Buying a used Royal Enfield Himalayan 411

The 411 was effectively the second major engine platform released by Royal Enfield after the international launch of the Continental GT 535 in 2014. This was a period when the marque was making a concerted effort to take a serious step onto the world export stage.

Not only were production facilities in India being expanded and modernised, the company also established a significant foothold in the UK, with the purchase of Harris Performance Products and the establishment of a UK design and testing center.

In the greater scheme of things, the 411 was really an interim step in its engineering progression. We saw the 650 twins launched in 2018 and then of course the more advanced Himalayan 450 in 2024.

Released in 2017, it boasted a completely new all-alloy air-cooled engine, initially fed by a CV carburettor. 

By far its biggest marketing advantage was the ultra-low price: $5990 (plus on-road costs) with a 24-month or 20,000km warranty. That was a compelling offer, which a lot of people were willing to take up – particularly after the bike started receiving positive reviews.

Roll on to 2022 and RE decided to launch a second-gen 411, now with fuel-injection and full-time ABS. The latter added to the bike’s claimed wet weight, lifting it 9kg from 182 to 191kg.

Both upgrades were worth doing, though there was no increase in power with the fuel injection. Its price was lifted a modest $500, which seemed like great bang for the buck.

The best way to understand the Himalayan 411 is to realise it was effectively an interim model – further developed than the Bullet and 535 Continental, but a generation behind the current 450 Sherpa platform.

One of the things you need to know going in with a 411 is its limitations. It’s ideally suited to being a commuter or backroads cruiser, but is less happy on extended highway trips or for serious off-road work.

On the highway, it’s simply down on power and could have used an extra 10 horses. Claimed max power is 24.5hp (18kW) at 6500rpm, while torque is 32Nm at 4250rpm. 

While it might manage 130km/h with a light rider and maybe a tailwind, it struggles to hold a steady 110km/h. About 90-110km/h is its happy place.

Away from the bitumen, it’s fine as a dirt road explorer – light, easy to handle, and reasonable if not great suspension. If you encounter the odd trail, its low seat height is a big advantage, as is the ability to simply plod along thanks in part to an engine that just keeps going and a 21-inch front wheel that rolls easily over uneven ground.

Fuel capacity is 15L and the Himalayan is very light on consumption. You should have no trouble getting 4.0L/100km, and perhaps better.

Overall, the dynamics are from an earlier era. However, the Himalayan is benign and thoroughly enjoyable if ridden within its limitations.

While this series suffered some very early teething troubles related to quality control, generally it has proven to be reliable. A common issue has been some hesitation up around the top end of its performance – above 100kph – which usually can be solved by checking the routing of the vacuum line is correct and the line itself is undamaged.

The instruments are known to get fogged up and even waterlogged in extreme cases. A couple of strategically placed drain holes can ease the symptoms. Owners also recommend that, as much as possible, store the bike undercover.

Engine oil capacity is relatively modest at 2.3L (2.0L to refill at oil-change time) and 15w50 is recommended. Changes are expected every 5000km or six months, which seems like a reasonable precaution. Note that it has an engine oil strainer that can be cleaned, in addition to an oil filter that requires replacement.

Valve lash adjustment is by screw and locknut, which puts it in reach of a competent home mechanic. It’s supposed to be checked every 10,000km.

Given its overall mechanical simplicity, it’s a viable proposition for maintenance at home, and would be a good platform to learn on – with a little guidance. 

In theory a first-gen carburettor model should be easier to service at home, though a second-gen fuel-injected bike is likely to be a more reliable starter – particularly if left sitting for long periods.

Early versions of the ABS were known to have issues, though this should now have been fixed. 

The supply of used 411s is very good, so you should not have any trouble finding something to suit your tastes. Around $4000 to $5000 will get you a good first-gen, while around $5000 to $6500 should see an injected ABS version in the driveway.

In either case, you’re potentially getting a fair bit of fun for the money.

Given the factory’s own recommendations, plus the limited oil capacity, we would like to see some indication that the owner has stayed on top of the servicing.

That aside, it’s going to be the usual suspects that add to your costs. So check carefully on the condition of the tyres plus the chain and sprockets.

Good luck with it!

For

Low seat height
Easy to handle
Simple servicing

Against

Marginal on highways
Just adequate power
Older dynamics