Royal Enfield Guerrilla 450 (2024) – Review

Technical Review: Ben Purvis
Riding Review: Adam ‘Chad’ Child

With the new Guerrilla 450 Royal Enfield is taking a huge step into the mainstream by offering a truly modern street-oriented bike for the first time in more than half a century.

Royal Enfield has undergone a transformation in the last couple of decades, turning from a slow-selling manufacturer of 1950s throwbacks to a global success story. In 2010 the company shipped around 50,000 bikes. Now it sells more than 70,000 per month in India alone, with annual global sales rapidly heading towards the million-bike mark. That success has come partly on the back of a boom in retro motorcycles that plays into Royal Enfield’s hands – after all, most of the company’s range still looks much the same as the old British-made Enfields from the 50s and 60s – but the clean-sheet development of new models like the original Himalayan from 2015 and the current range of 650cc parallel twin machines has catapulted the company into the mainstream.

This year’s new-generation Himalayan – the Himalayan 450 – marked another massive step, introducing the company’s first modern, liquid-cooled engine and building on the affordable, go-anywhere appeal of the original Himalayan. Now the Guerrilla 450 takes another leap by adopting the same platform but in a street-scrambler form.

The all-new Guerrilla isn’t a Himalayan in a different dress, the new 450 was designed alongside the Himalayan, both designed simultaneously with Enfield opting to launch the Himalayan first. However, unlike the Himalayan there wasn’t a predecessor to the Guerrilla – this is a completely new model, new name, new everything – but sharing the same ‘Sherpa’ 450 single-cylinder A2-compliant 40hp motor. The high-spec TFT clocks are nearly identical to the Himalayan, along with the familiar switchgear – but this is where the similarities end. This is a completely new street bike from Enfield, designed in both the UK, India, and Spain. We headed to Barcelona for the world riding premiere on the bold new Guerrilla, which has a very attractive/aggressive price. Read on.

Royal Enfield Guerrilla 450 (2024) - Review

It might share the same engine as the Himalayan but it’s style is so different. Chad heads to Spain to ride the new Royal Enfield.

2024 Royal Enfield Guerrilla 450 - Price

With a starting tag of £4850 the Guerrilla nips under the psychologically important £5k mark, undercutting single-cylinder rivals from the likes of Triumph, KTM and Husqvarna, although if the company follows the pattern it set with the Himalayan 450 there will be a range of prices depending on the colour scheme you choose.

The bikes are expected to hit dealers this summer, and when it does there are sure to be finance deals on offer similar to the ones currently offered on the Himalayan 450.

Colours include ‘Playa Black’, a red, yellow and black combo, and ‘Gold Dip’ with a two-tone gold and red scheme each £4995, while £5050 gets you ‘Yellow Ribbon’ with a black/yellow tank and yellow tail, or ‘Brava Blue’ with white bodywork, blue graphics and blue wheels. However, the cheapest version is the simple ‘Smoke’ – an all-silver bike with black wheels.

PCP prices have not been confirmed but the pricier Himalayan starts at £79 per month on PCP and the new Guerrilla is nearly £1000 less, therefore PCP per month should be considerably less. For reference Enfield’s own Hunter stats at £3899 and PCP from £54.99

2024 Royal Enfield Guerrilla 450 - Engine & Performance

The Sherpa 450 engine is Royal Enfield’s first foray into liquid-cooling, ride-by-wire throttles and even double overhead camshafts. It even shaved 10kg off of the outgoing motor. Each of those elements and many more could have proved to be pitfalls, but the result has turned out to be a resounding success so far in the Himalayan 450. It’s carried across wholesale to the Guerrilla 450.

Measuring in at 452cc, the Sherpa engine isn’t radical by most standards. Its 84mm bore and 81.5mm stroke mean the bore/stroke ratio forgoes the massively under-square trends that others follow. Triumph’s 398cc single in the Speed 400, for instance, has a larger 89mm bore and much shorter 64mm stroke, numbers that are identical to those in the KTM 390 Duke and Husqvarna Vitpilen 401. Those figures might encourage more revs and raise peak power, but the Enfield engine hits back with gobs more low- to mid-range torque, aided by its slight overall capacity advantage.

The peak power, unchanged from the Himalayan, is 39.5hp and arrives at 8000rpm. Those numbers are identical to the Triumph Speed 400, but the Enfield gets an edge when it comes to torque with 29.5lb-ft at only 5500rpm. In comparison the Triumph makes 27.7lb-ft and needs 6500rpm to do it, while KTM’s latest 390 engine manages 28.8lb-ft but not until 7500rpm. Even more importantly, the Sherpa engine has at least 90% of its peak torque (26.5lb-ft) available from around 3000rpm all the way to its power peak at 8000rpm. When it comes to real-world rideability it’s that ‘area under the graph’ calculation that adds up to useable performance rather than outright peak numbers.

The engine puts its performance down through a six-speed gearbox – not something that can always be taken as read with Royal Enfield, the previous ‘411’ single from the original Himalayan only has five speeds – and an assist-and-slipper clutch.

Enfield made massive gains over the old engine with the Himalayan’s 65% increase in peak power, 25% increase in peak torque, and 25% increase in max engine speed. However, the firm decided to let the world’s media ride the bike in the Himalayas, at air-zapping altitude which didn’t do the increase in performance any favours. I recently rode the 2024 Himalayan in Austria, on faster smoother roads than the once-in-a-lifetime launch, and was surprised by the performance, therefore in the lighter Guerrilla it should prove the perfect A2-compliant motor.

As before you get two riding modes, Eco and Performance, but with only 40hp and 40Nm on tap, you don’t need to soften the fuelling unless you're close to reserve and running low on fuel. Around the crazy streets of Barcelona, it’s a little lumpy below 2000 rpm, but that is to be expected, as most small capacity single cylinder bikes are the same. Just north of 2k rpm it smooths out (depending on the gear and throttle request, naturally) and there’s real drive from very low down. Between 3000 - 4500rpm you can make real progress around town, something some of the sportier reviver competition can only dream about. On test around Barcelona, I found myself using less gear changes, sometimes short shifting, and missing a gear just to make life simple and easy – you can even easily set off in second gear.

Away from the city, that mid-range and torque come into play when leaving small picturesque villages in 5th or 4th gear, pulling smoothly from 2500rpm. You’re never chasing the revs on the Guerrilla; you can have a smooth relatively brisk ride just using that mid-range – again I doubt many other entry-level singles can match.

We did get the opportunity to have a short motorway blast and this 40hp naked copes with the higher speeds with relative ease. 60mph is a breeze, up to 75mph, and again it’s more than happy. It will cruise at 80mph and a little more reasonably comfortably with a few thousand rpm left, top speed should be just past the magic ton (indicated). However, the more the speed increases, so does the rpm and vibrations. It is to be expected, from a long-stroke single cylinder at relatively high rpm, and Enfield’s engineers have done their best to disguise the vibrations, but they are noticeable at motorway speeds. Not annoying but noticeable. But as mentioned we only had a short motorway blast and after an hour or possibly less of 75mph touring the vibrations may become more troublesome.

Up in the hills around Barcelona on the countless switchbacks the Sherpa motor continues to impress. You can enjoy a spirited ride without forever changing gear (there’s no optional quickshifter, fyi) so it’s all about the torque. There’s a nice, almost snarl from the high intake on large throttle openings, you can almost hear the air-box breathing.

The 450 doesn’t have the over rev of some of the pricier competition - to be honest it runs out of puff before the actual redline. You can still thrash it and keep yourself entertained but it’s arguably not as exciting as some of its rivals (see below for the details), such as the previous KTM Duke 390 which made peak power at 9500rpm. But the relatively torquey motor and lazy power do match the styling and audience, I was pleasantly surprised by the performance considering its relatively humble spec sheet figures.

2024 Royal Enfield Guerrilla 450 - Handling & Suspension (inc. Weight & Brakes)

The main section of the steel tube frame is similar in design to the latest Himalayan 450 that shares the same Sherpa engine, but the Guerrilla gains a different rear subframe design with suits the bike’s one-piece seat and repositions the pillion footrests. At the front the Himalayan’s upside-down forks are swapped for right-way-up 43mm units, clad in gaiters to protect the stanchions, and both ends are dropped substantially. That reduces suspension travel from the Himalayan’s 200mm at each end to 140mm at the front and 150mm at the rear, but also helps reduce the seat height from 825mm to only 780mm.

Thanks to the shorter forks and a 17-inch front wheel in place of the Himalayan’s 21-incher, the wheelbase is 70mm shorter at 1440mm – although that’s still a good deal bigger than the equivalent measurement on the KTM 390 Duke (1357mm) or Triumph Speed 400 (1377mm). The rake is a steep 21.8 degrees, 4 degrees steeper than the Himalayan, and ground clearance is down by 61mm to 169mm.

Those changes, along with the switch from wire wheels to cast alloys and the adoption of an 11-litre fuel tank instead of the Himalayan’s 17-litre design, help slice 7kg from the dry weight and a full 12kg from the kerb weight, measured with a 90% full fuel tank, which drops to 184kg.

The brakes are simple, with a single 310mm front disc and two-piston caliper and a single-pot caliper at the rear on a 270mm disc, but there’s ABS.

You can easily draw similarities between the Himalayan and the Guerrilla on performance as they share the same engine platform, but the chassis and handling are completely different – this is not a Himalayan in different clothes, it’s a completely new bike. As soon as you throw a leg over the low 780mm seat, 45mm lower than the Himalayan, you know you’re on a completely new model.

On paper, 174kg (dry) it’s noticeably heavier than the A2 single-cylinder competition, but the weight must be low in the chassis as at low speed it feels very user-friendly, ideal for less experienced/confident riders. It feels solid, robust, and mechanical, as you would expect from Enfield, but equally, it feels ideal for new riders, especially those short in the leg. I’m nearly 5’7 and was very comfortable flat-footed at both sides, and for those taller riders, there is an optional higher seat.

As you’d expect, the combination of a soft seat and relatively soft suspension results in a smooth, soft, easy-going ride around town. Barcelona and the surrounding small towns are littered in speed humps and the Guerrilla takes to them with ease. There is no jarring over imperfections, you don’t get thrown out of the soft seat – it’s an impressive setup that works in the urban jungle.

I honestly didn’t think the new 450 would handle and perform away from the city as it does. Easy going relatively soft suspension, combined with unfamiliar CEAT rubber didn’t initially boost confidence – I was wrong. I have been critical of the CEAT rubber previously but grip was impressive for a bike at this level and price. I didn’t have any ‘moments’ all day and at times was pushing the handling to peg-scraping levels of lean with confidence.

When I say peg-scraping, that is not a criticism, it takes some effort to deck out the Guerilla 450, again ground clearance is good for this type of bike. The Showa suspension set up has no adjustment on the front, and only preload on the rear allowing you to enjoy the new Enfield. It’s forgiving, easy to ride at a brisk pace, and handles far better than the £5000 price suggests. Carving up a mountain pass and its endless hairpins, enjoy the feedback and easy handling. Newer riders are going to love the ease of use, you can just get on the Guerilla and have fun.

It is worth mentioning the conditions were perfect: 35-degree ambient temperature and roads like race tracks offering endless grip, the handling and tyre feel might well be different in rainy Birmingham in November. But even experienced riders can have a spirited, enjoyable ride.

The ABS-assisted brakes are just about up for the job. The single 310mm front brake disc is slightly smaller than the Himalayan yet offers more than enough stopping power on a normal ride. You can occasionally feel the rear ABS kick in but again you must ride outside the bike's design parameters for it to interfere too much. The only downside is the brake lever isn’t span adjustable so riders with small hands will possibly find the lever a little too far away from the handlebar. I wanted the lever a fraction closer and I’m sure inexperienced smaller riders will want the same.

2024 Royal Enfield Guerrilla 450 - Comfort & Economy

The 780mm seat height, 45mm lower than that of the Himalayan, means the Guerrilla will be accessible to a wider array of riders. It’s also lower than the Speed 400’s seat (790mm) or the 390 Duke’s (820mm). It sits behind broad, tall bars that give a street-scrambler stance, while the pegs are slightly higher than those of the Himalayan.

Despite a larger engine and more power and torque than the Triumph Speed 400, the Guerrilla actually manages slightly better fuel consumption, hitting a claimed 83.3mpg versus the Triumph’s 80.7mpg. KTM’s 390 Duke is almost identical to the Guerrilla, with 83mpg. With only an 11-litre tank, though, the Guerrilla can’t manage as far between stops as those rivals, with a theoretical range from brimmed to dry of just a gnat’s hair over 200 miles.

Royal Enfield is confident in its product. This wasn’t a short ride around Barcelona, but instead starting at 07:30 and back at 17:30 - a proper ride on all sorts of road conditions. Despite the relatively long time in the saddle, riding comfort was never an issue. I returned without any additional aches and pains and the soft seat and chassis setup did a fine job. There’s no optional lower seat, but a flatter version instead that looks even comfier, as well as a higher seat for taller riders. I did chat to a few taller/larger riders who were impressed by the roominess of the 450. Despite it being low it still manages a big bike mechanical feel to it.

The entirely new model has a brand new 11-litre fuel tank, down 6 litres from the Himalayan’s 17-litre version yet it should be good for close to 200miles when ridden sensibly. The Sherpa 450 single cylinder has proved very frugal in the Himalayan, and this should carry over to the Guerilla and I’d be happy to take the Guerilla for a longer ride, more so than the majority of its competitors. Enfield offer some luggage in the official accessories and even a small fly screen. It wouldn’t be unheard of to take on some decent miles/touring on the Guerrilla.

2024 Royal Enfield Guerrilla 450 - Equipment

While Royal Enfields are often seen as bare-bones bikes, the latest generation is actually quite strong on equipment and the Guerrilla adopts the same instrument pack as the latest Himalayan to offer a handful of useful tricks.

Elsewhere, the lighting is all LED, including that Himalayan hand-me-down headlight and the indicators, and the Guerrilla offers a choice of riding modes: Eco or Performance.

The Guerrilla shares the same impressive 4” TFT dash as the Himalayan along with the same connectivity allowing full map navigation based on Google Maps with turn-by-turn navigation, and should you want to you can make calls, listen to music, etc. The brain of the operation is your phone, which simply connects to the easy-to-read round display via Bluetooth. While that might munch through battery life, the bike does come equipped with a neat little USB-C charger just under the clocks.

I’ve played around with the display and navigation a few times now, on the new Guerrilla and on the Himalayan on several occasions and the more I play with the display the more impressive they become as you create shortcuts, the joystick switchgear becomes second nature. Even without the connectivity, the clocks are informative, easy to read and very clear while matching the styling of the bike. I wouldn’t say they are the most intuitive, but again considering the under £5000 starting price, they offer a level of tech above some of the competition.

ABS is conventional, not lean sensitive, and unlike the Himalayan can’t be disengaged. Two rider modes, no traction control or cruise control nor an optional quick shifter. Bikes like the new KTM 390 Duke and the Husqvarna Svartpilen and Vitpilen 401 do have lean-sensitive rider aids, and more tech but are over £5500. It’s interesting as one argument is do you need clever rider aids on a 40hp A2 bike? But equally new riders are going to make mistakes and may prefer to pay that little amount extra for lean sensitive ABS for example.

2024 Royal Enfield Guerrilla 450 - Rivals

While the Guerrilla’s stance has overtones of scrambler its 17-inch alloy wheels mean it’s really a street roadster, aligned more closely to Triumph’s Speed 400 than the company’s Scrambler 400. Its other main rivals come from KTM and its sister brand Husqvarna, in the form of the 390 Duke and the Vitpilen 401, which in its second-generation form adopts a wider-barred, streetfighter pose instead of the café-racer posture of the original version.

While Triumph is a British brand, and Royal Enfield still clings onto an element of its UK heritage with its Leicestershire-based R&D centre, while KTM is Austrian and Husqvarna’s roots are split between Sweden and Italy, all four of these competing bikes are actually manufactured in India, with Bajaj building the Triumph, KTM and Husqvarna machines and Royal Enfield’s Chennai factory turning out the Guerrilla 450.

However, there are cheaper options if you turn your attention to China. At the time of writing CFMoto’s 450NK – with a 449cc parallel twin engine rather than a single, J.Juan radial brakes, upside-down forks, 47hp and a kerb weight of only 165kg to beat all those Indian-made competitors on the spec sheet – is listed at only £4299.

Triumph Speed 400 | Price: £5195

Read more

Power/Torque

39.5bhp / 27.7lb-ft

Weight

170kg

KTM 390 Duke | Price: £5699

Read more

Power/Torque

44.3bhp / 28.8lb-ft

Weight

165kg

CFMoto 450NK | Price: £4299

Read more

Power/Torque

47bhp / 28.8lb-ft

Weight

165kg

2024 Royal Enfield Guerrilla 450 - Verdict

During the world launch in Barcelona, Enfield didn’t give us the UK price until we'd finished the ride. I estimated the Guerrilla would be cheaper than the Himalayan, or around the same price as the base model (£5750), my estimate was no lower than £5500. So, I was pleasantly surprised by the actual starting price of £4850 which positions the bike very aggressively among rivals. A strategy that RE is becoming known for.

Competitive pricing sees Enfield undercutting Triumph and other European brands and honestly it’s hard to see where they have saved on costs. Ok, the CEAT tyres are not made in Europe but during the test in sunny Spain they were hard to fault. The TFT display is above some of the competition (Triumph) and it may not have the rider aids of some of the pricier European competition, but are they necessarily needed?

The Guerrilla is easy to ride, simple, a lovely torquey engine with a Showa suspended chassis which works both well in town and in the twisties. It has a big bike feel but is still manageable with a low seat and a low centre of gravity. It looks great; a lovely mix of modern and retro at the same time, and I really like some of the 70s inspired colours, and at under £5000 I think this is going to be another success story for Enfield whose accountants must be rubbing their hands with glee as the oddly named Guerrilla is set to be another surefire success.

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2024 Royal Enfield Guerrilla 450 - Technical Specification

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