The Royal Enfield Himalayan is a new segment for the well known Indian brand – in their home market and abroad – as an affordable, practical adventure focused motorcycle. Other global manufacturers have offered ever more power, more sophisticated electronics packages, and greater size – much like the growth of the car based SUV market. Royal Enfield has taken a different path and as sales have shown, a portion of the motorcycling public has taken to the Himalayan’s back-to-basics approach, the bike’s affability, and it’s low price of entry.

On the surface, the Himalayan has design and engineering swagger combined with the humble. The bike has a famous designer, Pierre Terblanche, and the machine looks the part, with a purposeful go anywhere stance. The Himalayan’s frame was developed by Harris Performance UK, a well known producer for WSBK, MotoGP, and Isle of Man TT teams.  Royal Enfield purchased the firm in 2016 as part of a broader design and engineering center buildout in Britain.

The performance specs are modest by adventure standards, with its 411cc air-cooled single cylinder engine producing 24.5 hp at 6,500 rpm and 26 lb torque around 4,500 rpm. The motor is mated to a 5-speed manual combined with a wet clutch and Keihin fuel injection. Non-adjustable 41mm front forks have 200mm of travel and the rear mono shock has 180mm of movement. The front brake is a single disk affair with a non-branded four piston caliper, while the rear brake is 240mm with two pistons and branding by ByBre – the Indian subsidiary of Brembo.

The Himalayan is not particularly light at 426 lbs wet, but the adventure bike does have an agreeable 31.5” seat height and a 3.96 gallon tank offering a 200+ mile range. 70 mpg is quoted and is pretty spot on. The suspension was more firm than expected, but provided some decent bump control in a number of conditions.  As an adventure bike, I would like to see some further compliance on washboard surfaces and chopped up pavement.  The bike comes with some some helpful extras as standard: a substantive skid plate, some crash protection around the tank, and a center stand. Finally, the motorcycle has a classic off-road combination of a 21” front spoked rim and a 17” spoked rim rear. For the U.S. market, the bike comes with Pirelli MT-60 tires and they provide very good overall grip.

The dash is quite comprehensive as it includes a tachometer, speedometer, fuel gauge, and a compass – a feature I found quite handy. All of the dials are easy to read at a glance and hold up pretty well in direct sunlight too. The bezels include a bit of chrome – which didn’t go amiss – and the fonts are pleasing to the eye.

So, what is the Himalayan like to ride? For starters, the ergonomics are pretty good. I’m 5’7” with a 29.5” inseam and the rider triangle – foot pegs to seat to handlebars – is pretty comfortable. The clutch and brake levers are a bit far out, but nothing an adjustable aftermarket set could not fix. The mirrors are stable and functional at speed and the fuel tank is reasonably narrow. Thus, getting comfortable is not an issue. The throttle is long and linear which serves an adventure bike well.  The injected fueling is excellent.

Due to the modest power output and a focus on riding the torque curve, the bike rewards when the rider is thinking ahead. Initial tip into the corners is excellent and the chassis and Pirelli MT-60 tires proved to be a good feedback combination. Mid-corner turning does require a bit more pressure on the bars, but nothing untoward. The Himalayan is very stable at a walking pace and at speed and is one of its impressive features. As a riding device, the bike rewards for consistent inputs on or off-road.

The Himalayan is an adventure motorcycle you firmly sit in rather than on. Whether this works for a rider very much depends upon his or her riding style. I found sitting in the bike to work well. Combined with the motorcycle’s narrow dimensions, reasonable ergonomics, and overall stability, the Himalayan is an easy bike to ride.

Competitors include the BMW 310GS, Kawasaki Versys 300, a number of 250cc dirt bikes, and used machines, such as the KLR650. Their relative strengths or weaknesses versus the Himalayan are derived from the types of riding one does, where one rides, and for how long. The 250cc dirt bike segment excels in trail conditions and have definite advantages over the Himalayan. But as road machines, they suffer over longer distances. The KLR650 is very capable, but is top heavy. The 310GS is finished to a higher standard in India and has more features, but its alloy rims are not ideal for off-road conditions. It’s also more expensive to purchase, service and repair.

The Himalayan is far from perfect. The first shortcoming is the front brake. Exceptionally wooden in feel, the front brake’s performance only comes on tap when the lever is close to the bar using all four fingers. Front braking does exist, but there is little modulation. Pull the lever hard towards the bar and the stoppers show up. The rear brake is another story with very good feel and modulation. Using the rear disk is a pleasure and essential when stopping the motorcycle smoothly. The rear brake made short work of some tight turn police riding skills as a warm up practice drill.

Second is the windscreen. In addition to wobbling at speeds above 25 mph and generating some turbulence, the screen directed considerable air onto the top half of my helmet. Taken together, and the noise both issues generated, riding became less pleasurable after several hours at speed. If I purchased a Himalayan – an intriguing idea – I would have to replace the windscreen.

Finally, the engine’s modest power can be frustrating. Overtaking isn’t an option and above 50 mph the bike begins to shake, which is tiring over longer journeys. An additional 10 hp would make a significant difference in a variety of conditions and to keep up with modern traffic.

However, on backroads with speed limits in the 30s or better roads in the 40s, the Himalayan is in its element. Light on its feet and very stable, a rider can flow corner to corner in comfort knowing the bike remains poised on pavement and dirt. The Himalayan excels in the arena of roads less traveled – be that close to home or around the world.

Taken as a whole, the Himalayan is a very competent motorcycle and not a curiosity. Royal Enfield needs to be congratulated for seeing local, and subsequently, global market potential in producing an affordable, spartan adventure motorcycle serving dual roles as practical transportation for households in global growth markets and overland travelers from the West.

For $4,750 plus tax, tags, and trinkets here in the United States, the Himalayan represents very solid value for money in a segment dominated by much more expensive equipment. And while other choices exist, they don’t possess the same combination of attributes. Maintenance couldn’t be easier and at very affordable cost points. Yet, it’s unusual with a bit of design flair and Italian influence via the bike’s South African designer and the fact you don’t see many on the road or the trail.

Where I think the Himalayan ultimately excels is through encouraging people to get off the beaten track. In a world with buyers purchasing and making payments on $30,000 adventure bikes – how likely are they too push themselves and a bike they are worried about damaging on a trail or hill and then cannot lift up again? The Royal Enfield effectively eliminates all these issues and concerns by putting the rider back in the driver’s seat and encouraging them on to discover something new at affordable rates.

The Royal Enfield Himalayan can be rented via the link below:

https://www.riders-share.com/listing/adBDf36D3ueBoLcYh

Happy Riding