial weight had seemingly disappeared, and handling is far better than I could’ve imagined. The improved Showa suspension ensures consistent support and comfort throughout the ride, too.

Even the massive 21in front wheel delivers swift and nimble steering, despite being hindered by the suboptimal choice of standard tyres. And that bigger (still A2 compliant) ‘Sherpa’ 452 engine delivers ample drive from low revs, powering you forward no matter where the tacho needle is sitting.

So far, the Himmy is outperforming against expectation. It’s got all the obvious traits of an adventure bike: providing a cosy haven for covering big distances with a relaxed riding posture, impressive TFT map display and economical engine. Yet I hadn’t anticipated just how enjoyable those miles would be. So far, so good for my baby elephant.

Part 2: Off road testing

• Related: Check out MCN's guide to best cleaning products

Having covered almost 4000 miles up and down the country on the Royal Enfield Himalayan 450, I can confirm that it is actually a surprisingly good touring machine. It offers all-day comfort and sufficient power to cruise safely at motorway speeds.

However, to truly qualify as an adventure bike, I wanted to see if it could also handle some light off‑road action.

As an adrenaline junkie who typically gets his thrills from B‑road blasts and trackdays, I wondered if I could experience the same wide‑eyed euphoria from tackling trails on the Himalayan 450.

I’m a novice off-road rider and was nervous about taking the bike off the tarmac for the first time, but the Himalayan handled it with ease. The low power output is easy to control, and the standing riding position feels natural and comfortable. The suspension does a good job of effectively absorbing bumps, and that off‑road‑friendly 21-inch front wheel helps it to glide over rough terrain.

Then, just as I was beginning to build my confidence, I encountered a more challenging muddy and heavily rutted section – and I quickly found the limits of both myself and the bike. The standard Ceat Gripp dual-sport tyres clogged up instantly, my feet started to slip off the rubber pegs, and I was really struggling to control the bike effectively, forcing me to turn back.

Despite this initial setback, my debut off-road experience had already got me hooked on trail riding, and I wanted to develop both myself and the bike further.

My first change was swapping the OE tyres for something more purposeful, in the form of Michelin Anakee Wilds, which promised better grip in muddy sections. Then I removed the rubber dampers from the pegs, leaving just the grippy bear-claw metal base. Yes, it will mean more vibes on-road, but it’s worth it for the increased control when the going gets dirty.

At 5ft 8in, I’ve found it tricky to flat-foot on the Himalayan at a standstill with its 825mm seat height. So, to give me more confidence on and off-road, I’ve removed the riser blocks from under the seat, lowering it by 20mm. The result is a better connection to the ground when feet-down, and I feel more comfortable off-road without affecting ground clearance.

Wanting to challenge myself further, I entered the Himalayan Marches navigation rally starting near Shrewsbury, which involved plenty of off-road terrain.

The rally began with an on-road section, on which it took me a little time to adapt to the new feel of the Anakee Wilds. The blocky tread pattern obviously hinders the bike’s road handling, but once I’d acclimatised to the change in feel and adapted to the knobbly tyres’ handling characteristics, I started to appreciate their merits.

And as soon as I headed off‑road, I instantly felt more grip everywhere, even on more technical trails. The lowered seat height allowed me to plant my feet firmly on terra firma (or ‘softa’) when needed, and I felt much more connected to the bike with the exposed metal pegs.

The Himalayan performed effortlessly all day, which helped deliver a real boost in my off‑road riding confidence. Despite the fatigue from a long day in the saddle, I only had one minor fall, which came after a water crossing.

But the Himalayan’s crash protection absorbed the topple without so much as a scratch. The only thing I wished I had installed was handguards, as the exposed lever did get bent. However, aside from this lapse in talent, the entire day was filled with excitement and fun – all facilitated by the Himmy’s versatile skill set.

So, with a few quick modifications, the Himalayan can be transformed from effortless mile-muncher to a capable off-road machine, even for a novice. Its solid foundations make it a great tool for developing your off-road riding skills and embarking on true adventures.

Part 3: Too clever for purists

• Related: Update your helmet! Check out MCN's best adventure motorcycle helmets

I recently rode the new Himalayan 450 to an owners club rally to get to the very heart of the Himmy adventure bike’s most diehard fans. I joined the rally to gauge opinions from Himalayan 411 owners on the new liquid-cooled model and to compare the two bikes back-to-back to see whether Royal Enfield have made the right changes.

At the rally, which took place near Shrewsbury, I heard an intriguing story about why these seasoned motorcyclists opted for a budget air-cooled single in the first place. Around the campfire that night, they recounted how, when the 411 launched in 2016, they attended the ABR festival and discovered that all the test ride bikes were booked up, except for one – the ‘ugly duckling’ 411.

Open-minded and desperate to hit the trails, they took it for a spin. With each mile, the bike’s practicality became evident. It was manageable, cheap, and could handle anything. By the next week, they’d all got one.

The air-cooled original may have charm, but it is still a budget motorcycle with soft suspension, unthreatening power, and a hefty weight close to 200kg. These were all aspects that the owners were keenly aware of and wanted improved for the next model.

Royal Enfield listened and built a new version that was better in every conceivable way. When I arrived at the rally, I expected the owners to see the new bike and think ‘this is the answer’ and be tempted to trade in their 411s for the new 450. But I was wrong. People came and checked out the new machine all day, but it didn’t generate the enthusiasm I’d anticipated.

Surprised by the reaction, I spent the next day riding the new model back-to-back with the original – and I was amazed by how different the bikes are. The air-cooled version feels surprisingly agricultural by comparison, and is never in a hurry to get anywhere, but its low weight and forgiving suspension do inspire confidence.

The 450, on the other hand, feels far more serious with instant response and suspension that delivers far more composure and is vastly superior in my opinion.

Even though the new bike is a far more premium option, I’m not convinced it really appeals to the same market as the original. All the 411 owners I spoke to thought the new 450 was almost too good, too accomplished and serious.

Part 4: 3000 Mile European road trip

• Related: Check out MCN's list of best off road motorbikes

Embarking on my debut long-distance tour filled me with a mixture of excitement and nerves. As I left my hometown of Peterborough a Euro-virgin, and heading for Calais on the Royal Enfield Himalayan 450, my brain was whirring with all the worst-case scenarios that might happen on a 3000-mile adventure.

The plan was simple: there was no plan! I had booked 12 days off work, a Eurotunnel ticket to mainland Europe, and that was it.

As I worked my way south towards the Swiss Alps, a place I’d heard so many epic things about, anxiety gave way to pure excitement. The Himalayan worked through tank after tank of fuel with ease, and I soon found a sweet spot balancing wind buffeting, fuel economy, and the need to cover distance.

On the French autoroutes, with a speed limit of 130km/h (81mph), the Enfield comfortably cruised at 80, with plenty of revs to spare. The windscreen, paired with my LS2 Explorer adventure helmet, did its job well, and I managed to maintain over 50mpg at this speed – which meant 160 miles before the reserve light came on. And the Himalayan delivers a surprisingly comfortable ride for long stretches of motorway, and is a huge improvement over the air-cooled 411cc model.

However, on day two, shortly after crossing the Swiss border, my worst nightmare became a reality. The engine warning light lit up on the dash, and the bike entered limp mode, limiting my speed to a frustrating 40mph. I feared this might be the end of the trip, but after disconnecting the battery and reconnecting it again, the issue seemed to disappear.

For the next few days, all seemed well, so I pushed ahead into the heart of Europe, exploring the breathtaking roads of the Swiss and Italian Alps – where I quickly discovered the limitations of the Himalayan’s handling.

As the roads tightened and the elevation climbed, the technical hairpins proved a little too much for the bike. Even though the Trailmax Meridian adventure tyres delivered plenty of consistent grip, the Himalayan struggled to turn sharply, and gave a strong feeling of understeer in tight corners. To compensate, I adopted a more cautious riding style, using more rear brake to help pull the Himmy into the corners.

Then, just as I entered Italy, limp mode returned. A call to Royal Enfield resulted in the bike being inspected in Milan. After a full day of investigation, the problem was traced to a faulty throttle position sensor. A new throttle and sensor were installed, and the issue didn’t return. The root cause of the sensor failure is still under investigation. While the problem was regrettable, it was a positive test of Royal Enfield’s customer support.

With the bike fully operational again, and with renewed spirts, I set my sights on the Pyrenees for the second leg of the journey. The roads in the Pyrenees were much more sweeping and flowing, a perfect match for the Himalayan’s long, low, and stable geometry. The Himmy holds a line beautifully on this sort of road, making for some of the best riding I’ve experienced. The Pyrenees, without a doubt, were my highlight of the trip.

After a few days relishing these incredible roads, I began the journey home, hugging the French coast all the way back to Calais.

Looking back on the adventure, touring Europe lived up to its hype. Covering 3000 miles in just 12 days with no fixed itinerary delivered a once-in-a-lifetime experience. The Himalayan really revealed its strengths and weaknesses, too.

It excels on motorways and flowing B-roads but struggles on more technical, tight and twisty roads – especially when heavily loaded. While the overall performance was solid, the mechanical failure on such a new bike was disappointing, and coupled with some handling quirks, I was left craving a little more refinement. The upside was that it did deliver a real sense of adventure, even if it came with a few bumps along the way.

• Related: Get the look! Check out MCN's list of best adventure motorcycle boots

REASONS TO BUY A HIMALAYAN

They’re brilliant fun: The new for 2024 Himalayan 450 model is a brilliant little bike; light(ish), agile, punchy, and an absolute doddle to get the very best out of. Great in both town and country, and capable of light off-road action too.

Value for money: The 450 starts at £5750 brand new, so even straight from the showroom they represent excellent value. Used examples (still in warranty) are starting to appear on the market for £1000 less than that, so a secondhand Himalayan is even easier on the pocket. With average fuel consumption around 50mpg they’re affordable to run, too.

Solidly built: Royal Enfield’s build quality has taken a massive leap forward in recent years, and the 450 Himalayan is proof of that. The engine and chassis paint looks robust enough to stand up to off-road stone chips, while the overall componentry and finish is way better than that of the older 410 model.

Useful tech: The 450 Himalayan comes with enough tech to be useful – switchable ABS (the rear ABS can be deactivated for off-road use), two riding modes (Eco and Sport), smart phone connectivity and an inbuilt sat/nav system).

Entry level adventure: The 450 is the perfect entry level adventure bike; easy to manage, affordable, usable off-road, and the prefect stepping stone to bigger.

REASONS NOT TO BUY A HIMALAYAN

You’re a serious off-roader: If you’re big into exploring the wilder tracks and lanes on offer the 450 Himalayan probably isn’t for you. Its off-road ability is best served on gravel tracks and only lightly mudded routes (you’ll need to upgrade the tyres to something gnarlier if you really want to mud-plug).

You ride a lot with a pillion: The 450 can carry a passenger, but the seat perch isn’t great and the motor only makes 40bhp so the weight of two grown adults with labour the 452cc engine.

The stand out new tech on the bike is the 4” circular TFT dash along with its phone connectivity. It’s gives a clean display with plenty of information available from voltage, fuel range right through to a digital compass – all of which is controlled via a small five way, thumb operated joy stick on the left hand switch gear. There is a mode button on the right hand bar where you can chose between two engine maps – eco and performance as well as switch the ABS to off-road mode. A longer press on the button changes the dash display from a conventional layout with speed, gear and a traditional rev counter – all be it digital.

You can also connect your phone to the dash and by using the Royal Enfield App where you can select your destination it will plan your route using Google Maps, which is also displayed on the TFT dash. You can also connect and play and control music using the left hand joy stick. It’s an interesting addition and will suit many riders, but there are downsides. The first being that for the navigation to work your phone can not be locked which takes a heavy toll on battery life. There is a USB C charging point on the bike which you are forced to use if you want to use the navigation for more than a few hours without your phone battery going flat.

Currently the App does not support GPX files so you would currently be unable to us ethe dash to navigate an off road route like the Trans Euro Trail.

There are a range of accessories for the new bike including tubeless wheel, panniers, additional crash protection and taller screen.

While there are plenty of options available to up-spec the bikes, there are some glaring omissions such as cruise control which would be relatively simple given that the bike is now ride by wire. There is also no option for factory fitted heated grips which seems bizarre given that it has been developed in such a high altitude, cold climate.