Royal Enfield Himalayan 450 2024 Launch Review

The original Himalayan has been available since 2016 and was the first Royal Enfield model to veer away from the traditional Bullet platform. Considering it was developed with the Indian market in mind, it has become hugely popular the world over, especially in Australia. A trusty steed that can traverse varying terrain, the original Himalayan is celebrated for its low price and lack of intimidation.

But the biggest cry from riders was for more get-up-and-go, especially for overtaking and longer highway stints. The all-new Sherpa 450 power plant that powers the latest Himalayan is proof that Royal Enfield has heeded the call.

It was surprising to learn that the new Himalayan 450 has been in development since 2016. British engineers and designers lived with prototype bikes in their varying stages, using them for daily commutes and weekend green laning. Factory test riders have also bestowed pro-level punishment on these machines, ensuring both ends of the spectrum are catered to. This is all in addition to the endless hours of testing in the actual mountain range that gives the bike its name. 

Born in the Himalayas, this motorbike is intended to be adaptable to an environment that is constantly changing, rather than conquer it. Relying more on muscular athleticism than pure brawn, the Himalayan is proof that you don’t need a 250kg plus adventure bike with heaps of power to have a good time.

The exciting news is the new Sherpa 450 engine, which is now liquid cooled and boasts decent power gains (40Nm up from 32Nm). It is complemented by electronic fuel injection, ride-by-wire throttle, slip-and-assist clutch and a six-speed gearbox. The engine cylinder is tilted, allowing the front wheel to tuck in neatly as well as distributing the weight centrally and low.

Compared to the LS410 which powered the old Himalayan, the high-inertia Sherpa 450 engine enjoys a 65 per cent increase in peak power, 25 per cent increase in peak torque (40Nm @ 5,500rpm), and 25 percent increase in max engine speed. It is also 10kg lighter. 

The Sherpa 450 engine is a stressed member of the frame, eliminating frame railings and shaving off some chassis mass, while the angled cylinder helps keep the mass low and forward. The air intake is higher, so fuel flows below it, further assisting with mass distribution while making water crossings a realistic prospect. The cat box is positioned as low as possible, towards the back.

Boasting class leading low-speed torque, the power curve is linear from the 1,300rpm idle, and when peak power is reached at around 5,500rpm the curve heads in much the same direction on the way back down, rather than the cliff-drop curve on the LS410. Our altitude resulted in a 30 per cent loss in power (40ps to 28ps), but it was still noticeably more responsive and powerful than the LS410. Riders can expect to get at least 450kms of fuel range from a full tank.

Royal Enfield’s 2015 acquisition of Harris Performance – expert manufacturers of high-performance frames and components – is a testament to its commitment to quality. The Harris Performance chassis on the new Himalayan consists of a steel twin spar tubular frame and swingarm. The pleasing handling capability is a result of the cooperative relationship between the strong frame and quality suspension package. 

The front of the Himalayan enjoys a 43mm upside down Showa Separate Function fork (SFF), with integrated hydraulic bottom control, and 200mm of travel. The rear end is kept under control with the help of a Showa linkage system with rising rate, Monotube unit with integrated separation piston, with preload adjustment, and 200mm travel. Brakes consist of a 320mm front disc and a 270mm rear disc, both with an axial floating caliper, and are ample for the Himalayan’s power and weight. The dual channel switchable ABS allows the rear ABS to be disengaged. 

Seat heights can be adjusted without compromising suspension with two seat options. The standard seat height is 825mm, and can be raised to 845mm, and the low seat sits at 805mm, and can be adjusted to 825mm. There is also an optional rally seat for serious off roaders and taller riders.

Phone connectivity is becoming a customer expectation these days. So how does a 120-year-old brand, known for its classic motorcycles and analogue gauges, go to a full digital display? Royal Enfield essentially turned itself into a hardware company in order to develop a simple, elemental solution. 

Originally used on the Meteor 350 and Scram 411 as a complementary pod to the regular dash, it took over 12 iterations until the team settled on the current version of the TRIPPER dash on the new Himalayan. Keeping with an analogue shape, the 4-inch round TFT display contains full map navigation via Google Maps, and Bluetooth connectivity. All functions can be toggled easily via switches on the left handlebar, as well as the joystick control, and its streamlined form ensures minimal distraction from the ride experience. There is also a USB charging point below the handlebars. 

Riders can choose between performance and eco ride modes – performance being unhindered and eco having reduced throttle response. There is also an option to switch off rear ABS in both power modes.

The launch took place in the Manali Valley of the Himalayan range, around 2,000 metres above sea level, and the atmosphere was ethereal. Festoon lights set the scene as we were treated to presentations from various members of the Royal Enfield team keen to share the story of how the new Himalayan came to fruition. Of course, the bikes were also on display with accessories, riding gear, and merchandise, alongside food stalls and a couple of bars. 

Day one of our ride took us from Manali to Tindi and back. It was a 250km return trip of mostly twisty mountain roads, plus a 26 kilometer section of dirt. 

Firing the brand-new Himalayan up for the first time became a highly anticipated moment. A simple turn of the ignition key brought the TRIPPER dash to life, and a push of the starter button fired up the engine. The navigation kicked into action via the iPhone provided by Royal Enfield, and instructions were clearly audible through a Bluetooth headset. 

Rolling out of base camp at walking pace brought the Himalayan’s well-balanced chassis to my attention. The steering lock is generous, and mass is well centralised, resulting in impressive low speed agility. 

It was also a good opportunity to test the clutch, throttle, and gearbox relationship as we stop/started our way out into the wild unknown. The lightweight clutch operation is sleek, as is the throttle action, and the engine responds instantaneously. The new Himalayan already felt more refined that its predecessor. 

Navigating our way through narrow lanes out of town, the terrain was immediately varying. There were short sections of bitumen riddled with potholes and covered with white mountain dirt. The roads are so narrow you had to run right off the edge to avoid oncoming vehicles, but the Himalayan didn’t bat an eyelid. 

We made our way on to the main road and things cleared up momentarily. The road improved, but then we had multi-directional traffic and animals to contend with. Lorries were everywhere, and most commuters try to pass them at first opportunity. It seems crazy at first, but with each kilometre came some local wisdom so we play follow the leader, threading the needle between cars, trucks and cows. With my focus solely on my immediate surroundings it took me a while to realise that we were climbing higher and higher up a narrow mountain road, where we reached our first destination, the Grease Moto Club in Sissu. 

After taking in the views and enjoying a coffee we were on our way, climbing higher up the mountain as the Chenab River shrank below us. The roads really started to deteriorate, and this is when the Himalayan started to impress me. The first few sketchy sections implored an element of caution as I was yet to test its capabilities. But as I clocked up kilometres and corners, my confidence grew exponentially. Large potholes and rocks were easily avoided if I spotted them as the Himalayan has the agility of a snow leopard. If I didn’t spot hazards in time, standing and bracing with my knees was enough to settle things. The 43mm USD Showa Separate Function Forks do a terrific job on a bike this size/weight, as does the rear shock. The tyres hook up well, making dirt corners hugely enjoyable. By the time we reached Tindi we’d carved up 130kms of windy, sketchy roads, and I was blown away by how little I’d fatigued.

After a riverside snack it was time to hit the dirt section. With a fun little river crossing early in the piece, it was straight into it. The track was mostly white mountain dust, riddled with well camouflaged rocks and holes, and some wash-out style jumps. It also wrapped itself around the side of a cliff with a sheer drop to the river (surely 100 metres at times). This realisation dawned on me when I hit a rock and almost lost the front trying to make a right corner. “Don’t look down, you fool” were the words on repeat in my head for the next two corners until I gained some composure and pushed on. I found the suspension’s limitations on a couple of occasions, bucking myself upwards of the handlebars, and I was able to correct my course with the greatest of ease. The Himalayan’s narrow midsection gives it a dirt bike feel, as does its light weight, and the compliant chassis behaviour tops it off nicely. Removing the rubber inserts from the footpegs for the return dirt section offered much better grip.

The engine’s torque character strikes a fantastic compromise between road and off-road riding, as does the 6-speed gearbox, resulting in tractable power in all conditions. The road section back to base camp provided a great opportunity to really put the Himalayan through its paces, and I’ve gotta say, this is a difficult bike to fault. The brakes perform better than I had hoped considering there is only a single disc on the front, and the suspension keeps things beautifully composed through all cornering/braking/accelerating situations. I felt well connected to the front wheel in all conditions thanks to the intuitive feedback from the forks and chassis.

Our second day involved less kilometres, heading in a different direction to the village of Chhatru. By then, the new Himalayan felt like my favourite pair of well-worn boots, and the familiarity bred confidence. We breezed through countless twisties on broken bitumen roads, as I tried to take in the high-altitude desert landscape at every opportunity. We veered off what was left of the bitumen and descended down a dirt section that led us to a serene valley where we played trials and enduro for a couple of hours, with some rocky creek crossings, before stopping for lunch by the river.

I mostly used performance mode with rear ABS switched off. Switching between modes is a simple task via a switch on the right handlebar. It’s so simple that it can be tapped accidentally, so it’s worth checking the screen every now and then to ensure you’re in the right mode. I’m sure eco mode might be beneficial if you’re riding in torrential rain at sea level, as it knocks off a noticeable amount of power, but performance mode was my go-to.  

Though rare, the few times I was able to hold the throttle open in sixth gear for an extended period satisfied me that the new Himalayan will be a much more enjoyable highway bike than its predecessor. Where the old bike felt fluffy, the new bike feels crisp, even with the 30% performance deficit we were told to expect due to the altitude. So, I’m especially keen to ride a new Himalayan at sea level.

The bike wasn’t the only one showing signs of altitude weariness. Headaches were common among my fellow riders, and we were all getting easily puffed. I even got a nosebleed on the morning we were set to leave Manali.

The new Himalayan’s agility goes hand in hand with its more athletic appearance. It is long and lean, but still robust. The seats are subtly separated, and the front seat flows onto the tank neatly, giving it a gentle hug. Expertly sculpted, the tank preserves an element of ruggedness from the previous Himalayan.

Each colour variant has an element of inspiration from the Himalayan region. For example, Kaza Brown contains a glittery fleck like the roadside stones and desert sand, Poppy Blue is inspired by the Himalayan poppy, Himalayan Salt contains pink accents, Hanle Black is fiercely Royal Enfield, with a gorgeous gold fleck in the black paint, and Kamet White replicates snow melting with patches of stone showing, as well as a camouflaged snow leopard.

There will be three price points (still to be determined) based on colour – Base (Kaza Brown), Pass (Poppy Blue and Himalayan Salt), and Summit (Hanle Black and Kamet White).

Accessory options include an adventure screen, headlight grill, black rally handlebar pad, touring mirrors, radiator guard, large engine guards, and there is a rally seat option for serious off roaders. 

Hard luggage options include an adventure top box, adventure box mount, adventure panniers, pannier mounts. There is also a rally kit with soft luggage and a higher rally seat.

Royal Enfield has succeeded in retaining the ethos of the original Himalayan – capable but not intimidating. Taking everything that was great about the original bike and building on it, adding nothing without necessity, and the result is Royal Enfield’s most contemporary motorcycle to date.

Pricing is yet to be advised but the CFMOTO 450MT is likely to be its closest competitor. It might give the Yamaha Tenere 700, Honda Transalp 750 and Suzuki 800DE a nudge too as some buyers might wince at the thought of spending $20,000 on an adventure bike.The new Himalayan has the spirit of a big bore adventure bike that has been scaled down for accessibility, with a nice sprinkling of technology. It could have more tech, sure, but Royal Enfield has achieved what it set out do by making the new bike more exciting than its predecessor and is steadfast that this motorcycle remains an approachable option for a variety of riders. Carrying over the original bike’s ruggedness, the new Himalayan is a more refined, well-proportioned and intuitive motorcycle, providing a lighthearted option for budding adventure riders.

Specifications: 2024 Royal Enfield Himalayan 450

ENGINE
Type: Liquid cooled, single cylinder, DOHC, 4 valves
Capacity: 452c
Bore x stroke: 84mm x 81.5mm
Compression ratio: 11:5:1
Fuel system: Electronic fuel injection, 42mm throttle body, ride by wire system
Lubrication: Semi-dry sump

PERFORMANCE
Claimed maximum power: 29.44kW (40.2hp) @ 8000rpm
Claimed maximum torque: 40Nm @ 5500rpm
Claimed fuel range: 450km

TRANSMISSION
Type: 6 speed
Final drive: Chain
Clutch: Wet multiplate, slip & assist

CHASSIS AND RUNNING GEAR
Frame type: Steel twin spar tubular frame
Front suspension: 43mm upside down fork, 200mm travel
Rear suspension: Linkage type mono-shock, 200mm travel
Front brakes: Hydraulic disc brake, 320mm ventilated disc, double piston caliper 
Rear brakes: Hydraulic disc brake, 270mm ventilated disc, single piston floating caliper
ABS: dual channel, switchable
Front tyre: 90/90-21”
Rear tyre: 140/80-17”

DIMENSIONS AND CAPACITIES
Ground clearance: 230mm
Wet weight: 196kg
Seat height: 825-845mm standard (805-825mm low option)
Wheelbase: 1510mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $TBA
Colours: Kaza Brown, Poppy Blue, Himalayan Salt, Hanle Black, Kamet White
Warranty: 3 years unlimited kms + roadside assist