{"id":6436,"date":"2021-11-10T22:07:53","date_gmt":"2021-11-10T22:07:53","guid":{"rendered":"https:\/\/advwisdom.com\/a\/2022-royal-enfield-himalayan-review-a-dozen-quick-facts-6\/"},"modified":"2021-11-10T22:07:53","modified_gmt":"2021-11-10T22:07:53","slug":"2022-royal-enfield-himalayan-review-a-dozen-quick-facts-6","status":"publish","type":"post","link":"https:\/\/advwisdom.com\/a\/2022-royal-enfield-himalayan-review-a-dozen-quick-facts-6\/","title":{"rendered":"2022 Royal Enfield Himalayan Review (A Dozen Quick Facts)"},"content":{"rendered":"

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In a world with hundreds of different motorcycle models, few stand out as real originals – motorcycles that defy comparison and want to define themselves. The Royal Enfield Himalayan 2022 is one such motorcycle. Marketed as a back-to-basics adventure bike, the Himalayas offer a little more and it’s a fascinating ride. Royal Enfield has slightly updated the Himalayas this year, so we’ll look into the changes too.<\/p>\n

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  1. The heart and soul of the Himalayas is its 411 cc engine, and that hasn’t changed in 2022 either.<\/strong> The air-cooled SOHC two-valve engine can easily be described as underperforming. It barely turns over 6500 rpm and never brings out as much as 25 hp. However, one has to ask, is a tractor engine high-performance or low-performance? If you turn out the torque, that’s performance, and that’s what the Himalayas do. It draws nearly 24 ft-lbs of torque at 4000 rpm and produces more torque over the entire operating speed range than the DOHC, 4-valve KTM 390 Adventure. Rev up the KTM and its horsepower will drive you away from the Himalayas, but when it comes to grunts, the Royal Enfield Mill is powerful.<\/li>\n<\/ol>\n
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    1. The high-torque, slow-turning motor defines how the Himalayan works. <\/strong>You’re not going anywhere fast. You won’t be jumping over the Himalayas, and you won’t be drifting into turns more than an inch or two. There are no performance modes and you don’t need traction control or wheelie control. Successful horseback riding in the Himalayas is all about maximizing its positive qualities and not forcing it into your mindset. While this applies to any motorcycle, it is of crucial importance for a motorcycle as idiosyncratic as the Himalayas.<\/li>\n<\/ol>\n

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      1. Like a tractor, you can take it with you almost anywhere as long as you’re not in a hurry. <\/strong>The power pulses of the long-stroke engine are traction-friendly, so you don’t have to worry about the rear tire spinning. You show the Himalayas wherever you want, step on the gas and let it work its magic, which it always does. Sure, with 8.6 inches of ground clearance, you won’t take it on nasty Black Diamond singletrack. Remember, this is an adventure motorcycle with a bit of the old boondocking style of 1960s trail bikes – think of this as the big brother of the new Honda Trail 125. Patience and reasonable expectations are rewarded, just as irrational exuberance results in punishment. Dr. Suess raved: “Oh, the places you will visit!”<\/li>\n<\/ol>\n
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        1. That year, Royal Enfield swapped Pirelli MT-60 tires for Ceat Gripp XL rubber.<\/strong> Ceat is an Indian manufacturer that sells 165 million tires annually; Of course, Royal Enfield buys locally. You might be skeptical of a highly regarded tire being replaced by one from Ceat, and so were we. As it turns out, the Ceat tires work just fine. The Gripp XL tires are not very demanding on them and found traction off-road in difficult conditions – rocky, muddy, sandy, hard – and were absolutely predictable and usable on the sidewalk. Yes, the 21-inch front tire can get sketchy off-road – not uncommon for a road-friendly ADV design profile, so you need to master the front end. Oddly enough, Royal Enfield didn’t mention this change in its press release.<\/li>\n<\/ol>\n

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          1. The suspension of the Himalayan works quite well off-road and on the road. <\/strong>Royal Enfield engineers got the semi-adjustable suspension properly tuned for the lower speeds that the Himalayas promote, and the action is decent and balanced. It’s soft, which has some advantages. It takes away the inevitable knocks on rough roads, and the softer suspension settings make it even easier for the 439-pound chassis to find its way off-road for improved traction. Once on the sidewalk, the feeling is plush and welcome. The development of power does not induce hard driving in the corners, so that the soft suspension is not a burden.<\/li>\n<\/ol>\n
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            1. Royal Enfield added ABS last year, and it’s semi-defeatable. <\/strong>The front and rear brakes match the power of the engine – yes, the engine is the defining feature of the Himalayas. A single 300mm disc with a two-piston caliper does the job, although a little more compression braking from the engine would be desirable. The 240mm rear disc setup slows things down appropriately and with a good feel. Switching off the rear ABS requires switching off the motorcycle. Then, after turning it on, on the Combo LCD \/ Analog Dash, you have to firmly press a pain-inducing button, set the time just right, and hope for the best. Sometimes it turns off the rear ABS, sometimes it doesn’t. As it turns out, the ABS isn’t that intrusive, even off-road. So I usually didn’t bother with that. However, this switching function must be improved.<\/li>\n<\/ol>\n

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              1. Speaking of the bottom line, Royal Enfield has to pay attention to details.<\/strong> There is a seemingly non-working mode button on the dashboard. Plus, the digital compass is notoriously unreliable – when I went east it claimed I was traveling southwest. Such a navigation function must either work all the time or be taken out of service – this is a safety issue as it could send someone in the wrong direction at the wrong time. Plus, the clocks are difficult to read as the graphic designers won among those practically interested – too many squares and red circles. Fit and workmanship are okay, but not up to mainstream Japanese or European standards. This is more of a problem as the price of the Himalayas rose from a frugal $ 4,499 in 2018 to $ 5299 in 2022 – an increase of nearly 18 percent.<\/li>\n<\/ol>\n
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                1. The 2022 Royal Enfield Himalayan is receiving some successful updates to keep long distance riders happy. <\/strong>The windshield is new and offers more protection. When you hit the Himalayan top speed of around 70 mph, you will notice the change. Fortunately, the ride doesn’t get too hot at slower speeds. In addition, the seat foam has been updated for more comfort and feels good. The sitting step still hits your buttocks if you stand up while crossing uneven roads.<\/li>\n<\/ol>\n

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                  1. Royal Enfield has improved the luggage rack system for both taller and shorter riders. <\/strong>The luggage rack is now lower so that it is even easier for you to swing your leg over the bike when getting on. The seat height of 31.5 inches is low for an ADV motorcycle; it is over five centimeters lower than, for example, the KTM 390 Adventure. Long-legged riders will appreciate the smaller front vertical luggage racks on either side of the fuel tank. You have been able to hinder more forward knees in the past and that is much less likely now. The distinctive racks are still big enough to mount cargo-transporting products like the Giant Loop Possibles Pouch that we recently tested. The neutral ergonomics of the Himalayan appeal to a wide range of riders.<\/li>\n<\/ol>\n
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                    1. The Himalayan is also a wonderfully unorthodox city motorcycle.<\/strong> As long as you can live with the leisurely acceleration, the Himalayan will get you around town just fine. It will still be faster than a small scooter, if not nearly as manoeuvrable. However, it’s a non-tiring drive that competently works its way through traffic and gets around 60 mpg on a four-gallon fuel tank. The racks also contribute to its urban functionality. The important thing is that you look impressively exotic when you arrive at the local craft coffee brewery.<\/li>\n<\/ol>\n

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                      1. City drivers and country runners alike will appreciate the Royal Enfield Trip Navigation Pod on the dashboard.<\/strong> Download the Royal Enfield app on your smartphone and pair your phone with the pod – we’ve had slight success with it and we all know how to do it. Select your route there in Google Maps. The RE app sends the Google Maps information to the pod for turn-by-turn directions. We didn’t have much success with the device on the Royal Enfield Meteor, but it worked great on the Himalayas. It’s a handy little doodad.<\/li>\n<\/ol>\n
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                        1. Every ride on the Royal Enfield Himalayan 2022 feels like an adventure. <\/strong>Because of the unique experience it offers, you will feel ready for that Road from Kishtwar to Keylong<\/a> every time you press the start button. You also understand why a slow and steady motorcycle is preferred on these extreme routes. The Himalayan is incredibly forgiving to everyone on board and is an extremely warm mount for a new driver. This Royal Enfield is not for everyone – it is not a motorcycle – but it will become a valued partner for a rider with the right attitude.<\/li>\n<\/ol>\n

                          Photography by Jen M\u00fccke<\/em><\/p>\n

                          DRIVING STYLE<\/strong><\/p>\n

                          <\/strong>2022 Royal Enfield Himalaya Specifications<\/strong><\/p>\n

                          ENGINE<\/strong><\/p>\n