The Guerrilla 450 signifies a new direction for Royal Enfield. One that looks promising.
Story: Joshua Varghese
Photography: Kalidas M
We always have great respect for manufacturers who make an attempt to break out of their comfort zones and the stereotypes imposed on them by the market. In a two wheeler-driven economy like ours, it is difficult enough to gain a foothold in some segments but to make an impression in a new category altogether is tougher still. A few manufacturers have done so this year but this story is about Royal Enfield’s Guerrilla 450. They had hinted an interest in this space with the Hunter 350 but the liquid-cooled Guerrilla is a fully committed invasion into a region hitherto unexplored by this century-old marque.
Having ridden the motorcycle in Spain on some excellent roads (including part of a hallowed road racing circuit), we were thoroughly impressed by what it offered but that was on excellent European roads. Many months have passed since then before we could bring you a road test on home soil. Apologies for that but we will make up for it with a comprehensive review.
Being able to stand out on our roads dominated by two-wheelers is a Herculean task and, after a few minutes (even hours) of thought, it is evident that apart from the Himalayan familiarity, the Guerrilla looks like nothing else. In fact, if the Guerrilla were launched before the Himalayan, I would have needed some convincing to believe it was a Royal Enfield. It is more of a “unique” than “inspired” design and that deserves appreciation because this is the first time Royal Enfield have ventured into the exciting 400-cc-plus liquid-cooled roadster space. Their choice of colours and graphics further reflects the rebellious nature of the Guerrilla which explicitly leans towards the modern side of the retro-modern machine. Undoubtedly it is the most youthful Royal Enfield I have laid eyes on. Now, what is evolution to me may be blasphemy to the purists, but everyone should be able to agree that Royal Enfield are now more diverse than ever.
When I rode the Triumph Speed 400 earlier this year, it did not feel cramped. There was adequate space on the motorcycle for my six-foot-one frame but I could never shake the feeling that it looked small with me astride it. In that regard, the Guerrilla feels like a better fit for tall riders because it offers more room and better proportions; the riding position feels more relaxed and natural. This allowed me to find my rhythm and settle into it quickly. Despite having a lot in common with the Himalayan, the rider triangles for both motorcycles are noticeably different and the Guerrilla feels like a proper roadster than a compromised ADV. Following a few weeks of riding in the city, there is not much discomfort to speak of—a sentiment shared by the pillion riders as well who joined me on short hops around town.
Personally, I am not a fan of the fully digital console but it does its job well and if one seeks a lot of ride information and smartphone-based features, it delivers. One thing we appreciate about this console is that it displays the range with reasonable accuracy. Based on our experience thus far, we are confident that one can rely on the estimated range until the final 10 kilometres. That is a marked improvement over Royal Enfield fuel-gauges of the past. Also, if one wants an analogue cluster, that is available too.
Having ridden the Himalayan 450 for over a year, the Sherpa 450 is a familiar engine. Displacing 452 cubic centimetres, it is a liquid-cooled, four-valve, single-cylinder unit that develops 40 hp at 8,000 rpm and 40 Nm of peak torque at 5,500 rpm; figures which are identical to the ADV. As much as I like the Sherpa in the Himalayan, it feels more at home in the Guerrilla. It seems to use a different map for the Guerrilla, one that is not shy about taking advantage of the engine’s rev-happy nature. Unlike any Royal Enfield single before it, the Guerrilla is eager to get going, excited to run through each gear, and offers a fresh perspective on retro-modern roadsters. The final drive gearing is taller than the Himalayan’s, which means higher gears are not fond of being run at low city speeds. However, one also needs to understand that this is a short-stroke big single that revs beyond 8,000 rpm, so low gears at low speeds is how it likes to be treated. That said, the generous spread of torque through the rev-range allows the Guerrilla to pull through even if the rider happens to choose a gear too high.
Although the Guerrilla is based on the Himalayan’s frame, the key differences include a steeper head angle for the roadster and a shorter wheelbase. It also gets 17-inch wheels at either end along with a telescopic fork and a monoshock managing suspension duties. The monoshock may look identical to the Himalayan’s but the damping for both units is completely different. While riding in town, it is clear that the suspension is set up on the firmer side but not uncomfortably so. The Guerrilla tackles potholes and roadworks patches without relaying significant discomfort to the rider. That along with its agile handling makes this sporty motorcycle one that is tuned in to the pulse of our urban chaos, one that is capable of changing direction quickly and making the most of overtaking opportunities. At this point it is worth noting that Royal Enfield have done well to mask the weight of this motorcycle. On the move, it is barely a bother and not much effort is needed to shift it around in the parking lot but its limited steering lock does make slow manoeuvres slightly tricky.
On the open road is where the Guerrilla comes alive. The Sherpa engine works harmoniously with the chassis to create a rhythm that one can settle into quickly with ease. Turn after turn goes by and all one knows is the joy of flipping the motorcycle from one side to the other and enjoying the rewards of rolling the throttle on. It wouldn’t be remiss to say that this machine is excited each time it sees the road curve into a corner. Braking work is executed quickly with a stability and precision that inspire confidence.
Admittedly, the Guerrilla is not a perfect motorcycle but it is not trying to be an all-rounder either. Even with the Himalayan, it was evident that this platform is built for enthusiasts. The Guerrilla is clearly meant for one thing: to have fun on the road and that it does beautifully. I believe there is potential for more because it feels like one is just brushing the surface of something incredible. The CEAT tyres are grippy and their dual-purpose nature offers the flexibility our poor roads demand from motorcycles but there are better options available for those who want to spend more time on the road. With more road-focused rubber, one could enjoy the Guerrilla a bit more.
The price of the Royal Enfield Guerrilla 450 starts at Rs 2.39 lakh (for the analogue cluster) and goes up to Rs 2.54 lakh, both prices ex-showroom. Which means it starts at the same price at its closest competitor.
Watch the first ride review here:
Also Read: Royal Enfield Himalayan 450 Long Term Review
