Royal Enfield Himalayan
Royal Enfield give the Himalayan a few interesting tweaks for 2021, but the essence of the motorcycle remains unchanged
A series of choice updates make their way in
As you can see from these images, the 2021 royal enfield himalayan doesn’t look any different from its predecessor, and is instantly recognisable as the chennai-based manufacturer’s entrylevel adventure bike. royal enfield have stayed true to the original himalayan’s essence, with the same 411-cc air-cooled sohc single suspended from the same steel frame and sporting the familiar rugged design.
however, as with previous iterations over the years, this bike gets a few select updates for 2021, chief among them being the inclusion of royal enfield’s round tripper display first seen on the meteor, enabling smartphone connectivity for turn-by-turn navigation. the round pod sits alongside the himalayan’s existing instrument cluster and has necessitated a minor redesign of the windscreen, which is now contoured lower down to enclose the primary dash as well as the tripper display. the smoked screen looks quite attractive and feels sturdier than the one on the outgoing bike.
other changes for 2021 include the seat, which now features dual-density foam wrapped in premium fabric, the steel frame that protects the tank is now slightly smaller since taller riders had complained about it fouling with their knees when standing up on the pegs, and the rear luggage rack is now positioned lower, making it easier to mount your bags or swing a leg over. three new colourways have also been introduced for the new model year; a snazzy Pine Green, a classy mirage silver, and the Graphite Black of our test bike, which is a combination of glossy and matte black shades. finish and build quality feel top-notch, and the himalayan comes across as a built-to-last motorcycle.
thumbing the starter button instantly brings the long-stroke motor to life and, as it settled into a rhythmic idle, I couldn’t help but notice how smooth it felt. Last year’s Bs6-compliant himalayan greatly raised refinement levels compared to previous iterations, and it seems that royal enfield need to be commended for making this year’s motor even smoother. clutch pull is a little heavier than I would have liked, although this was only noticed in stop-and-go traffic, while fuelling seems to be spot on. the connection between the throttle and the rear
wheel is deliciously direct, whether crawling through traffic, out on the open road or executing low-speed manoeuvres off road, and I could consistently dial in just the right amount of revs without having to think about it too much.
the himalayan has always been a versatile motorcycle, at home on good roads, bad roads or in places with no roads at all. It acquits itself well on the highway, effortlessly cruising along at 100 km/h with the tacho needle hovering around the 5,000-rpm mark. Vibes start getting intrusive around 6,000 rpm, which is an indicated 120 km/h in top gear, while top speed is in excess of 130 km/h. a lot of people wish that the himalayan had a more powerful engine but, with 32 nm of torque available from 4,000 to 4,500 rpm and just over 24 hp on tap at 6,500 rpm, this bike can cruise at triple-digit speeds all day without complaint.
In my opinion this is just about enough performance for most touring-inclined riders, especially on our unpredictable roads and highways.
some time spent with the himalayan away from the tarmac served to remind me of how capable this bike is when the going gets tough. sure, it weighs 200 kilograms (wet), but this weight is well distributed; the bike feels poised, well balanced, and planted, whether crawling over technical terrain or flying along a narrow trail with the throttle open. the suspension at both ends is extremely well-damped, standing up to hard abuse over rocks and jumps without threatening to bottom out harshly or rebound too swiftly and, with 200 millimetres of wheel travel at the telescopic fork and 180 mm at the link-mounted monoshock, the himalayan is capable of standing up to some serious hits.
the generous steering lock allows for quick u-turns in tight spaces, the ergos feel natural whether in the saddle or standing up on the pegs, and that 21-inch front wheel effortlessly rolls up and over almost anything in its path.
the himalayan is still the rugged and versatile motorcycle it has been since its launch in early 2016, and the incremental updates that royal enfield have been incorporating over the years ensure that each version of this bike is an improvement over its predecessor. this year we see a more refined motor, comfort-oriented changes such as the seat and the tank protector, and tech advancements with the augmentation of the navigation screen. the price has also gone up by about rs 10,000, starting at rs 2.01 lakh (ex-showroom), while the optional Granite Black version reviewed here is priced at rs 2.09 lakh (ex-showroom). the 2021 himalayan is also available to be configured through royal enfield’s miy (make it yours) initiative, allowing customers to personalise and customise their bike online as part of the buying process.
the bike that kicked off the small adventure bike segment in India is still competitive and relevant five years and several competitors later. the himalayan may not be the lightest, fastest, most stylish or most advanced motorcycle in this segment; instead, it proves to be one of the most versatile ones, striking a fine balance between all-around capability, price, comfort, and accessibility. If you’re looking for a motorcycle that will be as much at home commuting in the city as it is cruising out on the highway, and is equipped to take you on a crosscountry adventure when wanderlust strikes, the royal enfield himalayan should definitely be on your shortlist.