Jagged, snowcapped peaks dominate the horizon. As you crane your neck to soak them in, it’s clear that you’re somewhere different, somewhere far away from home. The air is crisp in Manali, India, where days start in the shadow of the Himalayan mountains that bring so many to this region. Perhaps it was the delirium of 30-something consecutive hours of air travel taking hold, but there is a surreal harmony in standing next to the 2024 Royal Enfield Himalayan in its ancestral homelands.
The ADV category is often defined by displacement debates, technology, and stratospheric MSRPs that can often make buyers wish they had an oxygen mask on hand. Yet, when Royal Enfield launched its original Himalayan, powered by a rudimentary 411cc air-cooled, two-valve single, the Indian manufacturer didn’t attempt to broach the subject with a high falutin offering—it did things in its true-to-form, unpretentious way, championing simplicity. The little ADV’s squishy suspension, spongey brakes, and slow-revving thumper achieved something greater than its $4449 price tag or budget components suggested in 2016, and it’s still only $5449 today. The gen-one Himalayan wasn’t fast or powerful, yet it managed to plod along with an endearing, never-say-die attitude, charming over 200,000 owners globally.
It was a novel approach in our current tech-driven marketplace, perhaps something you would expect from one of motorcycling’s oldest marques—124 years old, to be exact. Royal Enfield is known for its authentically retro machines; they ride the way they look—old-school, though RE is in the throes of a technical renaissance that is altering that perception.
When Royal Enfield moved its production facilities to Chennai, India, nearly 70 years ago, it was already a cultural juggernaut, thanks to the success of its iconic Bullet lineup in the world’s most populated nation. The core tenets of affordability and simplicity moved units while carefully weaving the brand into India’s societal fabric.
Yet, the RE’s low-displacement machines have never quite translated to other parts of the world until now. As established as the name might be, it is venturing into new frontiers with offerings that create greater parity with its global competitors. The 650 parallel-twin engines launched in 2019 hinted at that fact, while the new Himi is another strong salvo.
Our mountainous backdrop is fitting. The fickle weather at this elevation reminds us that one must be adaptable.
The 2024 Royal Enfield Himalayan is entirely new, taking point as the brand blazes new trails. What remains is that it is still a lovable scamp of a motorcycle, and its friendly disposition welcomes willing hands of any skill level. That much is apparent on the surface of its more contemporary visage, complemented by a thoroughly modern motorcycle.
Led through a stylish bivouac-scattered basecamp, we roamed from tent to tent, learning the ins and outs of the latest Himalayan, which is punctuated by a long list of firsts for the brand. That begins with its water-cooled, DOHC, four-valve, 452cc single-cylinder engine, dubbed the Sherpa 450. It pumps out 39 horsepower at 8000 rpm and 30 ft-lbs of torque at 5500 rpm. For reference, the air-cooled 411cc unit produced a paltry 24 ponies and 24 ft-lbs of torque, representing a claimed 65 percent gain in power while following a similar power curve.
Reading off the tech information reveals a Nikasil-coated aluminum cylinder, a forged piston, a much higher 11.5:1 compression ratio, and lightened, well, everything. Weight-saving strategies included using the new mill as a stressed member in the stiffer steel frame. The new powerplant is canted forward to help with weight distribution and features a semi-dry-sump to allow additional ground clearance. Among the many firsts is a 6th gear with a slip-and-assist clutch. So, while a thin, on-brand vintage veneer remains, the 2024 Royal Enfield Himalayan is anything but antiquated.
An aesthetically pleasing full-color TFT display drives that point home, boasting Google Maps-powered navigation integration and a USB-C charging port. A ride-by-wire throttle sanctions four ride mode combinations. Performance and Eco alter throttle maps according to their names, and are paired with ABS on- or off-road options. The only issue here is that they’re not switchable on the fly; you need to stop and select ABS settings should you be venturing into the dirt. Those riding in India would be wise to just default to the ABS Off-Road mode, which will become apparent soon.
The engine alone is enough to deserve a second peek, but the chassis is radically new, too. The beefier frame wields Showa components—a sturdy, non-adjustable 43mm inverted fork and spring-preload adjustable shock. Fork travel is the same 7.9 inches as on the old Himalayan, with the rear wheel travel lengthened a bit to match the front.
The 21-/17-inch tube-style wire-spoke wheel combo is still in play, limiting off-road rubber options, though up-spec tubeless wire-spoke rims are an option. The swingarm, axles, wheels, and tires are more robust, and even the brake components grew. If you need further evidence of its maturity, we can cite the roughly two-inch longer wheelbase, doubling down on stability by keeping its mass as low and forward as possible.
What Royal Enfield designers didn’t want to shy away from was the brand’s core accessibility, and that’s best represented in its physical fitment. Chunkier handlebars work with an even narrower midriff section that helps compensate for the now taller, easily adjustable two-position seat (32.5 or 33.3 inches; an optional low seat cuts 0.8 inches). It’s a demonstrably bigger bike, though still manageable and approachable for a broad audience.
Crash bars, a plastic skid plate, a centerstand, and footpegs with removable rubber inserts are all standard fare. They are the finishing touches on a motorcycle that leaves its predecessor in the figurative and literal dust. On that note, the subframe is replaceable should things go sideways. Oh, and the larger 4.5-gallon fuel tank helps nudge the 2024 Royal Enfield Himalayan’s range.
Brisk Manali mornings have a certain charm when you’re bundled up in various ADV layers and light is bouncing off the peaks just so. Our two-day excursion would cover roughly 250 miles. While that is a decent distance for any ride, the sheer vastness of the mountains makes it clear that we’d be merely scratching the surface, and even that proclamation seems ambitious.
Riding in India is unlike riding in other countries, and the road manners on display fly in the face of its borders holding the largest population on earth. Taking to its roads—rural or urban—is on par with playing a high-stakes game of Paperboy. While we’re supposed to ride on the left side of the road, lanes are merely suggestive. Cars, trucks, motorcycles, and tuk-tuks blitz past one another with what appears to be reckless abandon at its best.
That’s only the beginning, as you’ll also contend with rapidly changing road surfaces, cats, dogs, people, and cows, with the latter roaming or napping freely at any given moment. There is a particular order to this chaos, an order brought to heel with the simple horn beep. Suddenly, the small-bore displacement, lower speeds, and basic nature of Royal Enfield machines comes into focus—they’re built to thrive in total pandemonium.
The local etiquette of a few simple honks does wonders, signaling to other drivers that you’re about to dive inside or overtake; soon, we were fluent in its usage. Our fearless ride leader (and I do mean that) asked us to be as promiscuous as possible with the horn. Enthusiastically embracing his recommendation, our merry band of Himalayan-riding journos headed for the hills, playing the songs of our people, which appears to be Jingle Bells. And thus, the New Manali Philharmonic was born.
Climbing ever upward through switchbacks, the 452cc engine thumped pleasantly, and its gentle throttle response in Performance mode never overwhelmed the senses. Our gateway into the Pir Panjal mountain chain, part of the lower Himalayan range, is the Atal Tunnel—a 5.6-mile single-tubed passage 10,000 feet above sea level. Traveling along in the dimly lit tunnel with a single-cylinder pitter patter as your accompaniment stands in stark contrast to what’s waiting at the other end—an eyeport full of Himalayan mountains.
With the shimmering turquoise, glacier-fed Chenab River at our side, we continued romping up the highway. This experience highlighted a reality for the new Himalayan’s charming little mill—keeping it on the boil is paramount. There is a broad, welcoming spread of power living above 4k, extending to the redline. Sure, some vibes live up top, but that’s all par for the course with a thumper.
When met with off-pavement opportunities, and Indian roads offer plenty—intended or not—it all translates to an engine that riders with their wits about them can manhandle without fear, as it takes a good bit of effort to spin up in the rear.
Meanwhile, the six-speed gearbox provides positive shifting and longer ratios than the older unit. However, you’re not likely to be hitting the same speeds you would in the States, with the sinewy nature of roads following the sheer cliffs. While there is a 6th gear, it was used sparingly, and only on long, droning stretches of highway.
There is something of an asterisk floating above these engine musings. When riding at elevations ranging from 6400 to 11,000 feet, the Himalayan’s happy-go-lucky mill gasps for air—not unlike me when I had to jog up and down some minor hills to chat with a photographer. The lower oxygen levels amount to a power reduction of over 30 percent at our highest elevation. Perhaps it won’t be as shifty-happy at sea level and, hopefully, there is more passing power at freeway speeds.
Regardless, the positives of the Sherpa 450 motor are evident in its much more refined feel and gumption compared to the old unit while still accounting for said power loss. Some of this is evident in its notable 436-pound payload capacity, giving credence to the Sherpa moniker. The thing is, 150+ horsepower seems unwieldy on the extremely narrow, anxiety-inducing Leh-Manali Highway. Much like the mountain itself, there’s no overpowering it, so it’s best to build something that can coexist or sneak under the radar.
Progression is the key to the 2024 Royal Enfield Himalayan, extending to its chassis. Venturing through unending switchbacks and sweeping bends reveals a Golden Retriever level of playfulness, with the little ADV machine confidently flipping through curves. It feels far, far lighter than its porky 432-pound curb weight suggests—just 20 pounds lighter than a Kawasaki KLR650 ABS with the same amount of fuel aboard. Before long, those of a spirited persuasion might dab their peg-feelers in approval.
As we dove into the Spiti Valley on the Rohtang Pass, you’re met with views fit for a National Geographic cover. Few views match Spiti Valley, where one could almost throw a camera skyward, let it snap some pictures, and never fail to capture its majesty.
However, that’s beside the point, as we’d had a few opportunities to enjoy fire road situations. This terrain was more technical, adding a few rocky bits, ruts, and icy patches to assess the new Showa suspension. A turn or two of shock-spring preload was all we needed, and that’s the only adjustment you have to get the 2024 Royal Enfield Himalayan straight and narrow.
The new suspenders lean toward the compliant side, soaking up hits nicely thanks to good damping rates and stiffened tunings. There are limits, of course. When you gracelessly slam a hard-edged rock, you’ll find the shock’s bump stop. Thankfully, those moments are few and far between. Much like the street, its low center of gravity is a boon off-road, and its smaller physical size continues to build trust—I know I’d rather be lifting this than a liter-class ADV on the trail.
Once you’ve gelled with the Himalayan, it all seems to click. The Ceat Gripp tires don’t inspire confidence visually. Still, they manage to work respectably well in hardpack and rocky terrain, just as they did on the road.
Indeed, positive feelings are due to its casual seated riding position that also works nicely when standing at attention, gripping the narrow midsection. Though, taller riders might opt for a riser handlebar.
The only black mark here is the removable footpeg rubber inserts that become slicker than snot at the faintest hint of moisture. Remove them and embrace the single-cylinder vibes. While on the subject of grievances, I will list the ever-losing mirrors. I suggest all the Loctite in India, personally.
Beyond the chassis, the Off-Road ABS (front wheel only) came into focus in the sometimes-icy terrain. For the most part, it works as advertised, though a hardcore dirt-oriented audience might want to pluck a fuse that conveniently lives under the seat—I had to resort to that method when the pre-production TFT went on the fritz and wouldn’t switch ride modes. That said, the braking is much more substantial than on the outgoing Himalayan. The on-road performance from the 320mm front disc and budget-friendly Bybre two-piston caliper leaves plenty to be desired. Those traits play out better off-road, where lower grip and speeds are a better match for the ByBre hardware.
Headed back to our base camp in Manali, I couldn’t help but pat the fuel tank. A can-do attitude is a prerequisite to any adventure, making it a trusted friend when the going gets rough.
The lingering question for us in the United States is the matter of price and one that another 30-something-hours of travel allowed plenty of time to mull over. I do not doubt that the latest Himalayan represents a massive leap forward for the range and brand. The list price in the United Kingdom starts at £5750 and runs up to £6300 for the highest-spec version. However, the US price has not been set, and you can’t rely on a straight currency conversion rate. It is due here in the summer.
Where that leaves us is in an interesting place. As far as Royal Enfield has come with its beloved Himalayan, the brand has wisely retained the original essence of accessibility while drastically improving on nearly every front, and that is one way to tackle the Himalayas.
RIDING STYLE
- Helmet: Arai XD4
- Communications: Sena 50S
- Jacket + pants: Alpinestars ST-7 2L Gore-Tex
- Gloves: Alpinestars Belize V2 Drystar
- Boots: Alpinestars Tech 7 Enduro
2024 Royal Enfield Himalayan Specs
ENGINE
- Type: Single cylinder
- Displacement: 452cc
- Bore x stroke: 84 x 81.5mm
- Maximum power: 39 horsepower @ 8000 rpm
- Maximum torque: 30 ft-lbs @ 5500 rpm
- Compression ratio: 11.5:1
- Valvetrain: DOHC; 4 valves
- Lubrication: Semi-dry sump
- Transmission: 6-speed
- Clutch: Wet multiplate w/ slip and assist functions
- Final drive: Chain
CHASSIS
- Frame: Twin-spar tubular-steel
- Front suspension; travel: Non-adjustable Showa inverted 43mm fork; 7.9 inches
- Rear suspension; travel: Linkage-assisted, spring-preload adjustable Showa shock; 7.9 inches
- Wheels: Wire-spoke
- Tires: Ceat Gripp
- Front tire: 90/90 x 21
- Rear tire: 140/80 x 17
- Front brake: 320mm disc w/ Bybre 2-piston caliper
- Rear brake: 270mm disc w/ Bybre single-piston caliper
- ABS: Dual channel; adjustable
DIMENSIONS and CAPACITIES
- Wheelbase: 59.4 inches
- Seat height: 32.5 or 33.3 inches (Low seat: 31.7 or 32.5 inches)
- Ground clearance: 9.1 inches
- Fuel capacity: 4.5 gallons
- Curb weight: 432 pounds
COLORS
- Kamet White
- Kaza Brown
- Hanle Black
- Slate Himalayan Salt
- Slate Poppy Blue
2024 Royal Enfield Himalayan Price: $TBA MSRP
2024 Royal Enfield Himalayan Review Photo Gallery
