himalayan bike travel

Really Big Bike Ride

Cycling the Himalayas: Selected Routes and Itineraries for Bikepacking India

Cycle touring the indian himalayas; manipur to ladakh by bike.

Let me take you on an unforgettable journey cycling the Himalayas. To the majestic landscapes of the far north of India.

In 2015, I cycled from Vietnam to the UK . During that time, I cycled a fair portion of northern India. Primarily the remote North East as I crossed from Myanmar into India.

Since then, I’ve been living in India seasonally in Goa. I chose to stay for the lockdown and consequently, had greater access to explore the country further.

At the tail-end of 2021, I cycled from Chandigarh to Leh, a long-held ambition to see more of the northwest of the country.

Cycling the Himalayas

This piece, Cycling the Himalayas, is intended to offer a broad insight into bikepacking India generally and bring the northern regions an up-to-date route itinerary for self-supported bike travel.

If you need it, here’s a ballpark cycle touring kit list, and you probably don’t need one for this trip, but here’s a selection of bikepacking tents .

I’ll start chronologically, from 2015 up to date which will take us neatly East to West across the north of India, with a mini hiking trip to Nepal in the middle.

My approach to long-distance bike travel tends towards the ‘screw it, let’s do it’ school of planning.

I’ll include details for altitude, distances and terrain where necessary but largely speaking, in 2023, most of India is accessible and in my experience, anything is possible.

Imphal to Cherrapunji by bike: Cycling the Himalayas in Remote North East India

The North East of India offers bikepacking expeditions that are full of surprises, challenges, and incredible encounters.

Much of the region’s roads are little more than gravel tracks, save the Assam, where there is pristine asphalt to extract the tea with a minimum of fuss.

Anywhere in Nagaland, Manipur and Arunachal Pradesh will yield a fine fix of gravel travel with the odd tribal encounter thrown in for good measure.

The Challenging Route to Mon

It all started high above the town of Kiphire, where my cycling buddy, John, and I received a daunting warning about dangerous rebels and blocked roads.

But we were determined to explore the region, and the only direct road to Mon led us through this treacherous path.

We pushed forward on a rugged dirt track, tackling challenging terrains and facing scarce food supplies.

Along the way, we crossed paths with the Tikhir tribe and their blockade, but a brief negotiation and a secret route helped us break through the obstacles and reach our destination.

Experiencing Culture in Manipur

As we journeyed through Manipur, we stumbled upon the village of Lunghar. A sudden earthquake jolted us from our sleep in the guest house of the local Pastor.

But this was just the beginning of an incredible cultural experience. We attended the first church service of the year and were welcomed with open arms.

The legacy of Christian missionaries in the region was evident, as many locals spoke English and showed immense kindness, generosity, and warmth.

A Week with the Headhunters of Longwa

Finally, we reached Mon, and our adventure took an even more fascinating turn in the village of Longwa.

This place was unique as the international border divided it in two – the chief slept in Burma but took breakfast in India.

Our host for the week was Longshah, the junior village president, who also ran the only Homestay in Longwa .

During our stay, we had the humbling opportunity to attend the funeral of one of the last remaining headhunters.

Witnessing their traditions and history was truly a moving experience.

Cycling the Assam: A Break from the Mountains

A touch of media attention in assam.

At this point, John took a train to Kolkota. His trip coming to an end after three months cycling to the Himalayas.

I ventured onwards into Assam, my journey caught the attention of the local news channel, News Live.

I was interviewed about our motivations for this grand adventure. It was a moment of introspection as I tried to put into words the reasons behind our journey.

Later, as if the universe conspired to answer my thoughts, I encountered a pair of elephants by the roadside.

However, I couldn’t bring myself to ride them, knowing the mistreatment they often endure.

Exploring the Scotland of the East

In Meghalaya, I was awestruck by the natural beauty that surrounded us. Cherrapunji, known as the wettest place on Earth, was our ultimate destination.

The living root bridges and abundant waterfalls in this region were absolutely mesmerizing.

I dared to venture into the West Khasi Hills despite warnings of danger.

Surrounded by pristine nature and welcomed by kind families, I discovered the true essence of the Scotland of the East.

Cycling the Himalayas in remote North East India was an experience of a lifetime

As I reflect on my journey from Imphal to Cherrapunji, I’m overwhelmed by the incredible encounters, the breathtaking beauty of the region, and the kindness of the people we met along the way.

It’s moments like these that fuel my passion for adventure cycling and reminds me of the untamed beauty that lies waiting to be explored on two wheels.

Cycling from Meghalaya to Darjeeling

The next phase of this East-to-West bikepacking itinerary is an incredible journey from Meghalaya to Darjeeling.

Meghalaya is sandwiched between Bangladesh and the Brahmaputra River.

A little south of the Himalayas proper, this unique state of India is a rare and exotic place to visit for the intrepid cycle touring explorer.

Crossing the border at Tamu/Moreh

After a month in Myanmar, I enjoyed tea and puri at a chai stand in Moreh town, I unexpectedly met Jiles, a 21-year-old Belgian hitchhiker crossing the border from Myanmar to Manipur.

It was a pleasant surprise to find another traveller in these lesser-travelled regions of North East India .

Little did we know that this encounter was just the beginning of meeting like-minded adventurers on our respective journeys.

Cherrapunji’s Annual Feast

Arriving in Cherrapunji, known as one of the wettest places on Earth, I was recommended to see the living root bridges.

At By The Way hostel, we met Heprit, the owner with a striking resemblance to Robbie Coltrane.

My stay took an exciting turn when I again met Jiles and Thomas, a French vegetarian hiker.

Together, we experienced the joy and surprises of the annual feast in the village, complete with music contests, traditional songs, and a unique butchering ceremony for the feast.

The Road to Lava: Cycling the Himalayan foothills

My Indian bike adventure continued with a thrilling ride towards Lava.

The landscape was simply awe-inspiring – alpine forests, rivers cascading down deep valleys, and picturesque curves.

I camped with locals, shared music, and created memories that will last a lifetime.

Exploring Gangtok by Bike

Reaching Sikkim, the smallest and cleanest Indian state, I had to obtain an Inner Line Permit .

Gangtok, the capital of Sikkim, fascinated me with its modernity and vibrant culture. I met more fellow travellers, including Aga, Jack, and a Liverpudlian called Mike – the Indian Bill Oddy.

A day trip to Mangan and a visit to a Buddhist temple in north Sikkim enriched our experience further.

Riding the Steep Climb to Darjeeling

As I left Gangtok, I decided to test my strength and attempt the steep climb to Darjeeling. As you’d expect cycling the Himalayas, there are some rather epic ascents. This one was among the most memorable.

The road to Teesta provided breathtaking views and an adrenaline-pumping descent. However, the climb proved to be challenging, and a broken chain forced me to take a detour.

Thankfully, a friendly local named Rinchin came to my rescue and offered me a place to stay in his beautiful home nestled among tea estates.

Darjeeling Unlimited

The next morning, I woke up to a stunning sunrise over Darjeeling, a reward for my perseverance.

The journey had its ups and downs, but every encounter and experience made it truly special.

Cycling from Meghalaya to Darjeeling was an adventure beyond my imagination

From meeting fellow travellers and joining in the festivities of local communities to facing challenging climbs and enjoying the beauty of the Himalayas, every moment was a reminder of the joys and rewards of adventure cycling.

Walking the Himalayas

This trek was a fitting end to my four months of exploration in India and marked the beginning of my foot-based Himalayan escapades.

Before even starting the trek, I had an unforgettable experience near the Nepalese border patrol office in Bhimdatta.

I joined the locals for a refreshing dip in the Sharda Mahakali river, feeling the powerful flow cleanse my soul.

The porous Nepali/Indian borders make this remote crossing a bustling trade hub for the locals on both sides.

Trekking the Annapurna Circuit

The Annapurna Circuit is a challenging and rewarding adventure, and I was fortunate to meet some incredible people along the way.

I crossed paths with Patrick and Rachel , an American couple cycling around Southeast Asia on their anniversary trip.

It warmed my heart to hear their love story, and it gave me hope that romance could be found even on the road as a solo cyclist.

Not Cycling the Annapurna Circuit

Later, I encountered Chris and Isabella, a Polish couple who had just finished cycling the Annapurna Circuit, including the famous Thorung La pass at a staggering 5,416 meters.

Their enthusiasm was infectious, alas I decided to hike the circuit to experience one of the world’s best hiking trails fully.

I also spoke with my best buddy and tourer in crime, Adrian, having trekked the circuit some years earlier, he suggested the bike was a poor companion for the mission.

Setting out from Besi Sahar

The Annapurna Circuit offers a variety of landscapes, from alpine forests to grassy meadows and rocky valleys.

The trek to the pass was physically demanding but rewarding.

I formed a team – the Dream Team – with Ananda and Maarten, fellow trekkers, and together we pushed our limits and celebrated each milestone.

The day we reached the Thorung La pass was particularly memorable. The stunning views of Annapurna II and the surrounding peaks were awe-inspiring.

I was even surprised by a group of girls with their midriffs bearing the message, “Thorung La Pass 5,416m – James, you’re the man!”

Best Yak Pizza At 4,000m

It was a delightful surprise and added to the joy of reaching the pass.

We descended to Muktinath, a sacred pilgrimage site, where we found solace at the Bob Marley Hotel.

There, we enjoyed good food, hot showers, and a celebratory night of camaraderie and laughter.

However, all good things must come to an end.

Straight Outta Jomsom

Time and finances were running out, so I had to part ways with my Dream Team and head to Jomsom to catch a bus back to Pokhara.

The journey was long and challenging, but every step of the way was worth it.

My adventure on the Annapurna Circuit came to a close, but the memories and friendships I made will stay with me forever.

The stunning landscapes, the physical challenges, and the camaraderie with fellow trekkers made this journey a once-in-a-lifetime experience.

Now, as I sit here reminiscing about those incredible days on the Annapurna Circuit, I can’t help but feel grateful for the opportunity to explore the beauty of Nepal and the Himalayas.

If you ever get the chance to trek the Annapurna Circuit, I urge you to do it. It’s a life-changing experience that will fill your heart with joy, wonder, and a sense of accomplishment.

Manali to Leh Bike Trip: Bikepacking North West Indian Himalayas

The final section on Cycling the Himalayas is the most recent excursion; a Manali to Leh bike trip.

The adventure was nothing short of a rollercoaster ride, filled with breathtaking landscapes, challenging terrains, and unforgettable experiences.

Join me as I recount the highs and lows of this epic cycling expedition through the heart of the Indian Himalayas.

Setting Off from Chandigarh:

The journey began with a typical distraction as I needed to replace a snapped bungee right after getting off the train in Chandigarh.

Typical me, always finding some excuse to dawdle!

After pottering around the town, I finally hit the road around 1 pm, cruising along the wide boulevard-style streets of Chandigarh before heading towards the hills.

Cycling Across Himachal Pradesh:

As I pedalled through Himachal Pradesh, the landscape transformed into Big India – full of vibrant colours and endless possibilities.

The rain didn’t dampen my spirits, and despite some technical difficulties, I pushed on, embracing the immersive experience of being drenched to the bone.

The stunning ride made up for any inconvenience, and I found myself pushing through the treacherous conditions to reach Baddi in Himachal for a restful night.

Cycling at Himalayan Altitude

On day three, I decided to take a bus to Manali to fix my rear calliper, ensuring a safe and enjoyable ride ahead.

The road was under construction, and I thanked my lucky stars for the decision. Cycling without a rear brake would have been foolish.

The scenic journey along the River Beas was a sight to behold, providing a glimpse of the majesty that awaited me.

Rejuvenated and Recharged

After a day of recuperation in Manali, my energy was renewed, and I set off towards Marhi, tackling a 5,000m mountain.

The climb was tough, but the picturesque scenery and the thrill of reaching the summit made it all worthwhile.

I met fellow cyclists along the way, making new connections and sharing the joy of the journey.

Biking into Ladakh

As I ventured further into Ladakh, the challenges escalated.

Altitude sickness and flu symptoms tested my resilience, but with determination, support from friends, and a support vehicle, I conquered the passes one by one.

The Gata Loops and Tanglang La tested my mettle, but the breathtaking views and the camaraderie with my cycling companion, Avinash, made it all unforgettable.

The Final Stretch to Leh

The last leg of the journey along the Indus River was awe-inspiring, with stunning landscapes and gompas dotting the route.

I reunited with Avinash in Leh, and we celebrated the achievement of crossing five of India’s highest passes with our trusty bicycles.

Manali to Leh By Bike

The Manali to Leh bike trip was a thrilling adventure of a lifetime.

The challenging terrains, the breathtaking scenery, and the camaraderie with fellow cyclists made it an experience to remember.

It’s a journey that tested my limits, pushed me to the edge, and rewarded me with unforgettable memories.

If you’re a bikepacking enthusiast looking for an epic adventure, I highly recommend embarking on this incredible Manali to Leh cycling expedition.

Himalaya bike trip on a Royal Enfield Thunderbird

As an expat living in India, I’ve had the luxury of time to undertake a couple of long-distance motorcycle trips.

The itinerary and route information is useful for cyclists in the fact that give or take a few kilometres, cycling or biking the mountains is remarkably similar.

India is wild and in some cases remote, but you’ll know when you reach those places.

Otherwise, India is wildly accessible with food, accommodation and spares & repairs within easy reach.

I say this to illustrate and encourage. Adventure awaits those with an appetite for the unpredictable.

But be warned, India can require a monstrous amount of patience and goodwill. Understanding the how and why of the place is likely to be elusive on a first visit.

An easy one month motorbike itinerary for north India into the Himalayas:

Delhi – Rishikesh – Waknaghat – Jawalamukhi – Dharamshala (McLeod Ganj) – Gurdaspur – Amritsar – Chandigarh

Biking the Himalayas: A Thrilling Motorcycle Adventure in North India

Embarking on a daring adventure, we set out to conquer the majestic beauty of the Himalayas on our newly acquired Royal Enfield Thunderbird.

Equipped with a luggage rack, new rear tire, and some conveniences like a mobile phone holder and charger, we were ready for an unforgettable journey.

Our motorcycle tour of India began in Delhi, amidst the chaos of the city, as we navigated through the bustling streets on our motorbikes.

The rhythmic drumming of Diwali celebrations echoed in the early morning hours, adding an intense aura to our ride.

Touch the Money

We encountered some unusual characters at a stoplight. Two men dressed up as Kali Ma, demanding us to “touch the money.” It was an encounter both bizarre and uniquely Indian.

As we left the city behind, we cruised along the Delhi-Meerut Expressway.

The narrow, chaotic roads of Muradnagar challenged my riding skills, but we pressed on. Savouring the diverse landscape of sugar cane fields and tea stalls as we swept through the hazy expanse.

Biking to Rishikesh

Riding through Roorkee, we found ourselves in the company of curious locals, enchanted by the sight of a tall, European blonde.

Embracing the joy of meeting new people, we exchanged smiles and handshakes, cherishing the privilege of travelling foreign lands.

As we reached Rishikesh, the holy city on the banks of the Ganges, we took a moment to appreciate the journey itself rather than the destination.

The Ganges, India’s most sacred river, served as a reminder to cherish every moment and not rush through life’s experiences.

Biking into the Himalayas

At Waknaghat, we met fellow travellers, an Italian couple on their epic motorcycle journey from Italy to Nepal.

The camaraderie shared with kindred spirits added another layer of richness to our adventure.

As we continued our journey towards Dharamshala, the road became more challenging, with traffic, dust, and exhaust fumes filling the air.

The Himalayan terrain demanded resilience, but the stunning views and encounters with enthusiastic locals kept our spirits high.

Riding beyond Shimla

In Shimla, we paused for breakfast, enjoying the picturesque view of Himachal Pradesh’s rolling hills.

The road leading to Dharamshala, though arduous, gifted us with profound moments of contemplation and the reminder to cherish life’s journey.

Jawalamukhi welcomed us at the end of a long day’s ride, and we found a perfect spot at Hotel Maya.

The universe seemed to approve of our choices, aligning little signs and portents that confirmed we were on the right path.

Biking to Dharamshala

We immersed ourselves in Indian cuisine, relishing dishes like butter paneer masala, aloo gobi masala, and chapati, followed by fruit kulfi.

Back in our hotel room, we indulged in local entertainment, enjoying old Bollywood movie clips on TV.

As we rested and prepared for the next day’s adventure, we realized that biking the Himalayas was not just about reaching the destination; it was about cherishing every moment, meeting new faces, and embracing challenges with an open heart.

The Himalayas were calling, and we were ready to embrace the journey with a calm and quiet mind, ready to witness the wonders of the world around us.

Dharamshala (McLeod Ganj) – Gurdaspur

We set off for McLeod Ganj, the enchanting hill station and home of His Holiness the Dalai Lama. Our motorcycle tour of India would take us to a spiritual base camp.

The scenic route ahead promised expansive vistas and alpine flora, making the journey a visual treat. However, we underestimated the challenges of the road, leading to a slightly lost and fatigued state.

Skipping breakfast backfired, leaving us hungry, confused, and slightly irritated.

After some navigation hiccups, we finally arrived in McLeod Ganj, a bustling place with narrow lanes and enthusiastic traffic police.

Finding a suitable hotel was a priority, and we settled in, ready to explore the spiritual side of this Himalayan town.

Exploring McLeod Ganj and Vipassana Meditation

McLeod Ganj welcomed us with its spiritual ambience, and we attended a mindfulness workshop at the Tushita Meditation Centre.

The practice of meditation, though simple, proved challenging. Yet, we learned to relax, release tension, and return to our tasks with an alert but comfortable posture.

The teachings resonated deeply, reminding us that the true path to liberation lies in quieting the mind.

Meeting “Hari” and Riding to Gurdaspur

Today, we bestowed a name upon our trusted motorcycle. “Hari,” was chosen in honour of our dad and inspired by India’s spiritual chants.

Our journey from McLeod Ganj to Gurdaspur was leisurely, covering about 150 km.

The serene ride took us through hilly forested areas and picturesque villages, showcasing rural life at its most authentic.

Gurdaspur welcomed us with warm hospitality, especially from the friendly and charming Punjabi people.

This lively town offered a glimpse of life near the Pakistan border, with its bustling streets and commercial centres.

Gurdaspur to Amritsar – The Golden Temple

Setting off towards Amritsar, we encountered the ever-present challenge of Indian roads. In the tropics, road awareness seemed to be an optional concept.

However, we took it as an optimistic challenge, ready to adapt and persevere.

As we arrived in Amritsar, we were captivated by the shimmering beauty of the Golden Temple, the most revered site in Sikhism.

Our visit coincided with the Guru Nanak Gurpurab festival, infusing the atmosphere with celebration and devotion.

We had the privilege of staying at the temple’s accommodations. We ate in the Langar hall, where thousands were fed daily, radiating kindness and harmony throughout the community.

Amritsar to Chandigarh – A Modern Oasis

Leaving the awe-inspiring Amritsar behind, we rode towards Chandigarh, a city distinct from any other in India.

Designed by the visionary architect Le Corbusier, Chandigarh’s grid system and organized boulevards impressed us with its functionality.

Our motorcycle journey through North India concluded in Chandigarh. We reflected on the rich experiences, spiritual encounters, and soul-stirring beauty of the Himalayas.

Have you cycled the Himalayas? Share your stories in the comments:

Royal Enfield Himalayan (2024-on) Review

• All new water cooled 452cc engine
• Good quality Showa suspension
• User friendly and unintimidating

At a glance

Overall rating.

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.

Ride quality & brakes

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.

Reliability & build quality

Like its predecessor the new Himalayan is built to last. Having been developed in the Himalayas where riding conditions are harsh, its been designed to handle crashes and deal with incredibly rough and unpredictable road and off-road terrain. A large proportion of the components are steel which is a major factor in its heavy weight, but this comes with the advantage of it being tough and easily bent back into shape in the event of a crash. It also comes well protected as standard with additional crash protection available.

Given that it now has a fully water cooled engine with ride-by-wire electronics only time will tell if it will be as reliable as the original air cooled model.

Value vs rivals

Enfield have not yet released a price for the bike meaning we are unable to compare it directly against its rivals, but the old version went up against the likes of the KTM 390 Adventure , Suzuki V-Strom 250 , BMW G310GS and Kawasaki Versys 300 . It was cheaper than all of those, though. 

The stand out new tech on the bike is the 4” circular TFT dash along with its phone connectivity. It’s gives a clean display with plenty of information available from voltage, fuel range right through to a digital compass – all of which is controlled via a small five way, thumb operated joy stick on the left hand switch gear. There is a mode button on the right hand bar where you can chose between two engine maps – eco and performance as well as switch the ABS to off-road mode. A longer press on the button changes the dash display from a conventional layout with speed, gear and a traditional rev counter – all be it digital.

You can also connect your phone to the dash and by using the Royal Enfield App where you can select your destination it will plan your route using Google Maps, which is also displayed on the TFT dash. You can also connect and play and control music using the left hand joy stick. It’s an interesting addition and will suit many riders, but there are downsides. The first being that for the navigation to work your phone can not be locked which takes a heavy toll on battery life. There is a USB C charging point on the bike which you are forced to use if you want to use the navigation for more than a few hours without your phone battery going flat.

Currently the App does not support GPX files so you would currently be unable to us ethe dash to navigate an off road route like the Trans Euro Trail.

There are a range of accessories for the new bike including tubeless wheel, panniers, additional crash protection and taller screen.

While there are plenty of options available to up-spec the bikes, there are some glaring omissions such as cruise control which would be relatively simple given that the bike is now ride by wire. There is also no option for factory fitted heated grips which seems bizarre given that it has been developed in such a high altitude, cold climate.

Model history & versions

Model history.

• 2018: Royal Enfield Himalayan. Air/oil cooled 411cc single overhead can, single cylinder.
• 2024: Pricing for 450 expected, older model goes off sale.

Owners' reviews for the ENFIELD HIMALAYAN (2024 - on)

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2021 Royal Enfield Himalayan review: Intro to adventure

Royal Enfield's tall-roader makes an excellent first bike for both on- and off-road adventure. It's so good it may be your last bike, too.

What's old is new again in the world of motorcycling. Sport classics like the Ducati Scrambler and BMW R NineT are bridging the retro divide with modern features at accessible prices. But when it comes to mixing heritage with value, Royal Enfield is the one wearing the crown.

The brand built its first motorcycle back in 1901 and while it has certainly seen some significant changes since then -- not the least of them being a shift to Indian ownership and production -- all that really matters in a bike is how well it fares in the modern world.

2021 Royal Enfield Himalayan brings big value to adventure

And that brings me to the Himalayan, a motorcycle very thoroughly designed for just about everything you're likely to throw at it on an average day. And then some. Though it shares a few styling cues with the Continental GT (not that  Continental GT ), the Himalayan is very much its own thing, not even carrying the company's ubiquitous 500-cc, single-cylinder engine.

Instead it's a 411-cc single making a whopping 24.5 horsepower. Yes, twenty-four point five. You know it's not going to be a particularly roaring ride when there's a decimal point in the power column. That fractional lump is paired with a five-speed transmission. These basic numbers help keep the price astoundingly low: $4,999. That's little more than half the cost of the cheapest Ducati Scrambler, and while the Duc has twice the power and choicer trimmings, it doesn't have anywhere near the same kind of adventure chops as this little Enfield.

The Himalayan's suspension boasts 7.9 inches of travel up front, keeping a 21-inch, 90 section-width tire on the ground. Dual-channel, switchable ABS comes standard in 2021, as does a tall windscreen that's sort of adjustable (by about a quarter inch). A skinny skidplate sits below the motor while some beefy brushguards surround the tank. That pipework and the exposed frame are festooned with plenty of mounting points for all the lights, boxes and other adventure-minded accessories you could ever want.

That said, I'd advise not saddling this thing with too much stuff. I did mention that 24.5 horsepower figure, right? That's less than my wife's 16-year-old, 250-cc Kawasaki Ninja makes, though the Himalayan's 23.6 pound-feet of torque is about 50% higher. And, if you had to choose between the two figures for off-road duties, you'd of course take the torque.

Keeping that in mind, my first impression is that the 31.5-inch seat height makes this an unusually accessible adventure bike. That's about 3 inches lower than the standard seat height on BMW's F 850 GS Adventure, for example, despite the Himalayan only coming up 1.2 inches short on front suspension travel. Meanwhile, its 8.6 inches of ground clearance is 1.4 short of the Beamer.

Generous crash protection means you should definitely send it.

And I'd say that the reality of the standover is even lower, because the Himalayan has an unbelievably plush seat. This means you'll not only be more stable flat-footing it at traffic lights, you'll be more comfortable motoring between them. But the real reason for that padding is a little more... mechanical. The Himalayan's motor vibrates just as much as you'd expect it to, mirrors quickly turning into a blur as you gain revs. That seat, and some similarly well-padded pegs, ensure your contact points are well-isolated.

You only really feel the vibes if you squeeze the tank with your knees. The solution is, of course, to not do that. I quickly learned the Himalayan is best enjoyed with relaxed everything, knees hanging in the breeze, cruising through corners rather than attacking. That's needed on asphalt thanks to the incredibly soft, nonadjustable suspension. That, combined with the dual-sport nature of the Pirelli MT60 tires, does leave the bike occasionally feeling a bit vague, though never uncertain. It dives into and glides through smooth corners at a reasonable pace, then effortlessly absorbs the worst potholes you can find afterward.

After just a few miles of aiming for every asphalt imperfection, I stopped standing on the pegs and just let the suspension do its thing, further turning this into a relaxing, comfortable ride. You sit bolt upright on the Himalayan, reasonably well sheltered from the wind and knees at a comfortable extension. That soft seat will create some circulation issues after long enough, but the high bars make standing on the pegs easy, so a little extra bloodflow is easy to get. Big miles won't be an issue. And, since I managed 64mpg despite some aggressive use of the throttle, with a four-gallon tank you won't need to stop too often.

When the asphalt ends, the Himalayan really comes into its element. The blue-and-white Enfield is a lovely companion on heavily rutted logging roads. Its light weight means I can throw it around a little more than I would have with something like a monster GS, while its skinny tires easily find purchase, cutting through loose gravel to the harder stuff beneath.

What about the power? I definitely have to make use of that five-speed box more than I might on a more powerful bike, dropping a gear or two before most hills, so thankfully it shifts cleanly and confidently. Sure, more power would be nice, but there's joy to be found in wringing the neck of a bike yet still feeling totally in control. I'll also say that I never found myself wishing for traction control.

Good looks and performance at a great price.

I would, however, like better brakes. The single, 300-millimeter front disc squeezed by a two-piston caliper brings me stationary a few feet later than I'd like; I even rolled past a stop sign at one point. Leaning more heavily on the (revised for 2021) rear brake than I typically would helps some, and the stoppers never lacked power on the dirt, but on the road I quickly switch from two fingers to four on the brake lever.

And what about the all-important aesthetics? Bikes with heritage have to look good, too, and I'm in love with the Himalayan's new cerulean and white tank and its purposeful shape. The high front and rear fenders, the wire wheels, the minimal badging, it all works. It's a bike you'll definitely take a few extra moments to admire -- though I will advise potential buyers not admiring too closely. The switchgear and other components aren't exactly top-shelf stuff.

But then what the heck do you expect for $4,999? All my minor complaints about the Royal Enfield Himalayan are instantly erased when cost is factored into the equation. This thing is cheap enough to buy and easy enough to ride that it would be an amazing first bike for anyone who has their mind on adventure. More importantly, it's good enough that you may never want to upgrade.

Royal Enfield Himalayan Review

Welcome to the Adventure Motorcycle Traveller Reviews. Here’s a 30,000-mile review of the Royal Enfield Himalayan by round-the-world motorcycle traveller Jack Groves.  

By Jack Groves

British round-the-world motorcycle traveller

• Bike: 2018 Royal Enfield Himalayan 
• Purchased for: £3,000 (eBay)
• Miles covered: 31,000+
• Years owned: since May 31 2019  

Royal Enfield Himalayan specs

• Engine:  Single-cylinder, air-cooled, 411cc, FI
• Power:  24 bhp
• Torque:  23.6 ft-lbs
• Kerb weight:  190kg
• Seat height:  80cm
• Tank capacity:  15 L
• Tyres: 21 and 17
• Front suspension:  Telescopic forks, 41mm, 200mm travel
• Rear suspension:  Monoshock, 180mm travel

Why this bike?

First off, due to age, I am an A2 licence holder so that restricted my options from the traditional ‘big’ ADV bikes to the mid-capacity segment. Having said that, on the pretty meagre budget I was on from savings and student loan leftovers, anything much bigger with a reasonable mileage would have been unfeasible anyway. I remember heading to London for the massive MCN Bike Show in 2017 and seeing the Himalayan for the first time on the new Royal Enfield stand. It immediately struck a chord with me for its rugged, no-nonsense aesthetic and accessible nature for a relative rookie like me harbouring aspirations to ride around the world. I followed its UK launch the next year with great interest and returned to MCN in research mode, weighing the Himalayan up against the Honda CB500X and the BMW 310GS.

Despite the higher horsepower and clever computers of the other two, for some reason I kept coming back to the Enfield stand. Sitting in the cockpit of the plucky Himalayan as the show was closing down, jerry cans fixed to the front and pannier racks on the back, I visualised myself scrambling along the rocky tracks of the Pamir Highway to a remote camp spot under the stars. I knew in that very moment that I had found my RTW companion.

My final year of university flew by and when I returned to MCN for the third time running in February 2019, I still had no bike for a trip that was supposed to begin just a few months later. No wonder both friends and family thought it was just a pipe dream that would never actually bear fruit! Then, on the evening of Friday 24 th May, as I was packing for a military survival course down in Cornwall, I thought I would have a quick look on eBay on the off chance that something was in the vicinity…

Quite incredibly, the first post I saw was for a black Himalayan in Newquay with six thousand miles on the clock for only three grand! Given we would be based just 20 minutes away at a nearby airfield, it was a ridiculous coincidence and a fateful stroke of luck. I went round to view the bike that Sunday and picked it up after the course a week later to drive it the 500km back to my house near London. I arrived after midnight grinning from ear to ear at how much fun the Himalayan was on England’s curvy country backroads. Just over a month later, on July 11 th , I left those hallowed shores and the rest, as they say, is history!

Modifications

Nothing major really. I fitted a series of minor parts from a small UK company called Enfield Accessories such as Rotopax jerry can brackets, GPS mount, master cylinder guard etc. Stock Enfield panniers, ventilated seat cover and handguards, meanwhile, came from the excellent CooperB team in Northamptonshire. This setup took me all the way to Bangkok, Thailand where I added a headlight grill, oil cooler guard and side stand foot extender from SRC Moto.

Several thousand miles, one ocean, and five countries later, I find myself in Cusco, Peru where I have been stuck since March because of a certain virus that has been going around. I have used the forced immobilisation to get a few upgrades sent out from the US and UK. 

These include: a NightEye LED headlight, K&N performance air filter, Powerbronze short screen, DiD performance chain, Acerbis handguards, DoubleTake ADV mirrors, upgraded gear lever and a series of extra protective parts from SRC Moto USA. If I ever get back to blighty, my plan is to turn it into a pure dirt scrambler so standby for upgraded suspension, switchable ABS and proper knobblies!

Reliability

On the whole, for a three grand bike, it has been excellent. To date, I have had zero issues with the engine, clutch or gearbox which are often the reasons for massive delays waiting for complicated parts to be shipped to the likes of rural Tajikistan on a round-the-world trip! It has always started when I have needed it to, from the scorching deserts of Turkmenistan to the freezing plains of Patagonia, the Himalayan has always been raring to go.

That is not to say that I have got off scot-free, however, no one ever does, regardless of bike! After an incident in Kyrgyzstan where I went into the back of some moron who was driving with broken brake lights, the frame was clearly weakened at the headstock. 

A few thousand kilometres of dirt and road riding later, and I find myself four thousand metres up on a freezing morning in Tibet. I clearly remember hitting a fairly sizeable bump in the road and immediately feeling a radical change in feedback from the front forks. After pulling over to check I hadn’t bust the inner tube, I rode gingerly for a further twenty kilometres before glancing down and, to my astonishment, noticing a finger sized crack in the frame that very nearly severed the headstock. 

Fortunately, the Himalayan has two such joints so it would not have been completely game over even if it had gone all the way through. I rode the rest of that 400+ km day at 30kph on a bike that effectively had a half broken neck! After convincing a mechanic in our remote Tibetan village stop to have a crack at patching it up, I nursed the bike a further 600km to the Nepalese border before the world’s ugliest weld unsurprisingly gave way again. I spent the evening brainstorming solutions, including crossing the border to Enfield’s Kathmandu dealership for repairs, thus foregoing the rest of China and the considerable money I had already spent on guide costs! Finally, and quite reluctantly, I accepted the help of a team of locals to manually lift the 200kg+ steed in the dead of night onto the back of a truck bound for the Tibetan capital of Lhasa. Once there, we found someone to do a proper repair job, including welding on a series of metal bracing brackets.

Around the same time, the genuinely impressive team at Enfield communicated to me that, given this was the first such problem ever encountered on a BS4 model, if I made my way to either Hanoi in Vietnam or Chiang Mai in Thailand, they would cover all necessary servicing and repairs. A month later, I pulled into Enfield Chiang Mai and, true to their word, they replaced the frame and several other parts such as the chain and filters completely free of charge. Since then, I have had no major issues at all.

Clearly, on a RTW trip, you do not have the luxury of sticking exactly to handbook service intervals. There will be continental sized gaps in your dealer support network. Having said that, I managed to get an oil and filter change in fairly often. Dubrovnik in Croatia was my first stop, followed by Enfield Istanbul , then Tbilisi in Georgia , Osh in Kyrgyzstan , Lhasa in Tibet, Enfield Chiang Mai and Bangkok in Thailand , Enfield Perth and Sydney in Australia, Enfield Bariloche and Tucuman in Argentina and, most recently, a local mechanic in Cusco, Peru. The Himalayan runs on 15W50 4-stroke oil which is pretty easy to source so long as you bring some spare filters, inner tubes and cables, you’ll make it round the world without too much hassle!

Maintenance and parts

Is it easy to get spare parts on the road? Short answer: YES – apart from China. One of the great things about the Himalayan is the lack of fairings and bodywork that normally cover up the working parts of a motorcycle. It is a simple, no-nonsense machine that simply keeps on going. A two-wheeled Land Rover Defender if you will. Any mechanic in the world can sit down next to a Himalayan and see exactly what he/she is dealing with. That’s if you even need a mechanic – all the basic maintenance functions are super easy to do yourself.

Long distance comfort

I am bang on six foot and regularly do 400+km days without any issues. Clearly, everyone has different comfort expectations and tolerances so it is very subjective but, on the whole, it is a comfortable bike on and off road. Perhaps the only exception to this would be long stretches of flat, windy roads such as in China, Australia or Argentina where you would love another cylinder and less vibrations! If you are looking for a Europe motorway tourer then look elsewhere (although who the hell wants to motorway tour!?), but if you are looking for a plucky machine that is a riot off-road and is perfectly at home on winding B-roads, this is the bike.

Good and Bad

What's good.

Smooth clutch and excellent gearbox. Torque in the right places for those tricky steep dirt sections on loose terrain. Weight and seat height give you the confidence and ability to throw it around a bit off-road. Fuel consumption is excellent and I regularly hit 400km/250m of range on a single tank. Value for money is without parallel. Parts are cheap and extremely easy to source whilst servicing costs are low. Always gets more looks and interest than the generic ADV bikes that everyone has seen before.

What's not?

24bph is a right laugh if dirt-laning all day but the lack of power from the single cylinder becomes more noticeable during long hours on straight roads. In addition, whilst the overall build quality is vastly improved from the Enfields of old due to the input from UK-based Harris Performance, some of the components still lag behind that of their better known (and significantly more expensive) rivals.

Improvements?

Unsurprisingly, I would love to see Enfield release an upgraded Himalayan based on the massively successful 650 Twin platform. Double the horsepower and improve the quality in some minor areas as well as releasing it with a full catalogue of tasty aftermarket parts: chain, filters, suspension, luggage etc. Keep the cost a few grand below their competitors and I reckon they would dominate the mid-weight ADV segment. From the sounds of it, there are a lot of projects in the pipeline and, with new factories recently opening in Argentina and Thailand, exciting times most certainly lie ahead!

In my opinion, a new Royal Enfield Himalayan is the best value round-the-world capable motorcycle on the market today. You don’t even have to take my slightly biased word for it – simply look at how the big brands are reacting to this hugely popular mid-weight upstart with their own models. They are realising that a lot of people out there have neither the money, the need, nor the desire to own a half-ton house on two wheels. Making adventure accessible to more people is perhaps the Himalayan’s most important legacy, even more than the complete revitalisation of the Enfield brand. Long may it continue.

About the author

Jack Groves

Jack is a 22-year-old Brit riding his Royal Enfield Himalayan around the world and hoping to break the world record for being the youngest person to do so. His trip has taken him through Europe, Central and Southeast Asia and Australia before flying on to South America where he’s now stuck due to Coronavirus. 

Follow his awesome adventures on Instagram:  Britonabike

Read more about his trip (and how he caught Covid) here: Trapped by Coronavirus

Read more on adventure motorcycle reviews

Thanks for checking out this Royal Enfield Himalayan Motorcycle Review. We hope you enjoyed it! Here’s a few more articles on motorcycle reviews that we recommend you read next. 

• Adventure Motorcycle Guides
• Adventure Bike Reviews
• How to Choose an Adventure Bike for Travelling
• How to Pack for a Round the World Trip

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Are you planning a motorcycle trip, interested in the Royal Enfield Himalayan or have any questions? Let us know in the comments below. 

13 thoughts on “royal enfield himalayan review”.

Hi ,my bro’s just bought a Himalayan and I’m gonna give it go over weekend, both of us are Harley/cruiser riders me 70 and him not far behind !with time on our hands ( no were gonna find some time )😎.enjoyed this review very much and found it really helpful on which bike to choose as we both stated our biker lives aged early teens off roading BSA and others , Looking foward to reading more, kind regards Pete.

Hi Pete, thanks for your comment! That’s brilliant, congrats to your brother for buying one! Be interesting to know what you both think of it especially as you come from a Harley/cruiser background… what made you switch? It’s a great bike for what it is. I rode one on the press launch in India for two weeks when it first came out years ago and was pretty impressed with how easy to ride it was. It’s so manageable but with enough tractable power to be really fun when you need it to be. Sure, it’s not going to win any races and won’t blow your socks off, but it’s not designed to and in a way that makes it even more fun because you can really get on that throttle and get the most out of it. Glad you enjoyed the review and looking forward to hearing your thoughts on the bike! Cheers, Andy

I’m not switching from our Harleys ,wife and I both love riding them and will continue while able to cope with weight 🤣😂 she rides a sporty n I ride dyna.I just been looking for an adventure bike also to get back to my British designed bike background (ignoring all the oh well RE isnt made here ,no is Harley made in USA anymore nonsense ) So I’ve been looking at BMW , Yamaha etc midweights some thing around /under 200kg even bought a 2016 sportster to convert to on/offroad but still to heavey ! If you drop it you’ve gotta be able to pick it up 😃 so yes Himalayan is prob cheapest but after looking and now trying my bro’s E4 and looking at what you get for your cash ,its a great clean no frills build things like braided lines always a good sign ,I’m impressed by how smooth it rides very responsive at steering end ,haven’t been off road yet as it’s my bro’s and hes only had it a week ! The only downside is seat ht as my wife a keen biker is o ly 5ft 4″, and cant get her feet on ground and loves the bike but miffed it may not work for her (Any ideas on lowering )? So lm off in week to most likely buy myself a Himalayan 😍, I’ll let you know how I get on .

Hi Pete, Ah that’s interesting! Great that you’re going to have both a cruiser AND an adventure bike! 😀 Haha yeah that’s right, if you drop it you’ve got to get it back up again! Very true. Yeah, I agree, no frills, easy peasy to ride, light and no fuss. Makes for a great adventure and travel bike. There must be a common way of lowering the Himalayan, and i’d assume there are lowering link kits out there for it – and dropping the front forks at the same time. I’ve not lowered one before but i’m sure the dealership you’ll get it from will have some ideas. Looking forward to hearing how you get on, Cheers! Andy

mad or nomad what country are you in now? I have been looking at a few slightlt used RE himalayans here in Texas and your trip inspires me to buy this moto. I’ve owned several adv bikes and right now own a 2020 vstrom 650, great bike but too top heavy to really take up to the mountains. Keep posting look forward to hearing more on your quest. Safe travels Bal

Hi Bal, The author of this article is Jack Groves, you can find his Insta and socials listed in the about the author section above. We (Mad or Nomad) aren’t on Himalayans 🙂 Good to hear you’re considering getting one though, fun bikes! Cheers! Andy

My bad, thanks for pointing that out. The motorcycle choice for your terrain, age, ability/height and pocketbook is a continuous everchanging journey. Great article. Bal

Nice write up. I’m mainly a dirt bike guy and I’ve been messing around with the idea of building a DRZ400 into a light adventure bike, but the Himalayan looks better every time I read about it. Thinking I might scrap the DRZ idea and just go with the Himalayan.

Hi Ken, thanks for your comment, glad you liked the review! Interesting idea on the DRZ – have you checked out Heather’s Suzuki DRZ400S Review on our site? Heather covered 40,000 miles of travel on hers and has some really good info on what it’s like as an adventure bike. Might help with your decision making. Either way, let us know what you choose and how you get on! Cheers, Andy

I saw her review, that’s what got me thinking about the DRZ instead of the Himalayan. I just picked up a low mileage 2005 to work on over the winter.

Hi Ken, ah great, glad you already saw it. Oh that’s brilliant! Sounds like a pretty good winter project! Cheers and good luck! Andy

the last month has been a real eye opener for me. A long time friend and great mechanic came up my drive riding a new RC Himalayan. I was impressed right away. I have a BMW R1100rs. A great touring machine, but heavy and not used much anymore. I am a dirt rider at heart. Since then, I found a dealer in town, and, I am sold after studying up on this hidden jewel. As soon as I can sell the Beemer, I will be astride one of these “pack horses”. I appreciate the fine articles all have written on this machine. (now ,how can I carry my guitar on this thing?) John LaFollette, Columbus Ohio

Hey John! Well that will be quite a change from an 1100 to a 400! But if you’re a dirt rider at heart, then i’m sure you’ll appreciate the lower weight! Do let us know how you get on with the RE once you get it, would be great to hear your thoughts on it. (And send a pic on how you get that guitar strapped down haha!) Cheers, Andy

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2021 Royal Enfield Himalayan

A budget-conscious dual sport built in India.

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2021 Royal Enfield Himalayan review, test ride

The Himalayan gets a small collection of updates for 2021.

Published on Feb 12, 2021 04:00:00 PM

63,758 Views

Royal Enfield's first launch for 2021 comes in the form of an updated Himalayan. The changes are largely based around comfort, practicality and convenience, and the bike remains untouched in terms of the engine and chassis. 

2021 Royal Enfield Himalayan: design  

The overall design is the same, but there are a couple of details that have changed. First, Royal Enfield has added its Tripper navigation screen onto the Himalayan's quirky digi-analogue instrument console. The Tripper screen is just like the one that debuted in the Meteor 350 – it's a small, circular colour display that reads out navigation directions. The Tripper display works via Bluetooth and requires your phone to be connected to the Royal Enfield app. As with the Meteor, there are no phone notifications displayed on this screen, but it makes sense for a bike that's made for travel.

With the addition of the Tripper screen, Royal Enfield had to change the earlier windscreen to fit around the new display. The new windscreen is not only wider, but a little taller as well. It provides decent wind protection, but not too much – a good thing in our climate. The screen is lightly tinted, but it's easy to see through and there was no noticeable helmet-buffet, even at early triple-digit speeds. 

Another change is that Royal Enfield has re-profiled the metal frame that runs alongside the fuel tank and it no longer fouls with the knees – a common complaint for tall riders. Further back, the company has used a new foam for the seats; the seat height remains very approachable, at 800mm. And finally, the rear rack has been made slightly shorter and it now gets a metal plate on top that should enable more secure loading of luggage.

Overall fit and finish is good, for the most part, but a closer examination will reveal the odd, shoddy weld here and there, and the finish on the inner side of the exhaust could have been nicer as well. The 2021 update brings in three new colours, which includes the Mirage Silver you see here, a very nice shade of green that Royal Enfield calls Pine Green, and a Granite Black option. The Himalayan now also comes under Royal Enfield's ‘Make It Yours’ custom programme, allowing you to select from a host of accessories. 

2021 Royal Enfield Himalayan: performance, ride and handling  

Nothing has changed mechanically from the BS6 Himalayan that we rode a year ago , and that includes the 411cc, two-valve air-cooled motor that makes 24hp and 32Nm. The Himalayan continues to be very smooth and refined at most points, and it's only near the 7,500-odd RPM redline that you'll feel some vibrations. The motor cruises beautifully at 80kph, and 100kph is quite relaxed as well. The bike will surge up to 120kph if you keep it pinned, but anything above that is a struggle.

In the city, the engine won't mind you holding higher gears at low speeds, but the motor feels flat below 2,000rpm – it only accelerates with earnestness when the rev counter crosses that point. Within city limits, there's a fair amount of heat to be felt under the seat area, but it's not too bad. 

The chassis is the same as well, and that means you get the same, slightly firm, but very absorptive ride comfort that shakes off even the worst potholes. Cruising stability is good, but triple-digit speeds on bumpy roads can create a mildly skittish feel that you do need to get used to. As before, the brakes are a clear improvement over the BS4 version, but still feel dull, and the front lever needs a strong pull for quick braking. There's dual-channel ABS and the rear can be deactivated by long-pressing a small button on the dash, but this button was quite fiddly and sometimes it just wouldn't work.

On road, the Himalayan handles well, despite its 21-inch front wheel and on-off tyres from Ceat. Take it off road, and the Himalayan is a sweet and  encouraging bike that you'll find quite easy, thanks to its low seat and gentle engine responses. However, with long travel suspension and 220mm of ground clearance, you'll eventually push it to the point where you wish the bike had more power and weighed less than its current 199kg.

2021 Royal Enfield Himalayan: should you buy one?  

Royal Enfield has priced the 2021 Himalayan at Rs 2.01 lakh ex-showroom, which is a ten thousand rupee hike over the old bike. That sounds like more than the sum of the changes made, and it appears that Royal Enfield is using the opportunity to make a price correction. Nevertheless, the Himalayan is a likeable and charming motorcycle, that has far more to offer than its spec sheet would have you believe. At this price, there's nothing else like it.

Royal Enfield Himalayan

₹ 2.28 lakh * on road price (New Delhi)

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Royal Enfield Himalayan 450

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Royal Enfield Himalayan 450 Price

Royal enfield himalayan 450 summary.

The new Royal Enfield Himalayan 450 is the successor to the 411cc iteration of the motorcycle. It’s not an updated offering but a brand-new motorcycle that has been developed from the ground up. The new chassis, modern engine, and contemporary features now make it a more worthy contender to the likes of the KTM 390 Adventure and Triumph Scrambler 400 X.

While the bike retains a silhouette similar to the previous model, it looks sleeker and more athletic. Also, the new colour options lend it a fresh visual appeal. The new colour options include Kaza Brown, Slate Himalayan Salt, Slate Poppy Blue, Hanle Black and Kamet White.

Underneath the new bodywork is an all-new 450cc engine. This is the first engine from Royal Enfield with liquid cooling and offers 40bhp and 40Nm. It comes mated to a six-speed gearbox with an assist and slipper clutch as standard. Other features include a colour TFT screen with Google Maps and Bluetooth connectivity. Moreover, it also gets switchable ABS and ride-by-wire throttle.

The Himalayan 450 weighs 196kg; a few kgs lighter than the 411 while the fuel tank capacity is increased to 17 litres. Talking about dimensions, the standard seat height of this ADV is 825mm but it can be decreased and increased significantly. Further, the ground clearance and wheelbase stand at 230mm and 1,510mm, respectively. As for the cycle parts, the Himalayan 450 rides on a 21-17-inch spoke wheel combination that is suspended Showa USD forks and a monoshock while braking is handled by a single disc at both ends.

Royal Enfield Himalayan 450 Review

Good things.

• Gets 452cc liquid-cooled engine
• Known for its off-road capabilities
• Comes with great ground clearance

Could be Better

• Not exciting colours
• Misses out on tubeless spoke wheels as standard

Royal Enfield Himalayan 450 Expert Opinion

Introduction.

Royal Enfield brought the affordable adventure touring motorcycle – the Himalayan 411 – in India in 2016. Since then, the fraternity has exploded and thousands of riders have traversed the country on this bike. However, a year later, in 2017, is when the company decided to start working on a newer Himalayan – the Himalayan 450. This motorcycle boasts several firsts for Royal Enfield. 

The Visuals

Royal Enfield always likes to keep things simple when it comes to the overall styling of their motorcycles. With the new Himalayan, the brand has stuck to the rugged and versatile roots of the Himalayas. The design approach is unique, but it still borrows some cues from the 411, like the circular headlamp and the metal frame connecting the fuel tank to the headlamp unit. 

The fascia has the most rugged touch – thanks to the presence of the 21-inch front wheel and a long beak. While the windscreen is average-sized, it still adds decent mass to the motorcycle. I spent much time appreciating the side profile of the bike. The giant fuel tank, exposed chassis tubes, compact exhaust, and the spoke wheels give a sense of largeness to the motorcycle. The rear of the Himalayan 452 has Hunter 350-design inspiration and it gets turn indicators with integrated brake lights.   

The Package

The Himalayan 452 is the most modern motorcycle in Royal Enfield's line-up today, and that's because there are many modern equipments that have gone into making this ADV tourer long-distance-friendly. The highlight of this section is the 4-inch circular instrument cluster, which is a colour TFT. This console has been designed keeping long-distance and city riding in mind. Other than showing the usual ride details it also shows navigation, ambient temperature, and riding modes. Interestingly, this cluster can also show information in both analogue and digital format by pressing the mode button on the switch gear. All these selections must be done using a toggle and home buttons placed on the left side of the switchgear.  

A total of four riding modes have been provided on the bike – Eco with ABS on, Eco with ABS off, Performance with ABS on, and Performance with ABS off. As the name suggests, Eco mode drops performance to provide accessible performance and better fuel efficiency, whereas Performance mode gives out all the 40bhp of power available. The ‘ABS off’ refers to the locking of the rear wheel and the enabling of some action-packed slides. 

Besides these features, the Himalayan 452 gets ride-by-wire, hazard lights, adjustable seats, Type-C, and non-adjustable Showa front forks. Sadly, the knuckle guards don't come as standard, which is, to be honest, a poor call by Royal Enfield.  

The Himalayan 450 gets a brand new 452cc, single-cylinder, liquid-cooled engine. This motor makes 40bhp at 8,000rpm and 40Nm at 5,500rpm. However, it could only produce around 28-29bhp due to the high altitude of the testing grounds. As a result of this, there were some performance limitations. The engine feels and sounds relatively smooth. Unlike the Himalayan 411, it doesn't have the crudeness, and the overall NVH is well under control.         

Regarding the overall performance, the Himalayan 452 lacked that low-end performance character of the 411. Till 2,500rpm, the motorcycle feels a bit boring, but the Royal Enfield team assured us that the drop in performance is due to the altitude. At sea level, there's a strong torque surge post 1,500rpm. I barely used Eco mode because the performance is hugely subtle in the first four gears – suited only for city roads.

 But Performance mode allowed me to do some good speeds –I was riding above 100kmph mostly, and to be honest, even at 120kmph, the Himalayan felt at home. The vibes are minimal, the overall comfort is at a reasonable level, and the motorcycle feels solid and smooth. I think 120kmph could be the bike's comfortable touring speed on Indian highways but we can confirm this only when we test it in Mumbai. 

The Himalayan 411 has always been known to be extremely good off-road, but this time around, the new model performs exceedingly well on the road as well. The roads of the Himalayas allowed me to push this bike to its limits, and every single time, it put a big smile on my face. Even with that 21-inch front wheel, the bike went effortlessly through some of the fastest corners I've ever been on. The overall balance of the motorcycle is on point, bringing in a sense of confidence and stability. With these aspects in place, the new Himalayan 452 was scraping pegs – something I have never done on an ADV. A lot of the credit also goes to those new CEAT Gripp tyres. Even with a single-digit ambient temperature, the tyres were grippy and could let the rider push the bike a bit more. The routes closer to Atal Tunnel had a lot of bumpy corners, but the suspension was tuned so well that I could take these corners at high speeds. Some mid-corner changes were made, and the motorcycle performed with utmost confidence each time. 

When it comes to off-roading, the Himalayan 452 has impressive specs. The ground clearance stands at 230mm and the front and rear forks have a travel of 200mm. There's a 21-inch front wheel with an option to choose a tubeless spoke (once approved) and a 17-inch at the back. All these aspects have made this ADV a serious off-roader. Be it small rocks or medium-sized boulders – the Himalayan crossed all of it quickly. In fact, the motorcycle is so well-engineered that even with hours of serious off-roading, it didn't do any unnecessary drama or feel unsettled. 

The switchable ABS at the back gave me total control on off-road sections.  I feel the brakes on the Himalayan needed a bit more work – both at the front and back. While there was minimal feel on the front while braking at high speeds, the rear brake lever had very little play. This resulted in unnecessary braking power at the rear. Plus, while riding using Enduro boots, the lack of decent play made me always hit the brakes unknowingly. 

Should I buy one?

After testing it for almost 350km, it is clear that the new Royal Enfield Himalayan 450 has the potential to redefine the segment once again. This ADV checks all the right boxes. Firstly, it looks like a big bike, which ups the aspirational value. Then, there are the feature aspects – the TFT screen, Google maps, riding modes, and access to many body kits – that have made the motorcycle much more modern. The 450cc engine churns out good performance – on and off-road. Plus, on the highways, the Himalayan does 120kmph easily – something all of us have been waiting for from the Himalayan 411. The bike is agile on corners, can lean in quite a bit, and also adapts to quick direction change. Further, the off-road performance is awe-inspiring as it can take ruthless beatings. But a few things like the lack of knuckle guards, bite on the levers, and the absence of tubeless spoke wheels at the time of launch take some points away from this Royal Enfield. If Royal Enfield manages to price the new Himalayan below or around Rs. 3 lakh, on-road, this bike will make the most significant impact the Indian travel motorcycling segment has ever seen.   

Photography by Kapil Angane

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Royal Enfield Himalayan 450 Colours

Royal Enfield Himalayan 450 is available in the following colours in India.

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Royal Enfield Himalayan 450 mileage

The average of the Himalayan 450 is 30 kmpl , as per the owners of the bike.

Himalayan 450 Specifications & Features

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Specifications

Power & Performance

• Displacement 452 cc
• Max Power 39.47 bhp @ 8000 rpm
• Max Torque 40 Nm @ 5500 rpm
• Mileage - Owner Reported 30 kmpl
• Riding Range 510 Km
• Top Speed 135 Kmph
• Riding Modes Yes
• Transmission 6 Speed Manual
• Transmission Type Chain Drive
• Gear Shifting Pattern 1 Down 5 Up
• Cylinders 1
• Stroke 81.5 mm
• Valves Per Cylinder 4
• Compression Ratio 11.5:1
• Ignition CDI
• Spark Plugs 1 Per Cylinder
• Cooling System Liquid Cooled
• Clutch Assist And Slipper Clutch
• Fuel Delivery System Fuel Injection
• Fuel Tank Capacity 17 litres
• Reserve Fuel Capacity 3.4 litres
• Emission Standard BS6 Phase 2
• Fuel Type Petrol

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Brakes, Wheels & Suspension

• Front Suspension Upside Down Fork, 43mm
• Rear Suspension Linkage Type Monoshock
• Braking System Dual Channel ABS
• Front Brake Type Disc
• Front Brake Size 320 mm
• Caliper - Front 2 Piston
• Rear Brake Type Disc
• Rear Brake Size 270 mm
• Caliper - Rear 1 Piston
• Wheel Type Spoke
• Front Wheel Size 21 inch
• Rear Wheel Size 17 inch
• Front Tyre Size 90/90 - 21
• Rear Tyre Size 140/80 - R17
• Tyre Type Tubeless
• Radial Tyres Yes
• Front Tyre Pressure (Rider) 32 psi
• Rear Tyre Pressure (Rider) 32 psi
• Front Tyre Pressure (Rider & Pillion) 32 psi
• Rear Tyre Pressure (Rider & Pillion) 32 psi

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Dimensions & Chassis

• Kerb Weight 196 kg
• Seat Height 825 mm
• Ground Clearance 230 mm
• Overall Length 2245 mm
• Overall Width 852 mm
• Overall Height 1316 mm
• Wheelbase 1510 mm
• Chassis Type Steel, Twin Spar Tubular Frame

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Manufacturer Warranty

• Standard Warranty 3 Year
• Standard Warranty 30000 Km

Service & Maintenance Schedule

• 1st Service 500 Kms/45 Days
• 2nd Service 5000 Kms/180 Days
• 3rd Service 10000 Kms/365 Days
• 4th Service 15000 Kms/545 Days
• Touch Screen Display No
• Instrument Console Digital
• Odometer Digital
• Speedometer Digital
• Fuel Guage Yes
• Digital Fuel Guage Yes
• Hazard Warning Indicator Yes
• Average Speed Indicator Yes
• OTA Updates Not Available
• Call/SMS Alerts Yes
• Geo Fencing No
• Distance to Empty Indicator Yes
• Tachometer Digital
• Stand Alarm Yes
• No. of Tripmeters 2
• Tripmeter Type Digital
• Gear Indicator Yes
• Low Fuel Indicator Yes
• Low Oil Indicator -
• Low Battery Indicator Yes
• Service Reminder Indicator Yes
• Battery 12V, 8Ah
• Front Storage Box No
• Under Seat Storage No
• Mobile App Connectivity Yes
• DRLs (Daytime Running Lights) Yes
• AHO (Automatic Headlight On) -
• Shift Light Yes
• Headlight Type LED
• Brake/Tail Light LED
• Turn Signal LED
• Pass Light Yes
• GPS & Navigation Yes
• USB Charging Port Yes
• Riding Modes Switch Yes
• Traction Control No
• Cruise Control Not Available
• Hazard Warning Switch Yes
• Start Type Electric Start
• Killswitch Yes
• Stepped Seat Yes
• Pillion Backrest No
• Pillion Grabrail Yes
• Pillion Seat Yes
• Pillion Footrest Yes
• Front Suspension Preload Adjuster -
• Rear Suspension Preload Adjuster Yes
• Additional Features 4 Inch Round TFT Display, Ride by Wire System

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Himalayan 450 Price in India

Royal Enfield Himalayan 450 User Reviews

Visual Appeal

Reliability

Service Experience

Value for Money

RE HIMALAYAN

The buying experience of the Royal Enfield Himalayan is generally positive. Customers often appreciate its rugged design, comfortable ergonomics, and its capability for both on-road and off-road adventures. However, as with any motorcycle, it's always a good idea to test ride it to see if it fits your riding style and preferences. Additionally, checking reviews and feedback from other Himalayan owners can give you a better idea of what to expect. The Royal Enfield Himalayan offers a unique riding experience, especially for adventure enthusiasts. Its comfortable upright riding position, long-travel suspension, and torquey engine make it well-suited for long rides and off-road adventures. Riders appreciate its stability on different terrains and its ability to handle rough roads with ease. However, some riders have reported issues with vibrations at higher speeds, but overall, it's a popular choice for those seeking adventure both on and off the road. **Looks:** The Royal Enfield Himalayan is known for its rugged and purposeful design, perfectly suited for adventure touring. Here are some key design features: 1. **Adventure Styling:** The Himalayan features a tall stance with a commanding presence, making it instantly recognizable as an adventure tourer. 2. **Windscreen:** A tall windscreen offers adequate wind protection for long rides while still providing good visibility. 3. **Luggage Racks:** Front and rear luggage racks provide ample space for mounting luggage for long journeys. 4. **High Ground Clearance:** With a ground clearance of 220 mm (8.66 inches), the Himalayan is capable of tackling rough terrain without scraping its underbelly. 5. **Comfortable Ergonomics:** The upright riding position, wide handlebars, and well-padded seats ensure comfort during long rides. **Performance:** The Royal Enfield Himalayan is designed to perform both on and off-road, with a focus on reliability and versatility. Here are its key performance features: 1. **Engine:** Powered by a 411 cc, air-cooled, single-cylinder engine, the Himalayan produces 24.3 bhp of power and 32 Nm of torque, providing ample low-end grunt for off-road adventures. 2. **Chassis:** It features a half-duplex split-cradle frame that provides excellent stability and handling both on and off-road. 3. **Suspension:** Long-travel suspension with 41 mm telescopic forks at the front and a monoshock with linkage at the rear ensures a comfortable ride over rough terrain. 4. **Brakes:** The Himalayan comes equipped with a 300 mm disc brake at the front and a 240 mm disc brake at the rear, providing ample stopping power. 5. **Off-Road Capability:** With its off-road focused design, long-travel suspension, and dual-purpose tires, the Himalayan is well-equipped to tackle a variety of terrain, from tarmac to gravel to dirt tracks. Overall, the Royal Enfield Himalayan offers a perfect balance of looks and performance, making it a popular choice among adventure enthusiasts. Service and maintenance of the Royal Enfield Himalayan are relatively straightforward, but it's essential to follow the manufacturer's recommended service schedule to ensure the bike's optimal performance and longevity. Here's what you can expect: **Service Intervals:** Royal Enfield typically recommends servicing the Himalayan at regular intervals, usually every 5,000 kilometers or six months, whichever comes earlier. **Routine Maintenance:** 1. **Oil Change:** Regular oil changes are crucial to keep the engine running smoothly. The recommended oil change interval is usually around 5,000 kilometers. 2. **Filter Replacement:** Air filter and oil filter should be inspected and replaced as per the service schedule to maintain engine performance. 3. **Chain Maintenance:** Regular cleaning, lubrication, and tension adjustment of the drive chain are necessary for smooth power transmission. 4. **Fluid Checks:** Regularly check brake fluid, coolant, and other fluid levels and top up as necessary. 5. **Tire Maintenance:** Regularly inspect tire pressure, tread depth, and general condition of the tires. Replace them when necessary for optimal safety and performance. **Authorized Service Centers:** Royal Enfield has an extensive network of authorized service centers across the country where trained technicians can service your Himalayan using genuine parts and accessories. **Cost of Maintenance:** The cost of maintenance for the Royal Enfield Himalayan is generally reasonable, with routine services and minor repairs being affordable. However, costs may vary depending on the specific service required and the labor charges at the service center. **Warranty:** Royal Enfield usually offers a standard warranty on the Himalayan, covering manufacturing defects for a certain period or mileage, whichever comes first. It's essential to adhere to the service schedule to keep the warranty valid. By following the recommended service schedule and conducting routine maintenance, you can ensure that your Royal Enfield Himalayan remains reliable and performs optimally for years to come. **Pros:** 1. **Versatile Adventure Bike:** Designed for both on-road and off-road adventures, the Himalayan offers versatility for various riding conditions. 2. **Rugged Design:** Its rugged and purposeful design, with high ground clearance, makes it ideal for tackling rough terrain. 3. **Comfortable Ergonomics:** Upright riding position, wide handlebars, and well-padded seats ensure comfort during long rides. 4. **Long-Travel Suspension:** Equipped with long-travel suspension, the Himalayan provides a comfortable ride over rough terrain. 5. **Reliable Engine:** The 411 cc, air-cooled, single-cylinder engine is known for its reliability and provides ample low-end torque. 6. **Affordable Pricing:** Compared to other adventure bikes in its class, the Himalayan is relatively affordable, making it accessible to a wide range of riders. 7. **Easy to Maintain:** Routine maintenance is straightforward, and Royal Enfield has an extensive service network across the country. **Cons:** 1. **Vibrations:** Some riders have reported vibrations, especially at higher speeds, which can affect long-distance comfort. 2. **Build Quality:** While improved over previous models, some riders feel that the overall build quality could be better, with occasional issues reported. 3. **Weight:** Weighing in at around 200 kg, the Himalayan is heavier than some of its competitors, which can be challenging for smaller riders or in off-road situations. 4. **Power:** While adequate for most riding situations, some riders may find the power output of the Himalayan to be lacking, especially during highway cruising or when carrying heavy loads. 5. **Braking:** Although equipped with disc brakes, some riders feel that the braking performance could be better, especially when riding off-road or in wet conditions. Overall, the Royal Enfield Himalayan offers an excellent balance of affordability, versatility, and adventure capability, making it a popular choice among adventure enthusiasts. However, it's essential to consider these pros and cons and test ride the bike to see if it meets your specific riding needs and preferences.

Rating Parameters

( out of 5 )

About the Reviewer

Used it for

10000-15000 kms

Got mileage of

Tips for other riders

If you're considering buying a Royal Enfield Himalayan or already own one, here are some maintenance tips to keep your bike running smoothly: 1. **Follow the Service Schedule:** Adhere to the manufacturer's recommended service schedule to ensure optimal performance and longevity of your Himalayan. 2. **Regular Oil Changes:** Change the engine oil and oil filter at the recommended intervals to keep the engine running smoothly. 3. **Chain Maintenance:** Clean, lubricate, and adjust the drive chain regularly to ensure smooth power transmission and to prolong chain and sprocket life. 4. **Check Tire Pressure:** Maintain the correct tire pressure as per the manufacturer's recommendations to ensure safety and optimal tire performance. 5. **Inspect Brakes:** Regularly check the brake pads, discs, and brake fluid level. Replace worn-out brake pads and discs as necessary for optimal braking performance. 6. **Inspect Electricals:** Check the headlights, tail lights, turn signals, and other electrical components regularly to ensure they are functioning correctly. 7. **Check Fluid Levels:** Regularly check and top up brake fluid, coolant, and other fluid levels as necessary. 8. **Inspect Suspension:** Check the suspension for leaks and damage, and ensure it is adjusted correctly for a comfortable ride. 9. **Keep It Clean:** Regularly wash your bike to prevent dirt and grime buildup, which can lead to corrosion and premature wear. 10. **Use Genuine Parts:** When replacing parts or accessories, always use genuine Royal Enfield parts to ensure compatibility and reliability. By following these maintenance tips, you can keep your Royal Enfield Himalayan in top condition and enjoy many miles of trouble-free riding.

Was this review helpful?

Wonderlaust

2 weeks ago

Ajay Choudhary

Its value for money and looks are awesome as well as performance but when you go on a long drive and sit with two people then not feel comfortable and face some problems. And it's my humble request to Royal Enfield to please fix this problem because when we buy it and think it will fill our all needs related to bikes and it does not fulfill our needs then feel some insecurities.

Daily Commute

> 15000 kms

Use tubeless tire for a long drive.

Monster Himalayan 💀

3 weeks ago

Mohammad Zaid Khan

I did not buy this bike because I do not have that much money right now to buy this bike but it will definitely come one day, it is my dream bike, and there is no need to tell you about its features. And yes one thing its comfort is very amazing and its sound is like a monster I like it I like this sound so I would like to say this, in my view, there is no better bike than this

Never owned

Bike for everything

Ishan Sharma

It's an overall powerful bike, I have ridden it in all sorts of places, roads, and terrain. It is a rugged and adventure-styled bike. In contrast to other RE bikes, it shows the fuel in the tank. Some key features include switchable abs, A tripper navigation pod, And an LCD display with turn-by-turn navigation. The thing I like about it more than other bikes is the weight management of the bike and its maneuverability.

6 months-1 yr

Replace every 40000 km / 6 years

This royal Enfield Himalayan 450 is a wonderful off-trails splendid beast, this particular bike comes with extraordinary torque and high ground clearance which is the center of attraction in the bike. Basically, this is only meant for no roads(off-roading) this can go up on all roads which is superb.

Occasional Commute

Follow the service guidelines and maintain your off-roading partner, it will never leave you dissatisfied with ur destination.

Unveiling the Royal Enfield Himalayan 450: A Journey of Rugged Elegance

5 weeks ago

When someone hears about the Himalayan, they automatically think of a tough motorcycle that can handle any terrain. The updated Himalayan 450 keeps this ruggedness but also brings in some modern style, making it look and feel more advanced than before. Getting the Himalayan 450 is as simple as riding it. Royal Enfield’s numerous dealerships make purchasing easy. The staff is professional and knowledgeable, making the entire process delightful. Riding this beast is an incredible experience. Its 452cc engine delivers steady power appropriate for both highways and rough mountain terrain. Long journeys or city commutes are made easy and enjoyable, thanks to the comfortable seating and confident handling. The Himalayan 450 strikes a mix of roughness and elegance, making it ideal for exploration. Its performance has been improved, providing a smoother and more responsive ride. Royal Enfield has improved the serviceability of their motorcycles, notably the Himalayan 450, by offering proper maintenance intervals and a large network of service centers. Pros: The Himalayan 450’s rugged yet gorgeous design draws attention and embraces the spirit of travel. Riders feel a more refined and competent experience across a range of terrains with this beast. As a member of the Royal Enfield family, the Himalayan 450 boasts the heritage of a renowned motorcycle manufacturer, ensuring quality and durability. With its adaptable design and aftermarket choices, riders can modify their Himalayan 450 to their specific preferences and demands. Cons: It may lack advanced current features that competitors provide. The bike’s weight can be felt during low-speed maneuvers, and some riders may find the seat height challenging. Furthermore, its higher price point may prevent budget-conscious shoppers from purchasing it over alternatives.

< 5000 kms

Check the engine oil level every 1000 km or earlier if required. Change the engine oil and oil filter every 5000 km / 6 months.

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2022 Royal Enfield Himalayan Review

The new Royal Enfield Himalayan dials up the comfort level. Plus, you don’t have to worry about getting lost anymore.

By Kit Palmer

The Royal Enfield Himalayan is a different kind of motorcycle. That’s obvious just by looking at it. Those not in the know would understandably assume that you just completed a masterful restoration job on an old motorcycle you found in someone’s barn when riding up on the Himalayan for the first time; after all, it does look like it just rolled out of the 1940s. But, no, the Himalayan is as new as it gets, but the Royal Enfield name, well, that’s a very different story.

One of Royal Enfield’s claims to fame is being the world’s oldest continuously operating motorcycle manufacturer. Royal Enfield has been pumping out motorcycles non-stop since 1901. Even two Great World Wars couldn’t stop them. The company got its start in Great Britain but now builds its bikes in India. Its North American headquarters is in Milwaukee, Wisconsin, and offers a handful of models here in the U.S. Besides the Himalayan, you have the all-new Meteor 350 and two 650cc twins, the INT 650 and Continental GT 650.

The Himalayan is now five years old in the U.S., arriving on the scene as a small-capacity adventure motorcycle designed to tackle semi-challenging terrain but at a much more sedate pace than many of its higher-performance and higher-priced competitors.

Yes, perhaps the most compelling thing about the Himalayan is its price. It retails for just $5299. How can you not think twice about that?

And then there’s the retro styling that makes it stand out from the other rides in its class. Right away, there are lots to like about the Himalayan before you even throw a leg over it.

Royal Enfield just revealed its latest Himalayan, with its new Tripper navigation system and improved rider comfort, and just a few days later, we got the chance to ride it.

As before, the Himalayan is driven by an air/oil-cooled 411cc single-cylinder, SOHC four-stroke engine that delivers a whopping 24 horsepower and 23.6 lb-ft of torque. It’s fuel-injected and, while it might have that manual kick-starter look, don’t worry, it’s fitted with an electric starter.

The engine rests on dual steel frame rails, and the whole package weighs in at approximately 440 pounds, according to Royal Enfield’s numbers. It has modern disc brakes with ABS, and it rolls on 21-inch front and 17-inch rear wheels that are fitted with Pirelli MT60 dirt/street tires.

The Himalayan is offered in six (up from three) colorways, including Lake blue, the color of the Himalayan you see on these pages.

The first (and last) Himalayan we tested was the 2020 Royal Enfield Himalayan and our biggest takeaway was how well it performed for such an old-school-looking and inexpensive motorcycle. (Back then, the Himalayan sold for $4749, so the price has gone up slightly.) We said that part of the Himalayan’s charm was its simplicity, yet it still did everything it needed to do to take you out for a great adventure on two wheels. The same holds true today, even more so.

This was my first time on any Himalayan, and I must agree with our last test. It is a surprisingly capable motorcycle both on and off the road, but the key to enjoying the Himalayan at its best is taking your time on it. This bike inspires you to slow down and soak in the sights, one of the best qualities of adventure riding anyway.

It only has seven-plus inches of wheel travel, but the Himalayan makes the most of those seven inches, and since there are only 8.6 inches of ground clearance, you quickly learn what the Himalayan’s boundaries are, and they are just wide enough to still have fun, even if the bike doesn’t like to be jumped. It’s not crazy about G-outs, either.

The Himalayan is a comfortable motorcycle, and the low 31.5-inch seat height gives you confidence rolling up to a stop and while riding over technical terrain. It’s easy to plant your foot solidly on the ground, which is great for new riders, too.

The Himalayan is proof that you don’t need boatloads of horsepower to have a good time. It’s not a fast motorcycle, but it’s not designed to be. As long as you remind yourself that there is no checkered flag at the end of the trail, you’ll be just fine on the Himalayan.

First gear is low enough to crawl up almost anything. However, I found the gap between first and second to be somewhat wide at times, most notably on the dirt, especially while climbing small hills. I quickly learned that, when in doubt, shift up and second gear will usually do the trick; when you think the engine is about to stall, it just keeps plugging away (with a bit of assistance from the clutch). Otherwise, the five-speed transmission works in harmony with the motor.

I spent a good chunk of time on the pavement aboard the Himalayan and found it quite pleasant. For a small-bore single-cylinder four-stroke, vibes are very acceptable up to its 6500-rpm redline. The bike is plenty fast enough to keep up with the traffic flow, though I would always seek out the back routes on this bike and do my best to avoid the busy open highways if it were my bike.

Although I wasn’t on it long enough to calculate, I do know that our 2020 Himalayan averaged 55 mpg, which bought you an easy 200-plus miles from the four-gallon fuel tank. I expect the ’22 to do the same.

So, what is the difference between the previous Himalayan and the newest one? There are a few things. Perhaps most notable, you can now quickly disengage the rear ABS via a button on the dash. It works by pressing it for five to six seconds as soon you turn on the ignition, then hit the starter button. If the ABS light starts to blink, you did it correctly. If not (doesn’t blink), you must start the process over again. The front ABS remains engaged, though I never felt it kick during this ride. It’s not obtrusive at all, that is for sure.

The other big news is what RE calls its Royal Enfield Tripper Navigation system, which is new to the North American market. A somewhat small circular pod has been added to the right side of the instrument dash that displays intuitive turn-by-turn navigation through the Google Maps platform. To make it all happen, you must pair it with your smartphone via the Royal Enfield App. To make alterations (like to change destinations), you must stop and retrieve your smartphone, which sounds like a bit of a pain but is probably better than fiddling with it while you’re riding. When not in navigation mode, the pod turns into a clock.

Focus went into making the Himalayan even more comfortable. It has new seat padding and a new windscreen. The updated screen, combined with the large round headlight, does an admirable job deflecting the windblast off the rider.

The front rack, those protective tubular steel bars next to the fuel tank that is impossible not to notice, are shorter in length to prevent bruised kneecaps.

Also, the rear carrier rack has been redesigned. It’s now lighter and provides improved fastening and placement of luggage. The rack is also positioned lower, making it easier to swing your leg over the bike.

So, the new Himalayan might cost more than the Himalayan we last rode in 2020, but, as you can see, you do get a lot for that extra $550, but you can take some solace knowing it’s only $300 more than the 2021 Himalayan.

Overall, I like how Royal Enfield took a different approach to adventure riding, combining simplicity with good performance and comfort, sprinkling it with some nice amenities, and putting it all together for a low price. And how can you not love its retro look? CN

2022 Royal Enfield Himalayan Specifications

Click here to read the 2022 Royal Enfield Himalayan Review in the Cycle News Digital Edition Magazine .

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Himalayan 450

• Tripper Dash
• Media Reviews
• Motorcycles
• New Himalayan

THE NEW MOUNTAIN STANDARD

A motorcycle with strong adventure lineage yet remains true to our philosophy of pure motorcycling. The all-new Himalayan retains the capability, versatility and the ability to go anywhere your adventure takes you. Nothing you dont need and everything that you do for the changing times.

The best chassis is the one you don’t notice. From the versatile 21” front 17” rear wheel combination to the large enduro footpegs and wide handlebars, the Himalayan works with you in all situations on or off-road. The slim seat and tank let you get your feet firmly on the ground when you stop, while increased ground clearance and longer travel suspension let you choose the roughest tracks.

Like the high-altitude Sherpa that inspired it, this engine has the torque to pull you out of a sandy hollow at 5,000 meters above sea level while being able to enjoy the 5 day trip back home afterward.

The world's first full-map navigation on a circular display built with Google Maps Platform.

EVERYTHING YOU NEED. NOTHING YOU DON'T.

Quality suspension lets you keep the bike on the line you’ve chosen over the roughest terrain and that’s exactly what you get from the inverted Showa cartridge fork.

The steel twin-spar frame is stronger, stiffer and narrower between the legs for improved comfort while riding in a standing position. Better handling, better stability and better balance.

Ride by Wire with Rider Modes

Ride-by-wire with four riding modes so you can tune the response to suit the terrain and your mood, while in the background the bike delivers smooth fuelling and better fuel economy.

Water Wading

Engines and water don’t mix. But adventure and river crossings go hand-in-hand so we developed the Himalayan with a high up air intake under the tank to keep you rolling when the rivers are running high.

Seat Height

Nobody wants to stop riding because they’re saddle sore. So the new Himalayan features an adjustable two-piece seat to keep both rider (825 mm) and pillion (845 mm) comfortable, along with an optional low seat (805 mm) to keep your feet on the ground at any altitude.

Like the high-altitude Sherpa that inspired it, this engine has the torque to pull you out of a sandy hollow at 5,000 meters above sea level while being able to enjoy the 5 day trip back home afterward

CAPABLE. RELIABLE. FUNCTIONAL.

Wheel Sizes

21" front and 17" rear wheels with dual sport tyres for a stable, sure-footed feel from both ends, especially on loose, rocky terrain.

Switchable ABS

The Himalayan has a sophisticated ABS system to keep you safe when dodging errant dogs and wild trucks. Of course it’s switchable, allowing you to use the bike to its full potential in sand and loose surfaces when your riding skills are up to the challenge. Think of it as engaging skid mode.

Switchgear with Joystick Control

Joystick control of the easy-to-use dash lets you control music, calls and messages without your hand leaving the bar. If you need to hear Thunderstruck halfway up a gnarly climb, you’ve got it.

Integrated Traffic and Tail lamp

Combined tail lamps and rear indicators save weight and keep the back of the bike lighter and neater. LED lighting means more reliability and better visibility when you’re back in the city, post adventure.

LED Headlight

When plans change and you end up out after dark, the new bright LED headlamp is more visible to errant trucks and better for spotting that stray pothole.

17 Litre tank Capacity

The 17-litre fuel tank and excellent fuel economy mean only one thing - more miles and more exploration between stops. The fact that its narrower and more comfortable is a nice bonus too.

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Captain Louis Rudd MBE, Polar Explorer

For me, exploring and expeditions are what give life purpose, and Royal Enfield’s new Himalayan adventure bike has now taken that to the next level. It’s so much more than just a motorcycle, it’s a means to living your best life and I couldn’t ask for a more capable adventure companion to explore the world. Onwards!

CS Santosh, Dakar Athlete

The bike had an unfair advantage because it was at home in it’s natural environment the “Himalayas” and that brought out the best of its abilities in terms of its lush suspension and it’s crisp go anywhere power up in the mountains with its confident body language!

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Follow on facebook:, 2024 royal enfield himalayan 452 first ride review, india’s popular adv gets a modern makeover and new levels of performance..

It was the first time I’ve been to a press launch, and probably the last, where the presenter declares the new engine makes 65% more power than its predecessor. That dramatic change pretty much encapsulates the extensive transformation the new Royal Enfield Himalayan has undergone for 2024, with a revamp that not only promises a significant boost in power, but improved handling and off-road capability as well. 

The original Himalayan, introduced in 2017 , has been a staple of the Royal Enfield lineup, providing riders with an approachable adventure platform with retro styling and an affordable price tag. Since its introduction, some 200,000 Himalayan motorcycles have been sold. The 2024 model aims to build on this legacy, incorporating significant updates across the board that address many of the shortcomings of its predecessor. To achieve this, Royal Enfield has taken into consideration feedback from riders and critics alike, resulting in a machine that has gone through quite a transformation to reach its final form.

Recently, I had the opportunity to put the all-new Himalayan through its paces on the rugged roads of the Himalayas. But before we dive into the details of how this latest iteration fared in the unforgiving terrain that inspired its name, let’s briefly review what’s changed.

What’s New?

The all-new Himalayan is a departure from its predecessor in several key aspects. One of the most notable changes is the new 452cc water-cooled DOHC engine providing a significant boost of 39.5 horsepower compared to the 24 of the previous air-cooled 411cc unit. Torque has also increased from 23.6 ft-lbs to 29.5 ft-lbs. Plus the transmission gets a new 6th gear, and the engine is now used as a stressed member in a significantly stiffened twin spar frame.

Suspension components have been upgraded to Showa, featuring larger 43mm USD forks and a beefed up shock with an increase in rear wheel travel from 7.1 inches to 7.9 inches to match the front. Royal Enfield also beefed up the swingarm and axles, widened the wheels, put a wider tire out back (140mm vs 120mm), upgraded the handlebars from ⅞” to 1-⅛” units, added larger brakes, and improved the build quality of the chassis overall.

As before, the Himalayan rides on a 21” front and 17” rear wheel but there is a new cross-spoke tubeless option available on the higher-spec variants. The bike comes standard with upper crash bars, plus serrated footpegs with removable rubber covers, center stand, a reinforced plastic skid plate, and there’s a rear rack for carrying luggage. The seat height is now 1 inch taller but features a two-position adjustable seat (32.5 inches low / 33.3 inches high). Plus there is a low seat option that gets the low and high saddle heights down to 31.7 inches and 32.5 inches respectively. Both range and fuel efficiency are improved as well, with help from a larger 4.5-gallon fuel tank. Turn signals have also been upgraded from the rigid type to new off-road friendly units with flexible stalks.

A new set of electronics are a major shift, with the Himalayan now offering four ride modes for configuring two fuel maps and two ABS settings. ABS can only be turned off on the rear wheel and ride modes are switchable only when stopped.The analogue dash of the old Himalayan has now been replaced with a 4” round color-TFT display called the Tripper Dash. Left side thumb switches are used to control settings and change the display, which features integrated maps and advanced navigation features powered by Google Maps, along with a digital compass. Plus it has LED lighting all around.

Key Upgrades

Powerplant: 452cc, DOHC, 4-valve, single-cylinder ‘Sherpa’ engine boosts power from 24 HP to 39.5 HP and torque from 23.6 ft-lbs to 29.5 ft-lbs. The transmission also now has 6 gears instead of 5. 

Frame/Swingarm: New twin spar steel frame is stiffer and uses the engine as a stressed member. Also narrower in the center for improved stand up ergos. Swing arm has been beefed up for improved stability.

Chassis: New Himalayan is 7 pounds lighter and has also been redesigned with a lower center of gravity. 

Wheels: Wider wheels with new cross-spoke tubeless option available in up-spec variants.

Suspension: New Showa 43mm USD forks. New Showa rear shock now with .8 inches more suspension travel. Damping and spring rates have been optimized. Ground clearance was raised by .5 inches.

Fuel Capacity: New 4.5-gallon fuel tank offers .5 gallons more capacity.

Brakes: ByBre brakes feature larger discs — 320mm in front (+ 20mm) and 270mm in the rear (+ 30mm).

Technology: New 4” round color-TFT Tripper Dash with integrated map navigation system and entertainment features for enhanced rider convenience. New four-option selectable rider modes (Power with ABS On, Power with ABS Off, Eco with ABS On, Eco with ABS Off).

First Impressions

Our journey through the Himalayan mountains covered around 250 miles over two days, with elevation ranging from 7,000 to 11,000 feet, providing an immersive test of the new model’s capabilities. 

It was some of the most dangerous roads I’ve ever ridden on before with threats coming from all directions, including oncoming passing cars, giant potholes, herds of goats, stray dogs crossing the road, sleeping cows in the road, you name it. The asphalt can end without warning, turning into a rocky track that cars, cabs and tuk tuks were somehow able to traverse. It’s pretty wild and that’s before you even get to the iconic Himalayan roads high in the mountains with steep cliffs dropping off into nowhere. And of course vehicles drive on the left side of the road but really, any lane is fair game in this chaotic environment.

Jumping on the Himalayan for the first time was quite a difference from the old model. My first reaction was ‘wow this thing has Power!’. It feels like it revs to the moon compared to the old long-stroke, slow revving 411 engine. But with that new power also comes new vibrations. We rode throughout the two days with rubber covers installed on the footpegs and at higher revs there was a significant amount of vibration coming through the pegs, and a moderate amount through the bars. The vibes weren’t noticed in the lower RPMs though and luckily the bike doesn’t need to live in the upper revs to make decent power like it did in the past.

Another thing I quickly noticed is the bike feels a lot more solid. With its stiffened frame, beefier fork, axels and swingarm, along with a wider rear tire, it’s a much more stable platform. The handling felt precise and, dare I say, sporty. The old Himalayan felt a bit lazy and flexed a lot when pushed. It had that ‘old bike’ feel even though it was launched in 2017.

Something that hasn’t changed much is the ergonomics when sitting. Handlebars feel comfortably placed and your knees fit easily inside the tank cutouts, without rubbing against the upper crash bars, even at my height, 6 foot 2 inches. I did notice with the seat in the low position that my legs felt slightly cramped but that was alleviated with a quick change to the High seat position. The seat also felt comfortable, like the old Himalayan, but now there’s more leg room and less of a knee bend for taller riders.

Royal Enfield’s new Tripper Dash is actually a pretty cool piece of tech. It’s got a classic analog look but rendered on a crisp color-TFT display. It displays all the pertinent information you need to keep track of like temperature, trip details, speed, fuel range, and RPM. But what really sets it apart is the ability to navigate with turn-by-turn directions using an integrated Google map, placed right in the middle of your field of vision. It’s also compatible with both Android and Apple phones. Throughout our test we were comfortably able to navigate our way on unfamiliar roads, even when separated from the group. And with a good LTE signal nearly everywhere we rode, I was able to enjoy streaming some Indian pop music on my headset.

On The Road

Smooth and twisty asphalt sections usually didn’t last for more than a few miles but we did get a chance to push the bike’s limits in the turns. Indian-made CEAT GRIPP tires had a decent amount of grip at full lean angle, even on dusty, not so smooth surfaces, and with more ground clearance on tap there was no premature peg scraping in the turns.

Previously, the bike had flexy forks and soft suspension that gave it a vague feeling in the turns. As a lighter-weight bike the old Himalayan had some built-in agility and you could ride it fast once it got up to speed but it did so like a reluctant mule. The new suspension now feels firm and well damped, soaking up bumps without any wallow. This new-found stability and control makes the new model much more fun to ride fast.

Braking performance, though initially underwhelming, improved as the brake pads warmed up. They require at least two fingers to get good braking performance out of them. I was expecting a larger improvement with the new larger discs, but it is a step forward nonetheless. There’s also now a slipper clutch, which came in handy during several emergency stops I performed.

The 450’s improved power delivery also made it more enjoyable to ride. It’s not enough power to need traction control or to get the rear wheel spinning, but enough to pull the front wheel off the ground in first gear. Which is impressive considering we were riding at high elevation. The transmission shifts smoothly too as you bang through the gears exploring the upper revs. That 40 horsepower proved to be plenty for quick passing maneuvers and we had more acceleration than most everyone else on the road.

Playing around with the electronics, the Performance fuel map gives a precise, punchy throttle response and full power to the rider. Once you switch it over to Eco mode, the Ride-by-Wire system takes over to transform the motor into a less-snappy, slower revving version of itself. Royal Enfield engineers didn’t have any numbers on hand for fuel efficiency gains in the Eco mode but assured us that the smoother roll on of the throttle would result in more MPGs. Testing in a mixture of Performance and Eco mode, on both street and dirt, we recorded an average of 61.6 MPG, which translates into a range of about 277 miles. Eco is also great for riding in the rain or for new riders learning the ropes.

As for mode switching, unfortunately the modes can’t be switched on the fly and require the rider to stop to make a change. I’m not sure if this is by design or a legal department limitation, but it’s a clunky implementation. Realistically though, riders will likely not be changing between modes very frequently.

While there was no place to test any highway cruising, there were a few long straights where we could open up the throttle. With the new Himalayan’s noticeably longer gearing, we rarely ever needed to throw it into the new 6th gear. When we did, the revs dropped significantly, as well as any vibes. Vibes were primarily noticeable during acceleration. Considering the increase in vibes, it’s surprising the Royal Enfield decided to go with what looks like smaller bar-end weights. We’ll have to do more testing in the States on major interstate highways to see if the vibration is a problem but it feels like the bike will cruise comfortably at 65-70 mph like the old Himalayan. Although, with power on tap to make a pass or handle steep grades with a head wind.

One drawback I did notice at higher speeds is the new windscreen. While the stubby-style smoked screen looks cool, it doesn’t offer much protection. The old Himalayan windscreen was much taller and wider, offering an ample amount of wind protection for a taller rider like myself (6’2”). Those looking for more protection will need to check out the tall touring windscreen option available in the Royal Enfield accessories catalog. And while you’re at it, a set of accessory hand guards would also be a nice upgrade for some additional wind protection on the hands.

In The Dirt

As we ventured deeper into the Himalayas, the asphalt transformed into continuous dirt roads, presenting a different set of challenges. With numerous blind turns, rock fall on the road, and sheer cliffs on every corner, you had to maintain your full attention and avoid gazing too long at the majestic mountains and turquoise-blue waters running in the rivers below.

Standing up on the pegs the bars feel lower than before, especially for a bigger rider like myself. However, Royal Enfield does have a taller bar bend in their accessories catalog for those who want to customize their bikes at point of purchase. One significant upgrade though is the use of 1-1/8″ aluminum fat bars compared to the old 7/8″ steel bars that would easily bend on the first drop. 

The foot pegs are a decent size to stand on and appear similar in shape and design to the old serrated pegs. There’s a big difference though when standing on the pegs in terms of leg room. Previously, the passenger peg mounts would bow your calves out a bit. Now they’ve repositioned everything and made the bike skinnier in the middle so you can stand straight over the pegs. 

The tank is also skinnier at the seat junction, making it easier to grip it with your knees while standing or sitting. It’s shorter front to back as well, so it’s easier to slide up in the saddle and get your head over the bars during aggressive off-road riding.

That same lightweight feel and nimble handling noticed on the street carries over to dirt and the new Himalayan feels almost enduro like once off-road. With the old model if you tried riding it fast in rough terrain, the chassis felt flexy and imprecise. Now it goes where you point it and doesn’t get knocked off line easily.  

There’s some built-in forgiveness too, with an opportunity to recover from a front end tuck if you get into a turn a little hot. Those CEAT tires were also not bad off-road, considering they look like an 80% street / 20% dirt tire. Although, we didn’t hit any deep sand or mud to really test them.

On day two, we ventured into more technical terrain that allowed us to better explore the bump absorption capabilities. Over smaller rocks, the suspension feels fairly plush with good damping control — much less bouncy than the old Himalayan. There’s still no damping adjustment for the fork or shock, just preload in the rear which I cranked up for my 215-pound frame. The standard damping settings for compression and rebound felt spot on though for this environment. And the big 21″ front wheel helped the bike stay composed while rolling over big rocks.

I did my best to find big ruts, dips and even jumps during the test in an attempt to bottom out the bike, but to no avail. The new suspension is much stiffer than before in the last part of the stroke and resists bottoming a whole lot better. The higher ground clearance means the skid plate is less likely to touch and the rear linkage is now tucked in tighter to keep it out of harm’s way. We’ll have to get it out in more extreme terrain once we get a test unit back in the States to see where its limits are but from this initial test, it’s certainly a major improvement in bump absorption.

As for the new 452 engine, acceleration is peppy but not enough to break loose the tire easily in the dirt. It’s a very tractable motor and now has enough juice to get up steep hills without abusing the clutch — a common issue with the previous model. In Performance mode, the rev up is faster than the old 411 long-stroke engine. But that old lazy power feel can be revived by simply switching it into Eco mode, which is actually useful off-road to avoid slippage in loose terrain. Since there’s no traction control, you’re always getting power to the rear wheel to help maintain forward momentum. It’s just smoothed out to encourage traction. I highly recommend it for novice off-road riders.

Braking performance, while not impressive on the road, was better in the dirt. Front and rear stoppers exhibited good feel over rough terrain, without any grabbing, and could be actuated with a single finger. Switching it into an ABS ‘Off’ mode however does require pulling over and it loses the setting any time you cycle the key. The ‘always on’ front ABS works fine in most situations but it’s not the most advanced system and I did have a few pucker moments on rocky descents that had me wishing I could turn ABS off completely. Luckily, you can still pull the ABS fuse if you prefer to ride without it off-road. 

Durability 

Over two days and more than a few hundred miles of testing, these bikes took a beating. I remember the first few tests of the original Himalayan, we saw bolts on the exhaust, steering stem and foot controls jiggling loose. Nothing that a little loctite couldn’t fix but annoying nonetheless. Now everything on the bike seems to be built to higher standards. The welds look cleaner, the bolts are better quality, tubing is beefed up, it’s a higher level of fit and finish.

The one problem we did have, and it occurred on a few different bikes, was loosening mirrors. Even after cranking them back down, they seemed to loosen up again. Another question mark is the new ‘plastic’ skid plate. While the old Himialayan’s sheet metal skid plate didn’t put up much of a fight against big rocks, at least it was metal. Again, there is a more heavy-duty skid plate option available in the Royal Enfield accessories catalog.

The bikes do seem to take a fall pretty well though. On a stretch of dirt where a stream crossed the trail, the rider in front of me suddenly went down without warning and I immediately realized there must be ice ahead. But before I could react, my bike slid out 180 degrees and hit the ground with a light thunk. No visible damage could be seen other than a few light scratches and a loosened mirror. From what I can tell, these bikes seem engineered to take a fall well.  And for those still skeptical about Royal Enfield’s build quality, the new Himalayan will come with a 3-year unlimited-mile warranty in North America. 

The Bottom Line

The 2024 Royal Enfield Himalayan is undeniably a significant step forward in the evolution of the model. More power, precise handling, and enhanced on and off-road capabilities make it a better motorcycle in every way. However, it’s essential to acknowledge the shift in character from the old Himalayan.

For a lot of riders, the old Himalayan was a refreshing, back-to-basics machine. Despite its lack of power, the air-cooled powerplant had its charm and was a simpler bike to maintain with fewer electronics to go wrong. It also had a look that could easily be mistaken for a bike that came from the 80s or earlier. The new Himalayan looks more like a neo-retro version of itself, which is kind of strange considering it was first introduced a few years ago. 

The difference in what you experience while riding is night and day as well. With the old Himilayan, there wasn’t much performance on tap so you got settled into a slower pace and focused more on your surroundings, smelled the flowers so to speak. Now with more power and an improved chassis, the Himalayan invites you to ‘explore the limit’ and ride at a faster pace, putting your focus more towards what’s directly in front of you.

The old Himalayan had its quirks of course but it was all somehow excusable because of the simplistic design and low purchase price. Royal Enfield probably could have just added a few more horsepower and some mild improvements, then called it a day. Instead, while trying to chase down every flaw, they significantly modernized the platform, along with the look, turning it into something quite different from the original design. 

Price remains a crucial factor and the new Himalayan is expected to enter the market at a higher cost than its predecessor. Royal Enfield Head Siddhartha Lal assured us at the launch that the price increase would be smaller than we might expect. We’ll get a better idea of the increase when the bike is released in India later this month.

Did Royal Enfield miss the mark changing the Himalayan so drastically? I don’t think so. It’s definitely not some soulless, technocentric machine. It’s got a cool look and character of its own, just different from its predecessor. But as much as I like the new Himalayan, I hate to see the old one go. I think there’s still a place in the market for an inexpensive, capable, low-tech, adventure bike with retro looks. Luckily, the company plans to keep the platform around for the time being, in the form of the Scram 411 .

Royal Enfield has been on a mission lately. They want to compete with the best motorcycle brands at the highest level, and they are making a statement with the release of the new Himalayan. Whether it’s the company execs or a random Royal Enfield owner riding the streets of India, you can feel there’s national pride at stake.

The new Himalayan was built with passion and it meets the needs of what many adventure riders have been asking for. Assuming its price tag lands somewhere in the $6500-$7,400 USD range, it’s going to force other manufacturers to re-analyze their offerings in the burgeoning 300-600cc middleweight Adventure Bike category.

The current Himalayan costs $5,449 here in the states and its greatest competition is the KTM 390 Adventure , which is priced at $7,399. How does it compare to the 390? The new Himalayan has more torque, more equipment, and is better off-road, although it is a bit heavier. Existing models in this power/price category include the Honda CB500X (now called the NX500 ) and Kawasaki KLR650 , both of which are outclassed by the more well-rounded Himalayan. 

The 2024 Himalayan is a commendable effort by Royal Enfield. In the past, it was often referred to as a “great bike for the price.” With all of its improvements, it’s now just a “great bike.” It’s not just a bike for newer riders either, now there’s plenty of performance for more experienced riders to enjoy riding it too. What the new Himalayan proves is that a 450cc single platform might just be the new goldilocks zone for adventure bikes where weight, power, price and capability come together in an ideal combination. As Royal Enfield says, “It’s everything you need and nothing more.”

The new Himalayan will be released to the public in India Nov 24th with five different color options: Hanle Black, Slate Himalayan Salt, Kaza Brown, Kamet White, and Slate Poppy Blue. We should see it appear in Europe in early spring, and after that Royal Enfield says it’s expected to arrive on North American shores sometime in early summer of 2024. For more details, check out the Royal Enfield website and we’ll keep you posted on future developments.

2024 Royal Enfield Himalayan Specs

Gear we used.

Helmet : Arai XD-4 Jacket : Mosko Moto Rak Pullover Pants : Mosko Moto Basilisk Gloves : REV’IT! Massif Boots : Gaerne SG-12

Author: Rob Dabney

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Good one RobD . So who will be the first/best Indian Tour Company at the Indian Himalayas itself, to offer this 2024 bike for it’s tours?

Thanks! I’m sure they’ll all be upgrading their fleets!

I made it 3 paragraphs in and I’m like: YOOOOOO! Lemmey get one auh dezzzzz.

Haa haaaa. Yah, it’s a lot of fun to ride and it’s a serious bike now. If they manage to keep the price down, we’ll be seeing a lot more Himalayans on the road!

Great review, but after meeting the factory team in Tucson az last Saturday for a factory ride….. I was told that bike will not be in the USA for about a year…..

Thanks! Six months is what marketing relayed to us recently. Although the date didn’t seem to be set in stone. So might take a little longer.

Great review! It’s an impressive little machine!

Thanks a lot. Yes, pretty impressive!

Ok KTM, here is Royal Enfield showing you what you should have done with the 390 several years ago. Offering an R version with good offroad performance by upgrading suspension and wheels to 18/21!

Perhaps this will force them to come out with the R version a little sooner.

Comparing an RE to a KTM is laughable.

Regarding the ABS: I guess it`s really just possible to switch the rear off. It’s not a real offroad ABS that also modulates the front break differently in offroad setting? Guess that’s a too high expectation considering the price tag!

No. I don’t believe front ABS is off-road sensitive when set to ‘off’.

Glad you were able to get a new one off the rack. Now that ItchyBoots has done all of India first on the same bike and has accomplished more than this trip .

Ok fanboy LOL.

Is there any mention of how much wattage is available from the alternator / rectifier? If yes , how much of that is used to power the cycle? That is, what’s on tap for aftermarket electric goodies?

They’ve not mentioned that before. I’ve got an outstanding question about that with RE but haven’t heard back yet. The old stator was pretty good at 220W output. And with all-LED lighting, there shouldn’t be as much drain on the power. Will let you know when I hear something.

CF Moto MT450: More Power, Less Weight!

Reducing the weight of a bike is actually pretty simple, Use Plastic or other lighter material instead of steel. Then it becomes a question of how good it will be when dropped and how much it will cost to repair the bike. Plus any offroad ride tends to be 70% on road and 30% offroad, it is better to have a 180 kg plus bike on highways to avoid wind buffeting when heavy trucks pass by. I find wind buffeting on highways on a lighter bike more scary then any bad trail offroad

Going by How they have priced it in UK and India and previous pricing strategy, I predict it will start at 6000 USD in the US.

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We offer a simple way to start your journey the widest and most impressive selection of bikes available for rent in Chandigarh. customers can pick from our range of bikes and innovative and exciting ways of travel. You can pick from an exclusive selection of Motorbikes available for hire in Chandigarh including Honda, Activa, Pulsar and Royal Enfield etc to Himalayan. It’s not just an affordable method to commute, but it is also a time saver. Customers can pick from our range of bikes and plan innovative and exciting ways of travel.

Himalayan Bike Rental is Licensed and Registered Company, which give the perfect solution for traveling. Own it as long as you like NO EMIS, NO MAINTENANCE and NO FEARS.

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Spiti Valley is one of the most isolated, beautiful and remote regions in the world. And as such, one of the least visited by Western travelers. Surrounded by snow-capped mountains and with a temperate climate unlike anywhere else in India, Spiti Valley is waiting for you to come visit.

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Ladakh is a region which is known for offering breathtaking landscapes, fresh air and serene surroundings that you will want to experience. Ladakh tourism has become quite popular in recent times because of the plethora of peaks, lakes and beautiful valleys. Choose the best bike 

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Shimla Bike Trips & Tours is one of the best Shimla Tour operator, which offers Bike Tours and Trekking tours in the holy city of Himachal Pradesh. They are also one of the leading local travel companies in this historical city. We provide a range of exclusive Himalayan bike and trekking tours for everyone

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Manali is a beautiful hill station in Himachal Pradesh, India that stands at a height of 1,740 metres. With ancient temples and spiritual destinations like Raghunath Ji Dham and Krishna Mandir on its doorstep, Manali is an ideal destination for lovers of Hinduism looking for the ultimate spiritual experience.

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The Royal Enfield Interceptor is an iconic motorcycle manufactured by Royal Enfield and has been in production since 1949. It remains one of the best entry level bikes because of its frugal, reliable design and it’s large engine capacity. Since the 1950s, they have been used worldwide in countries such as Kenya, Zambia

KTM Duke bike is has a powerful, liquid-cooled 2-cylinder engine. The Duke stands for the go anywhere roots of KTM’s long racing history and packs a punch with its potent 125cc or 160cc single cylinder gasoline powerplant. KTM Duke bike is suitable for both City riding as well as long distances riding.

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Pulsar is one of India's most loved bikes. With a name that evokes images of the Indo-European deity Pallas Athena and her powerful horse, this motorcycle has a long history in the country and an incredible cult following. It's also made by Bajaj Auto Limited, one of India's leading motor companies since 1945. Recently launched in 2014.

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The Honda Activa is the official name of Honda's scooter. In 1993, Honda developed its first scooter, with a target market in mind. As a result, the Activa was manufactured to be very lightweight and has a low top speed that is perfect for being able to ride in cities. The Activa also has not been seen on the streets much since 2000, 

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This was my first motorcycle adventure in Himalayas & feel lucky to be a customer of Himalayan Bike Rental They just don't treat you as customer, they treat you as their own guest and make sure your ride is successful. Himalayan Bike Rental team assist you through out the trip thus making is more safe and enjoyable. Bikes are well maintained and in good condition.

We would sincerely like to say thank you to Tanuj who unconditionally and thoroughly looked after us and took extra initiative and he made sure that we shouldnt face any issues while travelling. Many thanks again for your help & Support and not to forgot Wonderfull Bikes. our ride with Himalayan bikes are memory we should cherish for many many years. Highly recommend

Excellent trip to Leh with Himalayan Bike Rental I have been on many bike tours but none as good as this! Communication and planning prior to the ride was efficient and well briefed. Bikes was well maintained and in excellent condition. This was truly amazing, the motorbikes, the planning and execution. Special thanks to Mr Tanuj for making our trip successful.

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How to travel by bicycle in Russia: ideas and suggestions

• April 15, 2021
• Last updated: April 19, 2021
• Adventure , Destinations , Outdoor , Russia

Home » Travel Blog » How to travel by bicycle in Russia: ideas and suggestions

Day trips in Russia

Newcomers can test their “strength” on a one-day trip – the roads should not be complicated and the distances should not be too long. For first-time riders, study the route carefully, taking into account not only the length of the road, but also the conditions: there should be no long climbs and no high mountain passes. The flatter the road, the better. Do not ride close to crowded and busy large traffic lanes, even if conditions permit.  Also, make sure carry your Russian invitation letter with your visa . 

Route: Levutov – Pavlovsky town

Distance: 65 km

From Reutov (metro station “Novokosino”) outside Moscow, via Saltykovsk, Zheleznodorozhny, Fedurnovo, then turn to Biserovo, to Staraya Kupavna, then to Elektrostal via Ivashevo, and finally to Pavlovsky Posad via Subbotino, the intercity electric train This is a good route for newcomers to the town of Pavlovsky Posad (Vokhna or Pavlovsky Posad station).

This route is good for beginners: the terrain remains almost unchanged throughout the route. It’s mainly asphalt, but it’s quiet, with a rural landscape and few cars. Also, there are many intercity train stations along the way – if you get tired, you can take the train back to Moscow.

For the uninitiated, there are plenty of suitable roads around Moscow. The entire Moscow region is dotted with railway lines, so it is not necessary to make a circular route. You can take an intercity train to one station and back from another. There are many convenient route options around most Russian cities. You can make your own route, or take the advice of experienced travelers and use an already prepared route map.

Two-day trips in Russia

If you can travel 60-70 km per day, it’s no problem and you’ll be able to ride for two days. First of all, you need to solve your overnight problem: will you stay in a hotel, borrow a private house or pitch your own tent? Be sure to take the weather into account and take extra things that will keep you warm or heated.

When choosing your route, add some “hills” on the way, but not too steep.

Keep an eye on your bike. Ideally, it should be carefully checked and tested two days before departure; if you don’t know much about bike parts, you should have a full “car check” at a good mechanic’s shop to remove all faults in time.

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Route: ride along Nizhny Novgorod and rest on the Volga

Distance: 140 km

This is a self-guided route with picturesque Volga forests, where you will have to pitch a tent on the road overnight. You don’t have to think about the schedule of electric trains or buses, even if you are delayed on the way, don’t worry.

From Nizhny Novgorod, you will pass through the town of Bor (you can cross the Volga by cable car). Next, head to Ivanovskoye. On the way, note the unique, interlocking bi-level railroad: it is no longer in use, but the original structure is still there. Then go in the direction of Yurasovo, where you will turn to Maloye Utkino, then to Beryozovka, to Vypolzovo, then to the Volga River, to Apraksino, passing through the hill fortress with its ancient earthen embankment. Hillfort, which retains its ancient earthen berm.

After that, follow Orlovo, Belkino, Yamnovo, Zavrazhnoye, Selishi. After passing through Zhukovka, you can go straight through the forest to the bank of the Volga River and find a place to pitch your tent.

The next day, go in the direction of Pumra, then through Vagankovo, Orekhovo, Markovo, turn left at Matveyevka, go to Vatoma, then through Put’kovo and back to the banks of the Volga, then to the town of Pol, and then to Nizhny Novgorod.

There are many suitable two-day rides in the Volga Valley, around the Voronezh region, around the cities along the Golden Ring and in the Crimean steppe.

Multi-day rides in Russia

Riding for several days in a row is a very serious matter and you need to be physically prepared. For the first time, choose a route that is not too difficult and not extreme, because riding a few days in a row is not at all the same as riding 100 km in a week. Please estimate that it is more comfortable to travel 70-80 km per day on the plains and with much less hills.

Check to see if there are any settlements along the way – it depends on whether you’ll be carrying a lot of food, or if you can buy all your food along the way. But whenever and wherever you go, make sure you have drinking water on you. Please do not forget to constantly replenish your supplies and have an emergency reserve – about 1.5 liters of water per person. 

Route: “Crimean coast: from Kerch to Alushta”

Distance: 270 km , 5-7 days

We have intentionally divided the trip on this route into several days, as it depends a lot on your fitness and desire to visit the sights – which will be seen on the way, and quite a lot of them. There will be some mountain passes – if you feel tired as you pass them, it is always possible to set up camp early and prepare for an overnight stay. Almost the entire road runs along the coastline. If you don’t want to pitch a tent, you can easily find a place to spend the night in the resort.

Get off the ferry to Kerch and head directly to the Feodossia steppe. Pass through the town of Ordzhonikidze and head to Koktebel. Be prepared for a long and tiring uphill climb. If you don’t want to tire yourself out that much, then sacrifice some of the scenic views and take a different route – along the Simferopol highway.

From Koktebeli there is a difficult mountain road leading to Sudak. The strongest will can cycle to the town of “Novyi Svit” in one day, while the rest of the people should go to the village of Morske and then to Alushta via Rybache and Malorichens’ke. From Alushta, you can take a bicycle and a trolleybus to Simferopol, from where you can return by plane or return to Kerch by bus or taxi.

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• Published: April 15, 2021

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Touring the Top 10 Moscow Metro Stations

By Claudia Looi 2 Comments

Komsomolskaya metro station looks like a museum. It has vaulted ceilings and baroque decor.

Hidden underground, in the heart of Moscow, are historical and architectural treasures of Russia. These are Soviet-era creations – the metro stations of Moscow.

Our guide Maria introduced these elaborate metro stations as “the palaces for the people.” Built between 1937 and 1955, each station holds its own history and stories. Stalin had the idea of building beautiful underground spaces that the masses could enjoy. They would look like museums, art centers, concert halls, palaces and churches. Each would have a different theme. None would be alike.

The two-hour private tour was with a former Intourist tour guide named Maria. Maria lived in Moscow all her life and through the communist era of 60s to 90s. She has been a tour guide for more than 30 years. Being in her 60s, she moved rather quickly for her age. We traveled and crammed with Maria and other Muscovites on the metro to visit 10 different metro stations.

Arrow showing the direction of metro line 1 and 2

Moscow subways are very clean

To Maria, every street, metro and building told a story. I couldn’t keep up with her stories. I don’t remember most of what she said because I was just thrilled being in Moscow.   Added to that, she spilled out so many Russian words and names, which to one who can’t read Cyrillic, sounded so foreign and could be easily forgotten.

The metro tour was the first part of our all day tour of Moscow with Maria. Here are the stations we visited:

1. Komsomolskaya Metro Station  is the most beautiful of them all. Painted yellow and decorated with chandeliers, gold leaves and semi precious stones, the station looks like a stately museum. And possibly decorated like a palace. I saw Komsomolskaya first, before the rest of the stations upon arrival in Moscow by train from St. Petersburg.

2. Revolution Square Metro Station (Ploshchad Revolyutsii) has marble arches and 72 bronze sculptures designed by Alexey Dushkin. The marble arches are flanked by the bronze sculptures. If you look closely you will see passersby touching the bronze dog's nose. Legend has it that good luck comes to those who touch the dog's nose.

Touch the dog's nose for good luck. At the Revolution Square station

Revolution Square Metro Station

3. Arbatskaya Metro Station served as a shelter during the Soviet-era. It is one of the largest and the deepest metro stations in Moscow.

Arbatskaya Metro Station

4. Biblioteka Imeni Lenina Metro Station was built in 1935 and named after the Russian State Library. It is located near the library and has a big mosaic portrait of Lenin and yellow ceramic tiles on the track walls.

Lenin's portrait at the Biblioteka Imeni Lenina Metro Station

5. Kievskaya Metro Station was one of the first to be completed in Moscow. Named after the capital city of Ukraine by Kiev-born, Nikita Khruschev, Stalin's successor.

Kievskaya Metro Station

6. Novoslobodskaya Metro Station  was built in 1952. It has 32 stained glass murals with brass borders.

Novoslobodskaya metro station

7. Kurskaya Metro Station was one of the first few to be built in Moscow in 1938. It has ceiling panels and artwork showing Soviet leadership, Soviet lifestyle and political power. It has a dome with patriotic slogans decorated with red stars representing the Soviet's World War II Hall of Fame. Kurskaya Metro Station is a must-visit station in Moscow.

Ceiling panel and artworks at Kurskaya Metro Station

8. Mayakovskaya Metro Station built in 1938. It was named after Russian poet Vladmir Mayakovsky. This is one of the most beautiful metro stations in the world with 34 mosaics painted by Alexander Deyneka.

Mayakovskaya station

One of the over 30 ceiling mosaics in Mayakovskaya metro station

9. Belorusskaya Metro Station is named after the people of Belarus. In the picture below, there are statues of 3 members of the Partisan Resistance in Belarus during World War II. The statues were sculpted by Sergei Orlov, S. Rabinovich and I. Slonim.

10. Teatralnaya Metro Station (Theatre Metro Station) is located near the Bolshoi Theatre.

Teatralnaya Metro Station decorated with porcelain figures .

Taking the metro's escalator at the end of the tour with Maria the tour guide.

Have you visited the Moscow Metro? Leave your comment below.

January 15, 2017 at 8:17 am

An excellent read! Thanks for much for sharing the Russian metro system with us. We're heading to Moscow in April and exploring the metro stations were on our list and after reading your post, I'm even more excited to go visit them. Thanks again 🙂

December 6, 2017 at 10:45 pm

Hi, do you remember which tour company you contacted for this tour?

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