It Hits The Adventure Spot Right

Unless you’re living under a rock, you’d know about the Royal Enfield Himalayan. The motorcycle debuted back in 2016 as an easy-going, pocket-friendly adventure bike. No frills, barely intimidating, and basic to the bones–a package that made it a perfect starting point for off-road enthusiasts. But in the last couple of years, the once-impressive package tumbled in popularity as more capable, feature-packed, and powerful bikes entered the scene. Without a doubt, the adventure bike needed to metamorphose to keep up with the times.

And for model year 2024, that’s exactly what it did. After years of spy shots and leaks, Royal Enfield finally presented the all-new Himalayan late last year. No, it’s not called the Himalayan 450 or 452, but just the new Himalayan. Since its debut, the bike has taken the entry-level Adventure motorcycle world by storm, with loads of notable upgrades worth being excited about. A liquid-cooled engine, the fully digital dash, and the array of features all mark some drastic firsts in RE’s 123-year life.

But that’s all on paper, and the specifications never tell the full story. That’s why TopSpeed hit up the Indian brand and requested a press bike to see just how well the new ADV lives up to the hype. Seven days of fun (and over 120 miles) later, here’s what’s great and not-so-great about the Himmy.

2024 Royal Enfield Himalayan

The Royal Enfield Himalayan has undergone a massive overhaul for 2024. Right from the design to its mechanical, everything has changed to make the ADV a solid option in the entry-level market. The crown jewel here is the all-new 452cc, liquid-cooled engine that’s good for 39.5 horsepower. 

Torque

29.5 pound-feet

Range

~260 miles

Transmission

Six-speed

0-60 MPH

6.4 seconds

Fuel Economy

60 miles per gallon

Horsepower

39.5 horsepower

Pros

• Powerful engine
• Build quality
• Modern features

Cons

• Vibrations
• Lack of low-end grunt

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2024 Royal Enfield Himalayan Design And Features

The Himalayan has an all-new design for 2024. No matter where you look, there’s barely anything carried forward from the previous model. Up top, you get an all-LED headlight, flanked by chunky LED turn signals and a muscular high-set fender. You also get stanchion protectors and a new, smaller windscreen over the outgoing version. The same trend follows in the middle. A curvy, bulbous fuel tank takes over from the older, angular unit. It not only looks larger and holds 0.5 gallons more but also has new tubular braces with integrated jerry can hooks.

My favorite bit, though, is the tail end. The integrated (three-in-one) tail lamps infuse a sense of extravagance, giving the Himalayan a unique character. So unique, you can spot the motorcycle in the biggest crowds with ease. To top the big, butch ADV aesthetic, RE offers the motorcycle in Kaza Brown, Slate Poppy Blue, Slate Himalayan Salt, Kamet White, and Hanle Black liveries. I had the Slate Himalayan Salt livery, which looks svelte with neon red accents and a gray base coat. The paint quality is consistently good all around, with no shortage of ‘Himalayan’ badges for extra pizazz. Even the spoke wheels have these.

Once you swing a leg over it, you will notice the cockpit is entirely different from the outgoing model, too. The mostly analog instrument cluster has paved the way for a fully digital TFT display packed to the teeth with information. A joystick lets you deep-dive into it, giving you access to the two trip meters, instantaneous efficiency, voltage, range, and engine temperature. Another switch on the right-hand side is present for switching between the four ride modes (Performance with ABS on, Performance with rear ABS off, Eco with ABS on, Eco with rear ABS off).

Another notable detail is the built-in smartphone connectivity. Just long-press the mode button and you’re taken to a different layout. Then, just connect your Royal Enfield app to mirror the navigation map on your TFT directly. The catch here is mirroring, as you’ll have to keep the phone screen ON for the entire time. Or else the map will disappear. It can drain your phone battery fast, but hey, there’s a type-C port just under the handlebar to juice it back up. Quite conveniently placed, especially if you use a phone mount.

Overall, the plastic and display quality qualifies as nice. It’s an intuitive display and reacts well to the inputs. You’ll just have to put in some time to understand the menus. Likewise, you’ll have no complaints about the plastic quality, either. Everything feels premium without any flimsy elements. But again, the rotary switchgear takes some time to get used to. As good as everything sounds, there are some minor misses. For instance, the switches aren’t backlit, there’s no adjustability for the levers, and RE’s app isn’t user-friendly. While I’m not too concerned about the last bit, the first two are certainly things I expected from the otherwise premium offering.

2024 Royal Enfield Himalayan Features

• TFT instrument cluster (with two display modes)
• Smartphone connectivity with navigation
• Type-C port
• Two ride modes
• Ride-by-wire
• Switchable ABS
• All-LED lights

2024 Royal Enfield Himalayan Ergonomics And Riding Dynamics

When you’re aboard, you’ll find the ADV to be as spacious as a king bed The split saddle is long enough to move front or back, while the tank indents are perfectly positioned to slot your knees – even if you’re over six feet tall. What adds to the experience is the wide handlebar that provides you with ample leverage for countersteering purposes. This, along with the wide, mid-set footrests, ensures a commanding and comfy riding triangle. It’s well-suited for long rides, and you’d be fatigue-free for the most part. I say “for the most part” because the tushy starts getting a bit numb after three or four hours in the saddle. That’s because the foam is on the harder side – nothing some extra padding or an accessory seat can’t fix, though.

At this point, you’d also wonder whether the 32.4-inch saddle is challenging. And I can happily report it’s manageable. I’m about 5’9, and I could have both feet on the ground (almost). You can also increase the saddle height by 0.78 inches in mere minutes – something tall fellas would appreciate.

Things only get better as you leave the clutch and start moving. The Himalayan feels well-balanced all the time, whether you’re at crawling speeds or over 60 miles per hour. It’s surprisingly swift when slicing through traffic and changing directions, especially considering its long wheelbase, big front wheel, and 432-pound heft. Then, there’s the suspension. The Showa USD forks and the monoshock are well-tuned to soak in anything you throw at them, without feeling too soft or wiggly in the twisties. In fact, once you get used to the Himalayan, it encourages you to carry a good pace into the corners. Just be prepared to scrape the pegs when the pace gets hot. Credit also goes to the grippy dual-purpose CEAT rubber.

Like the tarmac, the Himalayan impresses in rough terrain. The suspension is the protagonist here again, as the long-travel setup soaks up all jumps and bumps easily. Neither the ground clearance nor the suspension bottoms out at any point, either. The 21-inch wheel ensures none of the jarring bumps reach your wrist and keeps the handlebar deflection-free in low-grip (loose sand, slush) scenarios.

As for the brakes, the rear unit stands out here. It has a sharp bite and works flawlessly to slow you down. Some of you will find it too sharp at times (even the rear pads are sintered, after all), but once you warm up to the lever feel, it’s a peach to use. The front, meanwhile, is a mixed bag. It lacks the initial bite and can lower your confidence initially. But I can assure you, there’s ample stopping power once you press the lever hard enough. No ABS triggers or tire slippage helps things sweeten the pot further.

2024 Royal Enfield Himalayan Underpinnings

2024 Royal Enfield Himalayan Engine And Performance

The Royal Enfield Himalayan has an all-new engine. It’s the first liquid-cooled powerhouse by the company, and the experience is nothing like your usual RE. In a good way and in a bad way. Starting with the good, the engine has a punchy power delivery and pulls like no Royal Enfield you’ve experienced before. So much so, you can sprint to 62mph in under 6.5 seconds (in the third gear itself). Post that, there’s still plenty of grunt to reach an indicated top speed of 100 miles per hour. In comparison, the previous generation took 11 seconds to reach 62mph, maxing out at 87 miles per hour.

The gearbox and clutch are new too, and they’re the perfect sidekicks for the powerhouse. The former is butter smooth, whether you’re going up or down the transmission. No false neutrals, no mis-shifts, just pure precision. The latter, meanwhile, has a slip-and-assist function, unlike the outgoing model’s regular setup. It results in a light lever feel that doesn’t tire out your hand even in traffic. And the rear wheel never skips out of line either, even when you bang down the transmission aggressively.

It’s not all hunky-dory, though. My biggest gripe with the new engine is its state of tune. The power is concentrated in the middle and top (peak comes at 8,000 RPM; the redline is 8,500 RPM), with barely any juice below 3,500 RPM. This hurts tractability – something Royal Enfields are otherwise popular for. For example, I found myself struggling to pull away cleanly from 20mph in fourth gear. So you’ll need to keep the engine rev happy to enjoy the punch. In doing that, I could average between 55 and 60 miles per gallon in mixed conditions (the total tank range would be 260 miles then).

Another issue is the vibrations. They creep in via the footpegs (or handlebar if you’re belting it) and make their presence felt every time. This also means you can’t cruise at high speeds, because the sweet spot (vibe-free zone) is around 55 miles per hour. Anything above that, and you’ll have a handful of vibes for company. In case you’re curious, 62 miles per hour comes in at dot 5,000 RPM in the sixth gear. The press bike provided to me hadn’t had its first oil change, which could’ve added to the vibes. So, there’s some benefit of doubt to be given here.

Finally, the heat. Now, this won’t be a problem if you’re in a cool area or on the open freeway, but in crawling traffic, things get noticeably hot. You’ll feel the warmth on your legs – particularly on the right side and if you’re in denim – from the radiator as well as the engine. It doesn’t get unbearable or irritating, but just be prepared to be hot in the groin if your hometown averages over 75 degrees Fahrenheit.

2024 Royal Enfield Himalayan Performance Numbers

2024 Royal Enfield Himalayan Vs Competition

Royal Enfield Himalayan Vs KTM 390 Adventure

• 	2024 Royal Enfield Himalayan	2023 KTM 390 Adventure
  Torque	29.5 pound-feet	27.2 LB-FT
  Transmission	Six-speed	Six-speed
  Horsepower	39.5 horsepower	43 horsepower

In the past, the KTM 390 Adventure left the Himalayan in the dust. But now, the Royal Enfield has everything in its arsenal to give the KTM a run for its money. The Indian ADV’s peak torque is higher than the Austrian bike. It also kicks in earlier in the rev range to ensure a stronger mid-range punch. Then, there’s the suspension. The Himalayan offers one inch of extra travel at each end, along with a bigger 21-inch wheel than the 390. Having ridden both, I can safely say the former is more capable in off-road scenarios.

Royal Enfield Himalayan Vs BMW G 310 GS

• 	2024 Royal Enfield Himalayan	BMW G 310 GS
  Torque	29.5 pound-feet	20.6 pound-feet
  Transmission	Six-speed	Six-speed
  Horsepower	39.5 horsepower	34 horsepower

Again, the old Himalayan fell short on the BMW G 310 GS. But now, it’s miles ahead. The new ADV has more horsepower and torque than its Bavarian rival, along with better tractability. Same goes for the underpinnings, as the GS neither has long-travel suspension nor spoke wheels. The RE offers both as standard. Another pain point of the BMW is its basic feature package, as you only get an LCD, all-LED lights, and no rider aids. Whereas, the Himmy has two throttle maps, switchable ABS, and a TFT.

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2024 Royal Enfield Himalayan Final Verdict

So, would TopSpeed recommend the new Himalayan? The answer is a hundred percent yes. It’s a step in the right direction and truly fits the entry-level adventure bike bill perfectly. From touring to off-roading, it can take on anything you throw at it and then some more. Every part justifies the long wait RE put us through (with years of testing and teasing), as no element feels out of place. Sure, some things could be better, but let’s not forget, no motorcycle is perfect.

As for pricing, RE has yet to launch the new Himalayan in the US market. But we know it is certainly coming here soon, thanks to a confirmation from the company officials. For reference, the motorcycle undercuts the 390 Adventure by roughly 100,000 INR ($1,200) in India. That could very well be the price difference here too – another reason we’d happily recommend the Himalayan.

All tables and information sourced from Royal Enfield