Royal Enfield Himalayan 450 in a 1,500 km Off-Road Test

My first impression of the new Himalayan during the initial presentation in the Indian part of the Himalayas was very positive. Royal Enfield made significant strides in many areas without losing its affordable and down-to-earth approach. The reputation that it can still be repaired by a village blacksmith even in the wildest regions of the world was and remains a large part of the Himalayan's appeal. However, the two short riding days in India couldn't really confirm or refute this. So, it's time for a more extensive test to evaluate the new Royal Enfield Himalayan's durability. On a self-set, but unknown route, and partly on the TET, we will traverse Slovenia on the smallest possible paths and trails. Thanks to extensive rainfall in the weeks prior and a continued wet and cheerful weather forecast, a mud battle in loose terrain is guaranteed.

When navigating through the dense traffic of India or rumbling over bumpy gravel roads in wild areas, the 24 HP of the old Himalayan might suffice. However, here in Europe, its low power, and consequently the need for a lot of patience to use it on highways or main roads, was probably one of the main reasons why it wasn't more present on our streets. With the new 452 cc, liquid-cooled single-cylinder engine producing 40 HP, the new Himalayan is a different story. While it still doesn't win any drag races, it shows on our tour that it doesn't need to hide on long-distance routes either. Due to Austria's restrictive culture regarding unpaved roads, where even mountain bikes are not allowed on many gravel and forest roads, we don't even attempt to use our enduros and instead take highways and main roads to reach Slovenia on asphalt. Not only does the Himalayan reach highway speeds of 130 km/h quite effortlessly, but it can also maintain them for extended periods. From the mid-range of the rev band, slight, high-frequency vibrations become noticeable, but in my opinion, they are within an acceptable range. At the same time, the non-adjustable but very well-balanced suspension stands out, offering a high degree of stability without compromising comfort. The Himalayan should also be comfortable to keep such travel stages as short as possible. Thanks to its low fuel consumption of under 4l/100km and the 17-liter tank, ranges of 400 km are no challenge, and the journey can be completed without a stop.

Even on twistier country roads, the good on-road performance of the Himalayan continues. Its engine needs a bit more revs to get going, but it can move the 200.5 kg weight fueled up quite enjoyably and briskly through the curves. When quickly flipping on uneven roads, I am once again pleased with the excellent setup of the 43 mm USD fork and the monoshock. The Himalayan makes it easy to follow the riding line and is quite willing to be pushed to higher lean angles and speeds, although the 21-inch front wheel requires a somewhat firmer input through the handlebars to initiate turns. The brakes do not offer spectacular performance, with a rather soft pressure point at the front, but they can reliably and strongly delay together, which is also a significant improvement compared to the sluggish brakes of its predecessor.

We couldn't go too wild in the twisties on the tarmac because we had quite knobby tires fitted. The new Himalayan comes standard with Indian CEAT tires, which can be generously classified as 90-10 tires. For our planned tour, including muddy forest paths, slippery stones, and rough gravel, these street tires are rather unsuitable. So, we mounted Mitas Enduro Trail XT+ tires. Why? Find out here in the test report on the Mitas Enduro Trail XT+ Dakar tires. I'll give you a hint: The Enduro Trail XT+ is quite a serious off-road tire but still designed for adventure bikes. Accordingly, it also works quite well on asphalt once you get used to and make friends with the movement of the knobs. In loose terrain, the deep tread provides grip, and with low air pressure, the tire grabs the ground and can hopefully maximize the available grip.

The tire alone can't work miracles. To increase the chances of success on challenging sections, we also optimized our machines in terms of weight. Instead of bulky and heavy luggage systems, we opted for Enduristan soft luggage, specifically the Blizzard and Monsoon saddlebags and Tornado tail bags. When packed correctly, this keeps the luggage mass as close and compact to the bike as possible, making a significant difference during side impacts and low-speed maneuvers off-road. However, since we also had to carry sensitive film equipment, extra ingenuity was required. The solution came with the organizers and Digital Nomad bags from Enduristan, which allowed us to safely and properly distribute cameras, laptops, and other gear. Learn more about it here.

Finally, we reach the south of Styria and, from the first meters in Slovenia, we leave the paved roads behind. We travel along the border south through the province of Prekmurje, then westward to the Drava Valley, and again south through the sparsely populated east of Slovenia. The landscape mainly consists of wooded hills and mid-mountain ranges, crisscrossed by countless forest and gravel roads. The larger connecting routes are gravelled, varying in quality. The frequent rain has little impact on this terrain, making for a relaxed ride. Although the Himalayan, especially compared to other adventure bikes, can be considered a relatively small motorcycle, the vehicle geometry suits my 1.85 m height very well. From the relaxed seating position, you can easily transition into a natural standing position. This doesn't feel too touristy with an extremely high handlebar; instead, you need to stretch slightly downward. For my height, it remains comfortable, also because the rider-side narrow-shaped fuel tank and the slim waist provide plenty of room for the knees and legs, allowing you to adopt the right posture in any situation. The leveled gravel paths invite you to enjoy the landscape leisurely on the hilltops with views, which is very relaxed on the Himalayan. But before and after, they wind in endless serpentine lines through the forests, practically begging for some spirited riding.

Motivated to send it, firmly yet sensitively stepping on the rear brake, drifting slightly into the corner, pressure on the inside peg, full throttle and firing out of the radius with flying stones ... I can't do that as well, at least not as well as the Himalayan could. Thanks to its compact dimensions and successful, active ergonomics, weight shifting and movement on the bike are exceptionally good, while its relatively low center of gravity and manageable power make it forgiving of botched drift attempts. The rear brake is also a tad more controllable than the front brakes, which proves beneficial off-road. The Himalayan is also fun and performs well in a sportier riding style. The grin under the helmet doesn't come from a spectacular engine or popping exhaust, but from the carefree and confident play with the traction limit, thanks to its accessible, confidence-inspiring riding dynamics. This accessibility should prove to be its greatest strength during other sections of the journey.

We didn't tackle any hardcore enduro trails or steep inclines on our journey, so I would classify the terrain as moderately difficult at most. However, the Slovenian TET is known to become quite challenging under wet conditions, and our track often veered off the wide gravel roads onto the smallest forest paths and, once or twice, even onto single trails and hiking paths. With our loaded, and in the case of the accompanying Yamaha Tenere 700 and Triumph Tiger 900 Rally Pro, also heavy bikes, this was not an easy task. Unfortunately, none of us are Pol Tarres. This became evident on a particularly nasty uphill section with smooth, slippery stones in the middle and muddy, washed-out ruts on either side. Here, it's crucial to choose a clean line, steer the bike around obstacles by applying pressure on the pegs, maintain momentum, and at the same time, be gentle on the throttle to avoid overwhelming the available traction. So far, so good! We quickly realized that putting this theory into practice isn't quite so easy. Angled stones throw the front wheel off course, challenge our balance, and do their best to disrupt the flow and painstakingly built momentum. At the same time, it's also a mental game, because those who keep going while standing and remain calm will get further than initially thought. This is exactly where the confidence in line choice is supported by the Himalayan.

The precise metering of power delivery is achieved effortlessly, as the 450cc single is very forgiving. It doesn't race up the hill but rather excels at chugging up the incline with steady throttle. When you start to falter, the confidence-boosting character of the Himalayan comes into play. On the heavier, taller Tiger, an average rider quickly becomes insecure, sits down to use their legs as a safety brace, but actually destabilizes the bike and gets into even more trouble. Same situation, same rider on the Himalayan, and lo and behold, navigating the critical spot is smoother. And it's not because the Tiger has a worse chassis, less controllable engine, or unsuitable ergonomics. Rather, you dare more with the Himalayan, absorb bumps and slides more confidently, and simply blast through while standing. If you do start to falter, the low build helps with paddling along; the legs reach the ground more easily thanks to the adjustable seat height of 825 to 845 mm and have to support less mass. Of course, the Himalayan is not infallible; more than once, I also got stuck in ankle-deep mud. But at the same time, it makes everything as easy as possible with its smoothly operating gearbox, easily controllable clutch, off-road capable brakes, forgiving yet powerful power delivery, and low vehicle geometry.

Sporty adventurers, off-road racers, and affluent enduro riders may have turned up their noses at the previous Himalayan, but Royal Enfield managed to appeal to three other groups with the 411 Himalayan. Its accessibility and low build attracted smaller, younger riders and many female adventurers. Its low price point allowed many to satisfy their wanderlust who could never afford a large adventure bike, and finally, it convinced pragmatists with its technical simplicity and robustness that even village blacksmiths at the end of the world wouldn't be fazed by. Despite the modest riding performance of the Himalayan 411, it secured a firm place in the adventure bike segment through these three qualities: accessibility, affordability, and robustness. Will the new Himalayan manage to score in these areas?

In terms of accessibility, it doesn't need to hide, that's already clear. Regarding robustness: Our tour was neither long nor hard enough to give a definitive judgment. However, the practical hands-on mentality seems to be present in the 450cc Himalayan as well, as it offers, for example, a comprehensive onboard tool kit that allows the wheels to be removed, unlike many much more expensive machines. The air filter is located under the tank, but only three screws need to be loosened to access it. And otherwise, there is little on the machine that could cause technical problems. The biggest question mark here is the new liquid-cooled single-cylinder engine. On our journey, we only encounter two mishaps. Once, the low front fender catches a branch and breaks at one point. This can happen with any low-lying wheel cover. Another time, we cross about 200 meters of forest area off-road in search of our track. In the tall grass, I get caught somewhere with the shift lever, and it bends. Here one could say: "What a cheap build!" After all, the simple metal piece can't compete with the noble aluminum die-cast levers of larger adventure bikes. But one could also see it as the simple metal part being easily repairable by oneself or any village hobby mechanic with a welding machine. I also bend the lever back into position after a brief inspection, and off we go. On many other adventure bikes, roadside repairs would have been more complicated. Apart from that, the Himalayan has handled all off-road special stages as well as extended highway rides well and has offered significantly more performance and riding pleasure than its predecessor. Let's come to the last important strength of the Himalayan, the price-performance ratio.

In Germany, the Himalayan 2024 is available starting at €5,890, and in Austria from €6,390. Find all current prices for the Royal Enfield Himalayan 452 2024 for Austria, Germany, and Switzerland here. For this manageable price, you get a bike that is fun in the twisties, can gobble up miles on the highway for hours, makes life in loose terrain as easy as possible, and can even take you to the ends of the earth. Such versatility, so much bike per euro, is hard to find among new vehicles. And I haven't even mentioned the innovative navigation technology in the stylish TFT display, including Google Maps mirroring, the riding modes, or the extensive range of accessories. The Himalayan has evolved significantly compared to the previous 411 model. Sure, it has minor weaknesses. Extremely heavy loads, two-up rides, or high-speed adventures are probably too much for the Himalayan, and the low price point is noticeable in some areas. But you quickly forgive its small flaws in light of its qualities, and for all solo adventure riders without a performance and prestige obsession, it is a serious option due to its sensational price-performance ratio.