When I first saw it at the showroom, the design grabbed me instantly—sleek and modern, but with that classic Royal Enfield DNA. As someone who’s always admired bikes like the Triumph Speed 400, I wondered if the Guerrilla 450 could match up. After riding it for over 1,000 km across cities, highways, and even dirt trails, here’s my honest take.
Why I Chose the Guerrilla 450
I’ve ridden Triumphs before. They’re smooth, refined, and premium. But let’s face it—they’re also expensive. The Guerrilla 450 caught my eye because it promised similar thrills without burning a hole in my pocket. At ₹2.39 lakh (ex-showroom), it felt like a steal for a 450cc bike. Plus, Royal Enfield’s reputation for ruggedness gave me confidence. The test ride sealed the deal. The 780mm seat height felt welcoming, and the moment I twisted the throttle, I knew this bike had character.
Living with the Engine
Let’s talk numbers: 40 bhp, 37 Nm torque, and a 6-speed gearbox. It’s punchy. In city traffic, the low-end torque makes filtering through cars effortless. You don’t need to downshift constantly—just roll the throttle, and it pulls ahead smoothly.
But the real magic happens around 3,000 RPM. There’s a sudden surge of power that pushes you forward. It’s addictive. On highways, hitting 100-120 kmph feels easy, and the bike stays stable even at higher speeds. The six-speed gearbox is smooth, and the slipper clutch is a blessing during aggressive downshifts.
Yes, there’s some vibration at high RPMs. It’s a single-cylinder engine, so a little buzz is part of the charm. It never felt annoying—just a reminder that you’re riding something raw and alive.
Mileage? I got around 30 kmpl in mixed riding. Not as good as Royal Enfield’s claimed 35 kmpl, but decent for a bike this powerful. If you ride calmly in Eco mode, you might squeeze out more.
Built for Long Hours
The seat is wide and plush. I’ve done 200 km rides without my backside complaining. The handlebars are positioned just right—not too low to strain your wrists, not too high to feel awkward. Even taller riders (I’m 5’11”) will find the ergonomics spot-on.
The suspension is slightly firm but not harsh. It absorbs potholes well in the city and stays composed on bumpy village roads. For a roadster, it’s surprisingly comfortable. I’d happily take it on a weekend trip to the hills.
Guerrilla 450 City Streets
City Ninja, Highway Cruiser
In traffic, the Guerrilla 450 feels light and nimble. Weighing 185 kg, it’s easy to maneuver in tight spots.
On open roads, the bike shines. It leans into corners confidently, and the MRF tires offer a solid grip. The brakes? Strong and precise. Even during sudden stops, the bike stays planted.
Can It Go Off-Road?
I took it in a muddy forest near my hometown. With 169 mm ground clearance and decent suspension travel, it handled mild off-roading better than I expected. Don’t compare it to the Himalayan 450—this isn’t an adventure bike. But for gravel paths or muddy roads, it’s more than capable.
Ownership Costs
Maintenance costs are reasonable. The first service cost me ₹2,500. Royal Enfield service centers are everywhere, so spare parts aren’t an issue. However, the 11-liter fuel tank is a letdown. On highways, you’ll need to refuel every 250-300 km.
Another gripe? The lack of traction control. Bikes like the Triumph Scrambler 400X offer it, but Royal Enfield skipped it to keep the price low. For most riders, though, it’s not a dealbreaker.
Guerrilla 450 vs Triumph Bikes
I’ve ridden the Triumph Speed 400 and Scrambler 400X. Here’s how the Guerrilla 450 stacks up:
- Speed 400: Smoother engine, premium finish, but costs ₹1 lakh more. The Guerrilla 450 feels more rugged and has a better tech package (TFT display with navigation!).
- Scrambler 400X: Better for off-roading but less fun on paved roads. The Guerrilla’s engine feels livelier, and the riding position is more relaxed.
If you’re budget-conscious but want a modern bike, the Guerrilla 450 makes more sense.
Read: 6 Months with Triumph Speed 400: A Delhi Rider’s Raw Take
What I Love
- The engine’s punchy performance.
- Comfortable ergonomics for all-day rides.
- Agile handling in traffic and corners.
- Striking design that turns heads.
What Could Be Better
- Bigger fuel tank for longer rides.
- Traction control would’ve been nice.
Guerrilla 450 vs Competitors
| Model | Price (ex-showroom) | Best For |
|---|---|---|
| RE Guerrilla 450 | ₹2.39 lakhs | City rides, highway cruising |
| Triumph Speed 400 | ₹2.40 lakhs | Sporty handling |
| Triumph Scrambler 400X | ₹2.64 lakhs | Light off-roading |
| RE Himalayan 450 | ₹2.85 lakhs | Hardcore touring |
Why pick the Guerrilla 450?
It’s the Swiss Army knife of mid-weight bikes. The TFT display with turn-by-turn navigation (missing in the Triumph Speed 400) is a game-changer for navigation junkies. Plus, that punchy engine outshines the Scrambler 400X’s strained high-RPM performance.
After 1,000 km, the Guerrilla 450 has become my go-to bike. It’s not perfect, but it’s fun. Whether I’m zigzagging through city traffic, cruising on highways, or exploring backroads, it never feels out of place.
If you’re considering a Triumph, test-ride the Guerrilla 450 first. You might save a lot of money—and still ride home with a grin.
