Royal Enfield Himalayan adventure/retro (2018-) review

The Himalayan was never really intended for the UK, instead being designed as a semi-trail style, more utilitarian version of Enfield’s slightly archaic 350 Bullet for the domestic Indian market, first appearing in 2015 – and it shows. But with a few mods, first to meet Euro4, and since updated for 2021 to meet Euro5, it’s found a following in the UK, too. Its almost feeble performance (just 24bhp) and crude ‘adventure’ style can’t be ignored, but neither can its charm, practicality (for some) and affordability, with prices currently starting at just £4699. For that you get a rugged, retro workhorse with a style that evokes smiles. But in terms of performance, quality and equipment there’s very little to write home about.

Although slightly taller and heavier than your average Enfield roadster, anyone can get on with the unintimidating Himalayan – and there’s very few ‘adventure’ bikes that can be said of. The seat height is an accessible 800mm, its kerb weight just 199kg (when the best-selling but massive BMW R1250GS Adventure is a whopping 268kg by comparison) and its upright riding position, behind the useful screen, puts the rider comfortably in control. For an adventure bike all-rounder, the Himalayan is comfortable, easy and effective. Of course, whether it’s a true ‘adventure’ bike, is another matter…

Performance aside, the Himalayan can be a very practical, all-round workhorse – as long as your riding doesn’t demand more from the motor. It’s comfortable and protective enough for (potentially) big miles; it’s sufficiently nimble and compact to be decent around town and it also delivers a charming, evocative retro ride that can make for pleasing sunny Sunday afternoon rides that end up at a biker pub. While in the foothills and along the dirt tracks of the Himalayas (no guessing where it got its name from), where its lack of performance is less of an issue and its simple dependability is a big plus, we’re sure it’d be more practical still. In the UK, however, that underwhelming performance makes M-ways and even some A-roads daunting.

Despite recent efforts, including the opening of a UK Technology Centre to help develop new bikes, Enfields remain archaic, underwhelming performers based small engines and old-fashioned technology. That’s fine when it comes to Third World transport and First World ‘modern classics’, such as Enfield’s brilliant, recent 47bhp 650 twins. With the Himalayan, however, on Western roads, it’s simply not enough. Developed from the old 350 Bullet’s air-cooled single, the Himalayan’s motor has been enlarged to 410cc, for Europe gained fuel-injection and, for 2021, was updated again to meet Euro5. But it still produces just 24.5bhp which is simply insufficient for faster UK roads, especially if you start adding adventure style luggage and pillion, and is also hindered by the lack of an overdrive sixth gear. Round town and, in particular, off-road, that’s less of an issue, of course. Braking-wise, with just a single front disc with twin piston caliper, it’s pretty marginal on face value, too, although in reality, considering the bike’s weight and performance just about gets away with it.

In a word: ‘better’ – better than its performance, that is. But in truth that’s not really saying much. As with all Enfields chassis design is more out of the 1960s than the 2020s, even though it’s been honed recently by specialists Harris Performance, which Enfield now own. That all said, the Himalayan does have monoshock rear suspension (Enfield’s first); its longer travel front telescopics are reasonable and its tubular twin loop frame proven. At pedestrian speeds its comfortable and decent and even at the top end of its performance (which isn’t that much higher) it copes and is unlikely to get out of shape, especially as its semi-knobbly tyres and 21-inch front wheel restrict cornering speeds. The added bonus? It’s even half-capable off-road, thanks to its tyres/wheels/suspension, light(ish) weight, slim, manageable proportions and grunty, effective power delivery.

Enfield are among the cheapest and most simple new bikes available. They also have soft, fairly flaccid performance, both being major factors helping them be among the cheapest bikes to run, anywhere. The Himalayan is no different. Although its 410cc makes it RE’s second largest engine (after the 650 twins), with just 24.5bhp the Himalayan has no great hunger for consumables such as tyres, chain, brake pads and so on. It’s also cheap to buy which helps maintain good residuals (so you won’t lose much money here, either), cheap to insure and service and simple, rugged and reliable. New ‘big’ bikes don’t get much more affordable than this.

Although Enfield spec and build quality can be on the rustic side, mechanically they’re also understressed and are proven design with many years of refinement and proven reliability behind them. All this is also true of the Himalayan. In other words: there’s not much that can go wrong and, going by owner reports so far, not much does. On the other hand, owners also recommend fastidious servicing and also cleaning to keep corrosion at bay (some metal finishes aren’t the best), and there has been one recall over a front brake fault. Apart from, that, you should have no real concerns.

Impressively, Royal Enfields currently come with a longer warranty than most – three years and unlimited mileage and covering all parts and labour which should provide more than a little peace of mind. On the downside, however, service intervals are disappointingly small – requiring a valve check every just 3000 miles, and oil and filter change every 6000. Offsetting that slightly, however, is the likely low cost of these due to the easy access to and simplicity of the air-cooled single cylinder engine.

Adventure bikes traditionally come equipped with everything including almost the kitchen sink – that’s part of their massive appeal, after all. The Himalayan, however, certainly isn’t your typical adventure bike. Although better equipped than most Royal Enfields (fairing, monoshock rear suspension etc), it’s still a very basic machine. There’s no electronics, no modes, no quickshifter, no nothing, really. There is ABS (it’s a legal requirement, after all) but you can’t switch it off for off-roading. And from 2021 it does also come with Roya Enfield’s slightly oddball ‘Tripper’ directional assist, which works via an app on your smartphone. But that’s your lot. Even the options list of luggage etc is fairly basic.

Most traditional adventure bike buyers wouldn’t give the Himalayan serious consideration. Its performance, practicality and spec is too basic for that. But that’s arguably missing the point. The Himalayan is also distractingly cheap, far more practical and versatile than most Enfields and also retains an old school, archaic charm that can give lots of motorcycle pleasure for not much money at all. If you can live with sub-25bhp performance and almost antuque mechanicals you probably won’t be disappointed.