Royal Enfield Himalayan (2024-on) Review

The all new Himalayan adventure bike marks a new era for Royal Enfield with the introduction of the Indian manufacturers first ever water cooled engine. With a claimed 40bhp and 29.5 ft/lb torque this 450 is a significant step in terms of performance over the original 24bhp Himalayan.

Better quality suspension, improved ground clearance and the addition of ride by wire electronics which give the option of two different engine maps. Switchable ABS for off-road use and bigger brake discs and wheels means it remains as competent off-road as it does on-road.

Despite significant weight savings with the new engine and frame, it still tips the scales at 181kg dry or 196kg wet which includes all fluids and the 17litre fuel tank 90% full making it a heavy bike for what is designed to be a lightweight adventure bike.

It’s difficult to know exactly why the weight is so high and only 2kg lighter than the previous model given that the new engine alone weighs 10kg less, but in its defence, it has clearly been built to last and boasts an impressive payload of 198kg.

Retaining the same happy go lucky character of the original Himalayan it’s a very easy bike to ride and as unintimidating as they come. It’s not fast or high tech offering but in the real world of adventure travel it now ticks even more boxes than its predecessor.

At the world press launch in Manali, in the Himalayas, Enfield did not reveal the price of the bike, but have since confirmed that prices will start at £5750 for the base model. It will then climb to £5850 for the mid-spec 'Pass' trim, and up to £6300 for the most expensive 'Summit' model.

This model is set to replace the old Royal Enfield Himalayan in spring 2024. However, it appears this might not be the end of the line for development of the platform. At the Eicma show in Milan in November 2023, Royal Enfield revealed an Electric Test Bed prototype that hints towards a battery-powered future for the model.

Given the weight of the bike, the payload and the fact that it is designed to be able to handle round the world adventures, Enfield have taken the suspension on the Himalayan seriously but without blowing the budget.

Up front they have 43mm upside down Showa forks with 200mm of travel. With a target rider weight of around 85kg they offer impressive performance despite being non adjustable. Riding on notoriously rough, pot holed or completely unmade roads in India they gave good control on both rebound and damping – handling sharp, heavy hits and higher speed compressions which would see some of it’s rivals in the class crashing through the stroke of the forks and bottoming out.

The Showa rear shock also gives 200mm of travel and the same impressive control over bumps. With minimal static sag and good support it ensures the bike is well balanced. Unlike the non adjustable front forks the shock can be adjusted – albeit for pre-load only. Using the under seat tool kit and C-spanner the there are seven setting of spring preload to cope with heavier riders or riders carrying luggage, a pillion; or both.

Brakes have also been up graded over the previous model with a 320mm single front disc and two piston caliper with a 270mm rear disc and single piston caliper. The front brake is non adjustable, but provides good braking performance. Predictable both on and off-road with enough power to only need one finger when riding on the dirt. The big rear brake gives good performance and control and is also adjustable. With road biased ABS as standard there is also an off-road setting which disables the ABS on the rear wheel while also giving an offroad specific front ABS setting.

Enfield’s first ever water cooled engine is a 452cc single cylinder with DOHC and a bore and stroke of 84mm x 81.5mm. Despite its higher spec over the previous model, it retains a similar character with the long stroke motor giving a broader spread of power and revs while retaining its ability to chug like an old school single at low RPM. Being water cooled it now revs harder and longer with significantly improved power and torque throughout the rev range.

Despite the increase in power it is still not a powerful or fast bike, with overtakes needing to be planned rather than spontaneous. Riding at altitude in excess of 3,000m on the launch, the subsequent lack of oxygen would have almost certainly taken the edge of the performance. But despite this it is still an engaging bike to ride and as a package able to make reasonable real world progress on smaller roads while being capable of happily cruising at 70mph, helped by it’s new six speed gearbox.

Being a long stroke single it doesn’t need to be revved and it will chug along at anything over 2,500rpm without complaint. Its everyday sweet spot is between 3,000 and 5,000rpm but because it will happily carry on revving with an impressively flat power and torque curve.