ADV Pulse just got done testing the all-new Himalayan in Royal Enfield’s spiritual homeland — the Himalayas. After two days and more than 250 miles of riding in this challenging environment, we’ve gotten a much better understanding of how these epic landscapes shaped the machine into its final form.
We’ve had quite an adventure becoming acquainted with this unique ADV bike and we’re eager to reveal all of our impressions on the revamped Himalayan. We’ll have to wait a few more days before we can share our thoughts on the next-gen model due to a Royal Enfield embargo, but we have been given permission to reveal the features and specs.
What’s new? Virtually everything. First up, the next-gen Himalayan now boasts an entirely-new 452cc water-cooled single cylinder engine with dual overhead cams, compared to the previous air-cooled single cam 411cc single. That engine now sits as a stressed member in a twin spar steel frame and is mated to a 6-speed transmission rather than a 5-speed.
The new Himi also receives a major bump in power, now delivering 39.5 HP vs 24 HP – a much-appreciated jump of 65%. Peak torque also sees a notable increase, going from 23.5 ft-lbs to 29.5 ft-bs.
Both range and fuel efficiency are improved as well, plus the new model sports a 4.5-gallon fuel tank — up .5 gallons from its predecessor. Together with the new engine, the next-gen model is good for a 280+ mile range, according to Royal Enfield.
Thanks to the addition of Ride-By-Wire throttle, the Himalayan now has an electronics package featuring four different rider modes controlling two power maps (Performance & Eco) together with two ABS options (On & Rear Off).
An all-new 4” round TFT dash offers a bright, easy-to-read display with a left-hand thumb joystick controller. The new display also features fully-integrated map navigation and turn-by-turn directions powered by Google Maps. Bluetooth phone integration allows you to see your current music selection displayed on the dash. In a nod to its predecessor, Royal Enfield retained a digital version of the beloved dash compass.
For enhanced performance both on and off-road, the new frame and swing arm have been substantially beefed up as well. Also, the spindly 41mm traditional fork has been replaced by a stout 43mm upside down unit. Wheel axles have increased in size and the wheels themselves have been widened. All of these changes were made in an effort to create a stiffer, more-rigid platform that can handle higher-performance riding with more precision and confidence.
To enhance off-road capability even more, Royal Enfield increased rear suspension travel from 7.1 inches to 7.9 while also raising ground clearance from 8.6 inches to 9.1 inches. Damping and spring rates have also been optimized for riding in more aggressive off-road terrain and the frame is now narrower in the center for improved stand up ergos
Stopping power is one area the old Himilayan clearly needed improvement and Royal Enfield has answered the call with new ByBre stoppers that feature larger brake discs — 320mm in front (+ 20mm) and 270mm in the rear (+ 30mm). Aggressive downshifts are also smoother thanks to a new ‘Assist and Slip’ clutch, plus it makes the finger pull even easier. As before, the Himalayan’s brakes have a 2-channel ABS system with rear ABS defeatable for off-road riding. Wheels are still 21″/17″ tube type but there is an option for cross-spoke tubeless wheels in the up-spec model variants.
As for touring amenities, the new Himalayan still comes equipped with a windscreen but it is now a fair bit shorter. A taller windscreen is available though in the accessories catalog. New 1-1/8″ fat bars replace the easy-to-bend 7/8″ bars from the old Himalayan and there are still no hand guards included. For sump protection, there’s now a reinforced plastic skid plate that replaces the previous sheet metal unit.
Seating is still a 2-piece design, yet the pilot seat is now height adjustable. Seat height is 1 inch taller than before in the low position at 32.5 inches (825 mm) and 33.3 inches (845 mm) in the high position. However, a low seat option is also available with adjustable low and high saddle heights of 31.7 in (805 mm) and 32.5 in (825 mm). As before, the bike comes with upper crash bars standard, plus serrated footpegs with removable rubber covers, and there’s a rear rack for carrying luggage.
Probably the biggest surprise is that Royal Enfield was able to improve power and incorporate all of these upgrades without increasing the weight. The new Himalayan is 7 pounds lighter than its predecessor and has also been redesigned with a lower center of gravity to enhance maneuverability.
The new Himalayan will come in five different colorways: Hanle Black, Slate Himalayan Salt, Kaza Brown, Kamet White, and Slate Poppy Blue. Pricing for the U.S. market has not been set but we are expecting an increase. Although Royal Enfield assured us that the price increase will not be as high as one might expect from the improved feature set. We’ll be sure to share that news once it becomes available and look for our full review with impressions on the new Himalayan coming soon!
How much for the 450?
Unknown at this time. We’ll post it when RE releases the information.
This looks like exactly the bike I’m looking for. I wonder how long it will take to arrive in the US?
They haven’t confirmed this yet but they expect it will be going out to Asia in the next few months, then the U.S. in roughly 6 months.
Maintenance interval on the valves, please?
Hey Bob. Maintenance interval is much improved. The first valve check interval is at 6000 miles, then 12k, then it’s every 12,000 miles after that.
But now it goes from a 20 minute job in your garage to a $300 service at the dealer because who wants to deal with the math and the measuring of shim under bucket?
I think this new version of the Himalayan will turn off many of their traditional customers (like me) who just wanted a new-old bike, and the simplicity that came with that.
Two rider modes, eco and performance? While I am in general not against electronic rider aids, it is ridiculous on bikes of this power output, when manufacturers implement them just to be able say ”We got em’ too!”
Otherwise: nice improvements and a huge leap forwards compared to the utilitarian first version!
Still too heavy for any offroading. Its just a rugged streetbike with a bit more power.
I wouldn’t say it’s too heavy for “any” off-roading. Off-roading is a continuum from easy to extreme. How far one can go on that scale on a given bike depends on skill, strength, and risk tolerance. But in general I agree – this is not a bike I personally would take up an unknown trail into the mountains with no idea what lay before me.
Not horrible experienced riders wil fine noobs stay on those 250cc or lower put your time in.
Ah yes…the inevitable noob weight whining….
It looks like a much superior bike technically, but unfortunately loses the cool utilitarian retro look of the original. Along with the upcoming CFMoto 450MT, we will finally have a couple of semi-credible off-road 450cc ADVs that many of us have been hoping for.
For me, It’s a battle between this and the Kove 450.
Really! These two machine have very different missions. Not casually cross shopped.
Thanks Rob, we are looking forward to the update article on ADV Rider. Any info on what type the oil filter is and where it’s located? Thanks Bill
Not sure on that one. I didn’t see any big can filter sticking out, so it’s probably a cartridge style filter like before. I’d guess it’s located on the right side of the engine where the round cover is with the allen key nut in the center.
Hi Rob, where those rims aluminum now? The 410 had heavy steel rims. Thanks Bill
Hi Bill. I’m pretty certain they are anodized aluminum.
Man, I love my new Transalp, but I may need to get a new Himalayan too…for, reasons.
I have used my 2018 Himalayan on a few dual-sport rides and it did fine, including hero sections. Is it my KTM 450EXC or my KTM 520EXC? No, but it works. This new 450 looks dynamite with the updated suspension and power output. Should make a great small ADV bike and also be a capable trail bike for even tough trails.
You get what you pay for. Want the ultimate, pay $12,000 for a KTM500EXC with all the good aftermarket upgrades. This new Himalayan is a step down from that but looks very capable for even seasoned and skilled riders. Plus a good bike on the asphalt. Add some soft bags and hit the ADV routes. RE should sell a lot of these.
Now ….. how about a version with a 500cc twin at close to the same weight? Listening, KTM? Where is that 490 twin you teased us with?
I would like for some people to look at what we were riding in the 1960s and 70s on everything from the street to rocks and hard single track. This bike will fit the need of someone who wants a stout capable bike. I think it would be a nice TAT bike for a lot of people.
The 490 LC8c platform has been cancelled.
Instead, there will be a new 690 LC8c platform (underbore 790). Should be manufactured in India and China for domestic and international markets.
Ought to be shown in EICMA 2023.
Damn this is a beautiful piece of machinery. It’s a light year jump ahead of the older 400cc version.
So thhey don’t mention that gal that has traveled all over Kashmire, India and every where else. That broke this one in on some of the rotton and on roads in Asia? She rode the sample very well and put so many KMs on it with out a break down
Hey Rob,
Great writeup.
However, the rear tyre on the Himalayan 452 is 140 mm vs 120 mm on the Himalayan 411.
Good catch on the typo. Thanks!
Modern DR650 off road travel bike there, well done RE!
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