We were excited to put out the press release at the end of 2024 that Royal Enfield’s range of bikes would be available in 2025. Moto Royale, a Cape Town-based outfit, will be importing the full range and plans to distribute them nationwide. Royal Enfield have made huge inroads globally, with extremely positive feedback from nigh on everyone who has ever slung a leg over one. They have become particularly popular in the UK, from where the brand originated, before being reinvented in Chennai in India.
The 411 Himalayan is much loved. It utilises a long-stroke single motor with plenty of grunt but not much horsepower. Owners found the friendly power delivery a boon off-road, and it found favour with new riders for its easygoing and relaxed demeanour. More accomplished riders liked the bike but bemoaned its lack of go. Royal Enfield heard and responded. They started developing a replacement which would address the shortcomings of the 411.
I visited Cape Town early in the new year and spoke to Adam at Royal Enfield [RE] about popping into their ‘under construction’ showroom, to see some of the bikes that they are bringing in. Despite being hectically busy, they were willing to accommodate. The showroom was a hive of activity, but I hardly noticed as I drooled over the bikes. Of particular relevance to me was the new 450 Himalayan, given SA’s ongoing love affair with Adventure bikes.
More and more riders are looking for lighter, more nimble offerings that dance in the dirt. Heavyweight Adventure bikes are ridiculously overpowered and a handful off-road, requiring significant rider skill to stay upright in the dusty stuff. In truth, only a small minority of riders possess these skills. On a recent foray onto long gravel karoo roads that I was part of, 5 riders out of the 15 that left Pretoria ended up injured from spills when they ran out of talent. Three of the bikes were write-offs.
Here’s the thing. When you arrive on an Adventure bike with over 100 horsepower and weighing over 220 kg and which costs north of R250K, it becomes an ego-driven exercise where you feel that you must run with the big dogs. ‘Nuffsaid. It then easily ends in tears. This scenario has resulted in more and more riders seeking lighter, smaller and more nimble bikes that better bridge the divide between Adventure bikes and ‘plastics’. Bikes like KTM’s 500 are superb in the dirt but require too much maintenance, essentially just too ‘Ready to Race’. Honda’s CRF300 Rally sits at the other end of the scale with too little engine and comfort for really long distances and overly soft suspension. This has given rise to the ‘unicorn bikes’, those with enough motor to maintain highway speeds, [plus VAT] without feeling overly stressed and that are genuinely good in the dirt.
Kove’, CF Moto and Royal Enfield with the Himalayan, are all viable players in the unicorn space. The first two emulate ‘Rally bikes’ with only the Himalayan adding the vital utility of a true travel bike to the mix. The Himalayan is heavier, but it is also bigger, offering more room to move around and accommodate a pillion or significant luggage easily. It was with all of these considerations in the back of my mind that I was really keen to ride the Himalayan.
I make no secret of the fact that I crave long-distance rides in remote areas, like Botswana and Namibia. Comfort, dirtworthiness and decent tank range are thus priorities, allied to absolute reliability. Everything that I have read or watched on YouTube about the 450 Himi indicated that it could be ‘the one’. The other consideration is Triumph’s soulful Scrambler 400X, which does not have the off-road focus of the aforementioned bikes, but is a viable choice if dirt prowess is not such a biggie for you.
Seeing my blatant and obvious interest in the two Himalayans on their floor, Adam asked if I would like to ride one. ‘Damn yes!!’ I responded. I arranged to spend a morning on the bike the next day. Friday dawned with magnificent weather. The Mother City was putting its best foot forward. Sabrina, part of the RE team, lived in India for several years during which time she got well acquainted with RE, and was instrumental in bringing the brand to SA. She took me through the bike, then Irene and I hopped aboard and made our way towards Kalk Bay and beyond. We stopped at the iconic Olympia Cafe’ for a coffee and breakfast and to reflect on the ride. I asked Irene for her comments as a pillion. She responded very positively. Firm but comfortable seat and a surprising amount of room for a ‘small’ bike. This may be low on the list of priorities for most Himi riders, but two-up ability is a big plus in the big picture of a bike for all seasons.
From a rider’s perspective, I made a few observations. The 450 is light and agile but not flighty. Criticism that the bike leans over too far on the side stand are a non-issue in my book. I would rather have it secure on the side stand when loaded or in heavy wind. If you struggle to pick it upright from the side stand then don’t consider a bike, period! You have a main stand too anyway. The motor has typical low amplitude single cylinder vibes at low revs that are in no way bothersome. As engine speeds rise it smooths out beautifully and has decent mid-range. This, even though we were two up. The bike was brand new yet happy to rev effortlessly. It surprised me with how strongly it pulled as the revs rose. It categorically has ample power to entertain both on and off-road.
From the get-go, the Showa suspension impressed. Despite only having preload adjustment on the cantilevered rear shock, it is firm yet supple with a superbly controlled ride, even over dodgy pavement. The suspension is well dialled in and will not require upgrading whether on or off-road. It makes much of its 200 mm of travel at each end. The rider and pillion comfort are excellent. With the seat on its low setting, I was flat-footed at rest and on the tall setting I remained flat-footed with less bend at the knee. Great for stability or when dabbing a foot down through a technical off-road section. The gearbox operation is beyond reproach. Light and positive.
The engineer who designed the bike deliberately laid the rear shock forward to achieve a seat height that was accessible to as many riders as possible. Wheels are 17” at the rear, deliberately for lower seat height, and an off-road friendly 21” front. The bike steers intuitively and remains stable under all conditions. If RE can do it right, why do so many other manufacturers produce bikes that require suspension work from the get-go? This impacts on the purchase price too. The Himi is comprehensively spec’d with a carrier, main stand and crash bars protecting the tank as standard. The bike has a hewn-from-granite demeanour. It feels solid and bulletproof. Royal Enfield have a comprehensive accessory catalogue too. A touring screen, handguards and perhaps a more robust bash plate are all you would need to tackle the gnarliest of roads. Fuel consumption is another strong point. At highway speeds, you can expect in excess of 400 k’s on a 17-litre tank.
I did not play around with the electronics or the display. The instrument nacelle is thoroughly modern functionally yet has old-school design simplicity. Coming from an analogue background and preferring riding bikes to playing PlayStation, I only need a bike to share the vital info essential to the ride. The Himi 450 does all that and way more. If you have a newish device, it will pair with it to give you Apple or Android connectivity with the usual benefits. It is only the turn-by-turn navigation that is of any worth to me. If you must have music while you ride, the Himi will oblige.
Our route took us through Simonstown and out on the Argus route. Two up in top gear the Himi coped effortlessly with the ascents. The top-end hit of the Sherpa motor makes overtaking a doddle. We descended into Simonstown via a series of hairpin bends with the Himi a joy on the mountain pass. It is an engaging and rewarding ride in every sense. When you spend time on a light, agile and responsive fun ride like this, you question why you allow yourself to be sucked into making ego-driven bike choices. Big, heavy and cumbersome bikes that are high in street cred yet low on fun and ease of use.
I cannot wait to spend more time with the 450 Himalayan, using it across the full spectrum of its talents. This, my friends, is the thinking man’s Adventure travel bike. Fast enough to allow highway travel at the legal limit. Comfortable enough for a full day chasing horizons. Capable enough to tackle the route of your choice without apprehension. Affordable enough to leave you with lots of loot for adventures. Prices start at R105,500 and range to around R120,000, which has to offer the most bike for your money in this class. A brilliant value proposition.
Yeah, I know I’m gushing but I really enjoyed my time on the Himalayan 450. Perhaps it’s just an age thing or maybe it’s the fact that I buried my ego a long while ago and started riding totally for enjoyment. As someone once said, “Ego is the anaesthesia that deadens the pain of stupidity”. I want to ride bikes that leave me with a silly grin on my face, rather than those that incite stupidity on the rand spent versus fun scale. With its genuine wide range of talents, I think that the Royal Enfield Himalayan 450 may just top that ‘fun for buck’ scale for me at present.
For more information visit: www.moto-royale.co.za
