At first glance it’s hard to know what to make of the new Royal Enfield Guerrilla 450. In a world which wants to pigeonhole and place a name tag on everything we buy, the Guerrilla rebels against modern convention and ploughs its own furrow. A bit scrambler, a bit flat track and a bit traditional roadster, the new-for-2025 model is a bit of a mongrel but, as we are about to discover, it’s a loyal and lovable companion that deserves to be another success for the efficacious Indian company.
The Guerrilla shares much of its technology with the hugely popular Himalayan adventure bike, including the 452cc liquid-cooled ‘Sherpa’ engine, but it a package which is accessible to more riders. Unlike the tall Himmy, the Guerrilla has a super low 780mm seat height that makes it easy for shorter riders to get on with and which delivers a completely different riding experience.
Climb on board and the rider is greeted with high-yet-narrow handlebars which make the Guerrilla a real urban warrior. Around town it feels like a grunty 125, a motorcycle which is light and agile and super easy to ride. It’s easily one of the best city bikes I’ve ridden in recent years and as a distinctive commuter there really is so much to commend it.
On the downside, it is a very compact bike which might feel a little cramped for bigger riders. For a shorty like me, though, it is as manageable as it comes.
Royal Enfield have done a terrific job in capturing the zeitgeist of motorcycling in recent years and, on paper at least, the Guerrilla appears to be another model which is very much of its time. The single-cylinder engine makes just under 40bhp, making it a natural competitor to the Triumph 400s which have sold so well since being introduced at the start of 2024, and (at under £5,000) it’s another well-priced product that reflects what 2025’s motorcyclist wants.
The engine is a gem. Unlike the wheezy air-cooled ‘J-series’ engines found in Royal Enfield’s 350s, it’s got more than enough to hold its own in modern traffic. It’s sharp away from the lights, with a lovely light clutch and gearbox action, and there’s enough performance to cruise comfortably at the motorway speed limit (and probably above).
It’s a flexible motor, with two ride modes (although the difference is barely noticeable) and unless you really rev it out (when it gets a bit vibey) or become too lazy (bogging it down in too high a gear) it’s surprisingly relaxing for a single. You can take it up to the 9,000rpm redline if you want, but stick below 6,000rpm and you can enjoy the best of it. Peak torque arrives at 5,500rpm, the sweet spot which happily coincides with 70mph in top gear. Hang around there and the Guerrilla is engaging and full of character.
The chassis is basic but largely up to the job. I was impressed by the single disc ByBre from brake set up, although the front end felt a bit vague when pushing on down country roads. Whether it was the high ‘bars, light weight, basic forks or the rather knobbly CEAT tyres (or most likely a combination of the lot) the connection with the road wasn’t super precise.
Part of me isn’t that bothered, because it’s still very predictable and, anyway, it’s not really that kind of bike, but Triumph’s 400 range has really set such a high benchmark in the class it’s definitely worth mentioning. The heavily treaded scrambler style tyres are, in my opinion, a real surprise choice of OE rubber. They work well enough and add to the urban scrambler looks, but I’m sure there are better options for riders who want to tackle backroads more enthusiastically.
As mentioned at the top of this feature, the styling is also likely to polarise opinion. Not only is it a bit of a mish mash of traditional styles (it reminded me a little of the Honda CL500 we tested a few years ago) but some of the colour schemes and design elements are quite out there. Our test bike came in a distinctive yellow and black livery with bold graphics and purple highlights, the most vibrant of the five options available to prospective buyers, and it’s full of quirky asymmetric features.
From the mad logo designs to the offset fuel filler, ignition barrel and speedometer, it appears Royal Enfield’s designers did all they could to avoid taking the middle ground on the Guerrilla. Even the little plastic finisher between the fuel tank and headstock sits a bit wonky. I’ll be honest, as someone who enjoys symmetry, it bugged me a little bit and I can’t help but think a more traditional or vanilla design, like that employed on the HNTR 350 or Interceptor 650, would have more mainstream appeal. Maybe that’s just me though!
And while I do think that the quirky styling and slight identity crisis will put some buyers off, it shouldn’t detract from the fact that the Guerilla is a cracking bike. The Royal Enfield is (at the time of writing) around £200 cheaper than Triumph’s Speed 400 although it does feel a bit less premium than its rival. The company’s marketing bods describe their model as being ‘all about design without distractions.
No flashy frills. No pointless plastics…’ but that’s a bit of a shame because I’m not sure that’s what today’s buyer is looking for. The Triumph’s beautiful detailing gives it a really premium feel, but there’s been little effort to style the Guerrilla’s radiator or to fair in the speedometer. Don’t get me wrong, it looks well enough, but with other brands moving the game on in terms of the attention to detail on these budget machines, it feels like the Guerrilla is a bit behind the ball here.
That said, there are some really nice touches. The 4” TFT speedometer is shared with other Royal Enfield models and is packed with detail, very easy to read and designed to work with the company’s excellent Tripper sat-nav app. The switchgear, while a little more plasticky than on the manufacturer’s more expensive models, is solid and easy to use, and there’s a comprehensive accessories list which allows owners to modify their bikes and tweak it up to how they like.
There are two alternative seat options, off-road style guards and finishers to tidy up the aforementioned radiator and instrument binnacle. Royal Enfield has even turned the Guerrilla into a proper flat track machine, called the FT450, which you can sample at the Royal Enfield Slide School.
I liked the Guerrilla a lot but it’s going into a really tough market place against the sublime Triumphs and the higher performing Honda CL500, which also doesn’t cost all that much more. Probably the closest competitor, in terms of the styling and vibe, is arguably Husqvarna’s Svartpilen 401.
The KTM-derived Husky is, in theory, a much higher specification machine which is quite a bit more expensive, but there are some big deals to be had on those – meaning the price you pay may well be a lot closer to the Royal Enfield than you might think.
Having spent a long weekend with the Royal Enfield Guerrilla 450, I was probably just as confused by it when I returned it as I was when I picked it up. I really, really enjoyed riding it and as a city bike I find it exceptional, but I’m still as on the fence as I was before.
Royal Enfield probably aren’t aiming at guys like me, who like the conventional, and are pitching the Guerrilla at those who are seeking out something a bit different.
And with that in mind it’s a resounding success. The Triumphs may be a touch classier, and the Hondas offer more performance, but the Guerrilla’s quirkiness makes it stand out against those slightly vanilla machines. That’ll probably hold back sales a little, but if you want a modern and effective A2 motorcycle which swims against the tide you should give serious consideration to this cracking little motorcycle.
2025 Royal Enfield Guerrilla 450
Price: From £4,850
Engine: 452cc single-cylinder, DOHC, four valves, liquid cooled
Power: 39.5bhp (29.44kW) @ 8,000rpm
Torque: 40Nm @ 5,500rpm
Transmission: Six-speed manual, chain final drive
Frame: Steel tubular with engine as stressed member
Suspension: (F) 43mm Showa telescopic fork, (R) Linkage-type single shock
Wheels: Cast aluminium, 17”/17”
Tyres: (F) 120/70 x 17, (R) 160/60 x 17
Brakes: (F) 1 x 310mm vented disc, two-piston ByBre caliper (R) 270mm disc, single piston caliper. Dual channel ABS as standard equipment.
Weight: 184kg (with 90% fuel)
Wheelbase: 1,440mm
Seat height: 780mm
Fuel tank: 11 litres
Fuel consumption: 83.3mpg (manufacturer claim)
Service intervals: 6,000 miles/12 months
Warranty: 36 months unlimited mileage
Contact: www.royalenfield.com
Words: Paul Taylor
Pictures: Royal Enfield
