Royal Enfield Guerrilla 450 Review: Introduction, Positioning and Rivals of the Royal Enfield Guerrilla 450
With the arrival of the Royal Enfield Himalayan 450, it was only a matter of time before an urban road model arrived, similar to the Scram 411 and the Himalayan 400, but with the newly developed Sherpa 450 platform.
Since the appearance of the 650 cc twin-cylinder engine, the Himalayan 450 and now the Royal Enfield Guerrilla 450 (40 hp, € 5,247), Royal Enfield has modernized its range of motorcycles in the technological sense of the term, because the Guerrilla 450 still retains that timeless charm that emanates from its designs.
Its rivals are to be found among the medium-displacement A2 licence motorcycles. The Guerrilla 450 is halfway between the proposals of its rivals, many of which are split into asphalt or scrambler versions. Thus, we find motorcycles such as the Triumph Speed 400 (40 hp, € 5,395) and the Triumph Scrambler 400 X (40 hp, € 6,095), Husqvarna Vitpilen 401 (44 hp, € 6,299) and Husqvarna Svartpilen 401 (44 hp, € 6,399), Macbor Eight Mile STR 500 (47 hp, € 4,999) and Macbor Eight Mile SCR 500 (47 hp, € 6,199), KTM 390 Duke (44.6 hp, € 6,399) and KTM 390 Adventure (43 hp, € 7,299), the twin-cylinder Honda CL500 (47 hp, € 6,750) and Voge 525 ACX (47.6 hp, € 6,289).
From Royal Enfield itself and with a classic look, it can compete at home with the Royal Enfield Hunter 350 (20.5 hp, €4,187), but is clearly less powerful, as well as the Benelli Imperiale 400 (21 hp, €4,450). There are also purely asphalt-oriented models such as the Zontes GK 350 (39.4 hp, €4,587) or the Voge AC 350 (40.7 hp, €4,789). It is an ecosystem with many predators, for which you have to come well armed. The Guerrilla knows about that.
Royal Enfield Guerrilla 450 Test: Technical characteristics of the Royal Enfield Guerrilla 450
There are no exotic mechanical solutions on the Royal Enfield Guerrilla, but everything is dimensioned with balance. The engine is a water-cooled, single-cylinder, DOHC, 4-valve, 452 cc. It delivers 40 hp at 8,000 rpm and a maximum torque of 40 Nm at 5,500 rpm, with more than 85% of this torque available from 3,000 rpm.
The approved consumption is 3.39 l/100 for an 11-litre tank. This gives a theoretical range of 324 kilometres, which with luck will be close to 300, but on the lower side (275-290 km).
The multi-disc clutch has a slip assist (it is anti-bounce). The power supply is by electronic injection and the gearbox -delicious- is a 6-speed. The electronic ride-by-wire accelerator allows the user to choose between two driving modes (Eco and Performance), depending on their needs or tastes. I liked the Performance mode, full and at the same time smooth in the cut-open.
Technology is embedded in the Guerrilla’s classic design through its instrument cluster, which Royal Enfield calls the Tripper Dash. It is a 4-inch infotainment cluster with a simple and intuitive user interface. Compatible with the dedicated Royal Enfield app, it allows you to record and import routes in GPX files so you can share routes with your mobile and recreate them on the TFT screen of your Guerrilla.
It doesn’t stop there. The Tripper Dash features full map navigation powered by Google Maps and audio guidance. You can view routes on the map or guide yourself with arrows, in light and dark modes. The interface also offers music control, incoming calls and messages, weather forecasts and full onboard information.
Everything is controlled by simple, but exquisitely designed joysticks. The left joystick contains a discreet joystick at the bottom that allows you to navigate through the menus with ease.
The chassis is made up of a tubular steel frame in which the engine is also a self-supporting element. The telescopic fork is conventional, with 43 mm diameter bars and 140 mm of travel. A little more than a road bike, a little less than an off-road bike. It does not have the possibility of adjustment. The rear shock absorber has 150 mm of travel and is adjustable for preload.
The wheels are 17 inches, fitted with Ceac tyres with a mixed look, but which work well on the road. Their measurements are 120/70 R17 and 160/60 R17. The front brake consists of a 310 mm front disc, gripped by a double-piston caliper, while the rear, 210 mm, only has a single-piston caliper.
All lighting is full LED. It is striking that, while the front headlight is round and classic, there is no rear light, which merges with the indicators, turning orange only when they are activated.
The seat height is 780 millimetres, to which we must add (or rather subtract) the narrowness of the whole. It does not pose any problems for taller riders, who can lean their backside back, especially with the optional flat-track-inspired seat, which is not only more comfortable but also allows greater freedom of movement. The wheelbase is 1,440 mm and the weight in running order is 184 kg. Moving it when stationary is very easy.
As with the seat, there are a multitude of accessories in the form of a screen, fairing, supports, fenders, saddlebags, etc. that allow an unprecedented level of customization, which is added to the 70s-inspired colors that delimit the 3 variants, Analogue (in Smoke Silver, €5,247), Dash (in Playa Black and Gold Dip, €5,347) and Flash (in Yellow Ribbon and Brava Blue €5,457).
Royal Enfield Guerrilla 450 Test: How the Royal Enfield Guerrilla 450 Rides
The first thing that caught my attention about the Guerrilla 450 was the freshness of its design. Of course, it is a subjective matter, but it cannot be ignored that there is a lot of work behind it, because its lines are not the result of chance, but rather there is intention. It is curious that, being a totally new model, with no previous references in the brand, it still has a certain familiarity with the Himalayan.
Some may think I’m being naive, since they share the Sherpa 450 platform, but it goes beyond that; it enters the realm of design language. Both are apparently simple bikes, each has its own identity and at the same time, their blood ties are evident.
When you get on the Guerrilla (don’t you get into the Guerrilla?), everything is at hand. Comfortable and light, your body asks you to turn the key and start it. The line of the seat and the tank is really low and it is very easy to access the controls. Professionalism is a must and before that, I take a look at the instrument panel and its operation by means of the carefully designed knobs. The information is very complete. The coolant temperature is appreciated, but it reports at intervals of 20º, too much distance between one and the other.
The handlebars are at a perfect distance; perhaps I would close the ends of the handlebars a little to not feel the handlebars so much in the hollow between my thumbs and index fingers. The seat padding is very good and the footpegs are where they should be for urban use. As we will see later, they are a little low for riding on a hot bike.
The clutch feel is very good; without being hard, it is not the softest in the world, a point to improve in search of the female public, who are attracted by this bike through their eyes. The first kilometers pass through the usually congested Barcelona, where the Guerrilla moves like a fish in water.
The mirrors are no wider than the handlebars, it is easy to reach the ground and the engine responds wonderfully from almost idle. This is a bike that presents no complications. Its geometry nestles in a point just between the control of the bike and comfort. The turning angle stays at 8/10. That is notable, but not outstanding.
On ring roads it handles with ease and reserves power. After seeing at the traffic lights on the climb to Montjuic that the engine has power in the first half of the rev counter, the medium speed at which it likes to run ensures lane merges onto fast roads, while the brakes are more than enough for daily use.
We come to the corners. You soon realise that the RE Guerrilla 450 likes to be let run through the corner. It’s not that it can’t enter the corner by braking until it reaches the corner line. It’s about exiting the corner at speed. As it is capable of maintaining a high cornering speed, this will be the chosen strategy because, if you choose stop & go riding, you will be forced to rev the single-cylinder engine up. And don’t get me wrong, the Guerrilla’s engine is capable of stretching to the cut-off and obtaining great performance, but at the top of the rev counter there are vibrations, less pleasant than the torque at mid-range.
With fluid driving, you enter a nirvana in which you see yourself riding at very high speeds. I was able to confirm this extreme riding behind the route guide. If I had not had a hare to give me a ride, I would have been unable to ride at that pace, because by means of agonizing braking and acceleration, you ride slower.
The footpegs, which are at an ideal height in the city, are a little low in this environment. Riding hard, you have to lean your body to the inside of the curve, to lean the bike less and try to avoid the footpegs touching. It is not its environment, but in sporty riding and in full support, is when the front end gives more information.
In normal dynamics it is not necessary, it feels like an easy bike and you don’t miss any signals from the front end, but going for the best it starts to transmit the information you need. Very good. The rear end holds up pretty well when required, even though it is not riding in the environment for which it is designed.
I really liked the rear brake setting mid-corner, but once I got the hang of it, because it is able to lock a little before the ABS kicks in. It serves as an effective support for the front brake, this time 7/10, in sporty riding. Notable, but not outstanding. In this respect, it must be taken into account that it is not a sports bike and yet, it is very effective when pushing the pace. Versatility is at its best.
Its performance underlines the idea that, without carrying luxury components, those it does have are very well sized for what they are entrusted with and still have plenty of room to perform with flying colors on your road trips.
Throughout the day, I got the feeling that the RE Guerrilla 450 is a very efficient bike in the city, even if it resembles a scrambler. The wheels may look like a mixed bag, but they are 17 inches: the asphalt is its medium.
As the days go by and I see the onboard images (which you can see in the video accompanying this test), I realise that it has left me with an even better impression: it is a fun bike, one of those that, in addition to providing you with a magnificent service, makes a little space in your heart. Beware of the Guerrilla.
