2025 Royal Enfield Guerrilla 450 First Ride

[Hugh Janus]

Royal Enfield’s Guerrilla 450 is powered by the 452cc liquid-cooled Sherpa engine. (Royal Enfield/)

When a brand like Royal Enfield—one that is known for retro cool and affordable prices—moves away from its tried-and-true formula that has brought it much success, the stakes are high. Last year when it introduced the liquid-cooled DOHC 452cc 2024 Himalayan as a replacement for its much loved 411cc air-cooled model, it was well received by the press and public. Modern design and evolution drives the ADV world, but what about the RE’s bread-and-butter standards? We headed to Barcelona, Spain, to see if the brand got the second model powered by its new Sherpa single right. This model will be the true test of whether a more modern machine will work for Royal Enfield.

What’s in a Name?

Royal Enfield says the Guerrilla moniker is because this new model is different; it goes against the status quo. While RE explained that small single standards seem to be copying each other and look and perform similarly, the Guerrilla 450 is not a cookie-cutter standard. But in reality, it’s not breaking any new ground in that segment; what it is doing is breaking new ground in the Royal Enfield line—and that’s what makes it a disrupter, a rebel fighting against the old guard.

The Guerrilla 450 is Royal Enfield’s second liquid-cooled model ever. (Royal Enfield/)

Engine

Powering the Guerilla 450 is a liquid-cooled 452cc DOHC single that RE calls the Sherpa. This is the first liquid-cooled powerplant in the company’s 124-year history. And while recent history has seen several new engine designs like the 350cc J-platform, 411cc L-platform, and the 650cc P-platform engines, they have all been air- and oil-cooled. All are perfectly fine and great for their intended purpose, but a modern standard needs a modern engine.

A 84.0 x 81.4mm bore and stroke gives the Sherpa engine a displacement of 452cc. (Royal Enfield/)

This new oversquare engine has a bore of 84.0mm and stroke of 81.5mm, has a compression ratio of 11.5:1, and features a four-valve DOHC head. A forged piston rides in a Nikasil-coated cylinder bore. A ride-by-wire 42mm throttle body feeds a downdraft intake where the electronic fuel injection meters the fuel mixture. A cable-actuated wet multiplate slip/assist clutch transfers power to a six-speed gearbox. Royal Enfield claims the Guerrilla 450 produces 39.5 hp at 8,000 rpm and 29.5 lb.-ft. of torque. That’s the same output of the Himalayan, and in fact, the engines are identical in every spec and detail.

Chassis

While it might be easy to say the Guerrilla is based on the Himalayan as much of the chassis looks similar, in fact, the two models were developed in parallel and the differences are many. Both use a steel tube frame with the engine as a stressed member, but the dimensions of the frames are different. Steering rake is a steep 21.8 degrees with a trail of 3.6 inches. Wheelbase is 56.7 inches, and the seat height is an approachable 30.7 inches (there is a tall option, but no low). All promising numbers for a standard or roadster.

While the frame is similar to the Himalayan, the Guerrilla has its own unique chassis. (Royal Enfield/)

Suspension at both ends is supplied by Showa. A nonadjustable 43mm conventional fork strokes through 5.5 inches while a preload-only adjustable rear monoshock with linkage provides 5.9 inches of wheel travel. Wheels at both ends are cast aluminum with 120/70R-17 and 160/60R-17 Ceat Gripp XL tires, respectively.

A nonadjustable 43mm Showa fork is one half of the Guerrilla 450′s suspension; the other is a preload-adjustable rear monoshock. (Royal Enfield/)

Electronics

Electronic rider aids are not showered on this model. There are two ride modes: Performance and Eco. Eco softens the power delivery slightly as it pulls back the throttle opening and fuel to give better fuel mileage. ABS can’t be switched off, which would be expected for a model such as this.

The dash on the base-model Guerrilla is an analog unit with an LCD info screen; the Tripper module on the left is standard equipment. (Royal Enfield/)

There are two dash options on the Guerrilla. The base model gets an analog unit with an LCD info screen. Next to it is Royal Enfield’s Tripper navigation pod. It looks fine and does its job, but the round 4-inch Tripper TFT unit is a stunner. Three screen layouts give tailored info depending on the rider focus. Analog has a circular tachometer with speed front and center along with a gear indicator. At the bottom of the screen is trip info along with turn-by-turn navigation if the Royal Enfield app is connected. The Digital layout moves the trip info and turn-by-turn nav front and center, and still features a tach and speedo. Navigation layout moves the Google-based map and directions to the upper two-thirds of the screen with all the necessary info like speed below.

The 4-inch TFT dash on the Guerrilla 450 has multiple layouts, including a navigation screen powered by Google via the Royal Enfield app. (Royal Enfield/)

Each screen is easy to read and makes sense at a glance. Connecting to the Tripper dash with the RE app is quick, with the app actually taking a photo of the dash info to connect directly and simply. The app does need to run in order to feed the navigation info to the Tripper dash, so long rides will require the ability to charge. Thoughtfully Royal Enfield included a USB-C connection on the bars, but storage will be up to you: jacket or a tank bag.

Riding Impression: Engine

With a flick of the start/run/off dial, the Guerrilla pops to life with a quick idle and pleasant thump. Right off the bat, it’s clear this Sherpa engine is unlike the J and L platforms and is modern. Cracking the throttle sweeps the needle through the rev counter quickly without any stumble or hesitation. Clicking into gear takes a light touch from your left toe while clutch engagement is communicative and predictable.

On the road, it’s time to feel the torque and power from the new engine. Snap the throttle and the Guerrilla 450 jumps forward, moving from 3,000 rpm to the 9,000-rpm redline quickly and smoothly—for a 39.5 hp machine. It’s not going to snap your neck with acceleration, but for the displacement and class, it’s plenty sporty. Gear spacing is perfect to keep you in the meat of the torque as you blast from corner to corner. Lugging the engine below 2,500 is possible, but it’s a very rough, chunky affair. Royal Enfield says 70 percent of peak torque is available from 3,000 rpm to 8,000, and our seat-of-the-pants dyno agrees.

Rowing through the gears on the Guerrilla 450 is a blast as you scoot from one corner to the next. (Royal Enfield/)

While fueling is well sorted overall on the Guerrilla 450, there is a consistent stumble when shifting from first to second that produces a lurch forward when the bike recovers. This was repeated on a second bike. The stumble is more nothing than anything, but it’s there.

Changing the mode to Eco gives the Guerrilla a more relaxed throttle response, but if you screw it to the stop, all of the power is still there. In this mode, an average claimed 55 mpg was displayed on the dash. That’s good for around 160 miles from the 2.9-gallon tank. When in Performance mode and riding aggressively for photos and fun, mileage dropped to 39.

A 2.9-gallon fuel tank is claimed to give a 180-mile range. We found it to be a bit less than that but more testing back in the States will give us real numbers. (Royal Enfield/)

Riding Impression: Chassis

Despite the nonadjustable suspension (except rear preload), action on all surfaces is very good. On smooth and grippy roads, there is enough holdup during cornering, braking, and acceleration to know exactly what the tires are doing. And those Ceat tires grip exceptionally well considering the scrambler-ish tread pattern. The harder you push, the better the handling gets. No flexing of the frame, no squirm to the tires, and no pogoing of the suspension. It just works.

Royal Enfield’s Guerrilla handles well—both in the twisty mountain roads and the city. (Royal Enfield/)

In town, you do feel potholes, cracks, and other rough patches of pavement, but it’s not harsh or uncomfortable. You know it when you hit the junk, but it won’t upset the chassis or cause serious discomfort.

Handling is light and quick, even with the claimed 408-pound wet weight (90 percent full tank) that is significantly more than the competition. You don’t ever feel the weight whether that be transitioning from one side of the tire to the other, putting around town, or maneuvering in a parking lot. With just a shift of your weight and some pressure on the bars and pegs, the Guerrilla 450 drops into a corner quickly, yet it is not nervous. It holds a line with ease, but will react to line changes without protest.

Grip from the Ceat tires is excellent. (Royal Enfield/)

Some buzz does come through the pegs and tank, especially around 5,000 rpm; the mirrors also become a smear of colored ovals as the rpm rises. Interestingly, there aren’t any tingles at the grips.

Braking performance is excellent from the 310mm single front rotor and ByBre twin-piston caliper. Power is strong and progressive with excellent feedback. ABS can be activated with an abrupt and heavy squeeze of the lever on dry pavement and it is spot on for wet or dirty streets.

Braking power is excellent from the seemingly low-spec ByBre brakes. (Royal Enfield/)

Ergonomics

With that low 30.7-inch seat height, I expected the seat-to-peg measurement to be tight, but the bend to my knees is just a bit more than 90 degrees and very comfortable. The dished seat offers a bit of support to your lower back, but there’s not much space to move forward and back; you’re locked in one spot. However, the supportive padding and shape is all-day comfortable. Handlebar reach is spot on for my 5-foot-10 frame, but the nonadjustable levers may be a stretch for smaller hands.

The Guerrilla’s seat doesn’t offer much room to move around but it is very comfortable. (Royal Enfield/)

Conclusion

Royal Enfield has an excellent small standard on its hands. The Guerrilla 450′s Sherpa engine is torquey and lively, its chassis is well sorted, and with five color choices from mild to wild it looks cool. Pricing for the US market has not yet been announced, but in Europe the Guerrilla starts at 5,290 euros for the base model (Analogue) and tops out at 5,540 for the most expensive Flash variant. That converts to approximately $5,500, but we’ll have to wait and see. At that price Royal Enfield has jumped into the small standard market with a competitive machine while adding a modern option for RE fans that they will thoroughly enjoy. It’s a new era for Royal Enfield, going modern but without losing the history and character that have made it so successful.

European pricing has the base-model Guerrilla 450 (shown) at 5,290 euros, no word on US pricing. (Royal Enfield/)

2025 Royal Enfield Guerrilla 450 Specs

MSRP:	TBA
Engine:	DOHC, liquid-cooled, four-stroke single; 4 valves
Displacement:	452cc
Bore x Stroke:	84 x 81.4mm
Compression Ratio:	11.5:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	39.5 hp @ 8,000 rpm
Claimed Torque:	29.5 lb.-ft. @ 5,500 rpm
Fuel System:	Electronic fuel injection w/ 42mm throttle body; ride-by-wire
Clutch:	Wet, multiplate w/ slip and assist function; cable actuation
Frame:	Steel tube
Front Suspension:	43mm Showa fork, nonadjustable, 5.5 in. travel
Rear Suspension:	Showa monoshock w/ linkage, preload adjustment, 5.9 in. travel
Front Brake:	ByBre 2-piston caliper, 310mm disc w/ dual-channel ABS
Rear Brake:	1-piston caliper, 270mm disc w/ dual-channel ABS
Wheels, Front/Rear:	Cast aluminum; 17 in./17 in.
Tires, Front/Rear:	Ceat Gripp XL; 120/70R-17 / 160/60R-17
Rake/Trail:	21.8°/3.6 in.
Wheelbase:	56.7 in.
Ground Clearance:	6.7 in.
Seat Height:	30.7 in.
Fuel Capacity:	2.9 gal.
Claimed Wet Weight:	408 (90 percent of full of fuel)
Contact:	Royal Enfield

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