Royal Enfield Himalayan 450 Review - Simplistic Brilliance

The Himilayan Story so far

The Himalayan has been a popular Royal Enfield model since the launch of the first iteration in 2016. The original Himalayan 410 featured a reliable 411cc air-cooled single-cylinder engine, pushing a modest 24 hp at 6500rpm. The budget adventure bike was built to be tough and engineered to be used in all environments, but for me personally, despite a retail price of less than £5k, it offered little appeal.

I was fortunate to experience the original Himalayan 410 in 2022 around the Highlands of Scotland with Biker BnB Adventures. While I could appreciate the model's design purpose and off-road capability, I wasn't left wanting one after a week of riding. I wasn't particularly captivated by the 410's styling either, and with just 24 hp, I felt that on more than one occasion, the bike was a little underpowered in certain road environments.

For 2024, there is a new Himalayan, the Himalayan 450. The new 450 features new styling, new technology, and, crucially, a new liquid-cooled 452cc engine, increasing the power output to 39.6 hp at 8,000rpm. Whilst the 15-hp power increase might not sound significant on paper, the reality of the increase is substantial where it matters most—on the road.

Confidence Inspiring Ability

My first riding experience on the Himalayan 450 was at the world-famous Adventure Bike Rider Festival earlier in the year. The event celebrates all things adventure bike with dedicated off-road trails carved through a stunning country estate in Warwickshire. My introduction to Royal Enfield's new model was approximately 500 metres of grippy tarmac followed by approximately 5km of mud, grass, gravel, and dust.

I describe my ability as an off-road rider as a 'keen amateur'; I enjoy veering off the tarmac, but I'm highly aware that I have a significant skill level to work on before I'm ready to enter the Dakar Rally. With that mindset, I set off on one of the many complex off-road courses led by a capable, fast-paced lead rider.

My two goals for the demo ride on one of Royal Enfield UK's brand-new bikes were: 1, to stay the right way up and 2, to not be the slowest guy in the group. What became apparent almost immediately was that my riding goals would be joyfully easy to achieve thanks solely to the new model.

Riding competently off-road requires one critical factor beyond prior skill and expertise: confidence. Hesitation and trepidation are not your friends when hurting towards a steep muddy incline because if you focus on falling off, there is a strong chance you'll do just that.

Within just a few minutes of weaving through chicanes on the 450, I felt like a seasoned pro. The bike's low centre of gravity helped me place the wheels exactly where I wanted them and needed them to be, and I was standing up on the pegs and steering into fast bends just as quickly as the pro rider leading me. The power felt usable without being overbearing. I was looking ahead to upcoming corners, slopes, and, before long, even jumps in a fashion that (possibly) made me look as if I knew what I was doing.

A long-term review

Given my exceptionally brilliant (yet brief) off-road adventure, I was keen to see what the new Himalayan was like with more day-to-day use, so in early October, I collected a new Himalayan 450 to live with for a couple of months.

First impressions before turning a wheel are excellent. There has been a significant improvement in design with lots of familiar branding on essential components like suspension and brake components. The new 450 looks more purposeful, robust, and far more attractive than the original model.

Significant Engine Upgrade

While the 410 represented excellent value for money, it wasn't exactly a bargain concerning what you got for the price. Some components on the 410 felt cheap and flimsy, the brakes weren't overly inspiring, and there was a distinct lack of power for simple overtakes.

The new model, however, is a world ahead of the old. Off the bat and on the road, the improved quality of the new suspension and brakes is immediately apparent. The new water-cooled engine rewards a significantly more rewarding punch throughout the rev range. On the aircooled 410, from a standstill, getting up to 50 and 60 mph speed limits felt like a task. On the new 450, however, it happens with ease. The new 450 is also much more enjoyable at 50+mph.

The new engine grants a much more significant throttle response whilst being smoother and making a decent noise too. The power delivery is progressive and linear, and high revs now feel rewarding. On the air-cooled 410, I was sometimes left feeling like I was pushing the engine to the point of stress.

Brakes and suspension

The new model features improved suspension components, including non-adjustable upside-down Showa front forks and an adjustable Showa rear shock. Despite the limited adjustability, the ride feels compliant and comfortable, as does the chassis. On the road, there is a very significant improvement to the overall feel and quality of the model.

For stopping power, a 320mm single disc and two-piston Bybre caliper handle the front wheel, and a 270mm disc and single-piston caliper handle the rear. The brakes, despite being non-adjustable, get the job done brilliantly. Royal Enfield has engineered the bike for riders around 85kg; I’m around 10kg above that bracket and yet didn’t feel I was ill-suited to the suspension or brakes.

Riders heading off-road to try some muddy fun will likely have an enjoyable time regardless of prior experience and skill levels. The clutch and brakes are easily controllable, allowing for obstacle management at crawling speeds. The foot pegs are wide enough and grippy enough to accommodate big boots and allow for an extra level of confidence and balance.

New technology

The new model also features a stylish colour screen with mobile app integration, which allows for the use of navigation apps and alerts to incoming calls or messages whilst out on the road. There is also now the ability to cycle through rider modes and switch off rear ABS for times when interference might hinder off-road.

The digital screen is intuitive, and the layout is customisable. The dedicated mobile app provides alerts to service intervals, warning messages, and Google Maps navigation. Settings can be adjusted with simple toggles all within reach of fingers and thumbs whilst riding.

Lighting is another significant upgrade, with a new ultra-bright LED unit on the front and two separate clusters at the rear, which support side lights, indicators, and brake lights.

Comfort and convenience

I'm 6' 1 / 185cm, and the Himalayan 450 felt comfortable sitting and standing on the pegs. The small standard screen doesn't offer much in the way of wind protection, especially not for taller riders. However, an optional adventure screen is available for £89.00. The seat height is adjustable to accommodate longer and shorter legs; I found it most comfortable and practical for my height on the tallest setting.

Price and Value for Money

The concern with new technology, upgraded components, and a new and improved engine is that the Himalayan 450 might now be out of reach for buyers wishing to upgrade from their 410s. However, once again, thanks to Royal Enfield's ability to sell a huge number of bikes globally, the prices have remained sensible.

Before any optional extras are ticked, the new Himalayan 450 retails for just £5,750 for the base model finished in a Kaza Brown colourway and up to £6,300 for the Hanal Black colourway with tubeless tyres.

The bike I have on test, finished in Kamet White with tubeless tyres, optional side panniers, top box, upgraded comfort seats and engine protection bars, has a total retail price of £7,801.

Conclusion

The new Himalayan is a superb upgrade from its predecessor. For anyone considering an adventure bike to get started with off-road riding and green laning, I'd struggle to recommend anything over the Himalayan 450 in terms of overall value for money. The model is a delight on the roads and feels just as at home weaving through traffic in town centres as it does on the fast, twisty country roads.