Royal Enfield Himalayan under test

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Royal Enfield Himalayan under test
jkuenstle.de

Royal Enfield Himalayan under test

Royal Enfield Himalayan under test

Royal Enfield Himalayan under test

Royal Enfield Himalayan under test

16 pictures

Royal Enfield Himalayan under test
jkuenstle.de

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Royal Enfield Himalayan under test.

Royal Enfield Himalayan under test
jkuenstle.de

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Practicality as a guiding principle: construction and equipment are robust. The processing quality is partly good (stainless steel exhaust, motor housing), partly rustic.

Royal Enfield Himalayan under test
jkuenstle.de

3/16
The simple two-piston brake decelerates just enough.

Royal Enfield Himalayan under test
jkuenstle.de

4/16
Easy to read and made chic, the cockpit has a gear display (and a temperature display that is exactly eight degrees ahead) and a really practical compass.

Royal Enfield Himalayan under test
jkuenstle.de

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On a flat surface, the speedometer 90 and 4500 tours are over.

Royal Enfield Himalayan under test
jkuenstle.de

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Hiking: The Himalayan spreads cosiness, expressways are not their thing.

Royal Enfield Himalayan under test
jkuenstle.de

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The nature of the subsoil, on the other hand, plays a subordinate role.

Royal Enfield Himalayan under test
jkuenstle.de

8/16
It wasn’t quite enough to the Himalayas. But the new Royal Enfield climbs the local mountain in an extremely charming, and by the way, very inexpensive way.

Royal Enfield Himalayan under test
jkuenstle.de

9/16
A dirt trap at the front to catch dirt.

Royal Enfield Himalayan under test
jkuenstle.de

10/16
Pirelli MT 60 – not seen for a long time, but works well under the circumstances.

Royal Enfield Himalayan under test
jkuenstle.de

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A kind of fall and packing frame is placed around the 15 liter tank with which, thanks to 3.1 liter consumption, you can cover almost 500 km.

Royal Enfield Himalayan under test
jkuenstle.de

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What more do you need? – Lights, indicators, horn, choke.

Royal Enfield Himalayan under test
jkuenstle.de

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On the test bench, the Himalayan easily exceeds its Wersk specifications with 26.3 HP at 6300 revolutions and 33.3 Nm.

Royal Enfield Himalayan under test
jkuenstle.de

14/16
A remarkably comfortable padded bench flatters the buttocks. Together with 200 mm of travel, even an overlooked pothole is no problem.

Royal Enfield Himalayan under test
jkuenstle.de

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200 kilos that don’t feel like 200 kilos.

Royal Enfield Himalayan under test
jkuenstle.de

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Anyone who says the Himalayan is weak and heavy is right. But not understood.

motorcycles

Royal Enfield Himalayan under test

Royal Enfield Himalayan under test
Travel enduro for Germany?

The 25 hp, 200 kilo single-cylinder “travel enduro” Royal Enfield Himalayan is attempting to position itself on the German market. We tested them.

Johannes Muller

03/23/2018

Day 1: The Royal Enfield Himalayan arrives at the editorial office. Unasked, but with a smile, the full-gas troop takes a position from the sister magazine PS: “Brutal device. Can you even cope with so much effort? ”Very funny. I am definitely a fan of the “less is more” school, but the less engine and equipment should also be reflected in less weight. Here, however, apparently little momentum meets not so little mass, a single cylinder really has to weigh four hundredweight?

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Royal Enfield Himalayan under test

Royal Enfield Himalayan under test
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At the end of the handlebar there is a choke lever, which has not been seen for a long time. Markus “Bibi” Biebricher, our travel uncle, wants to put me in the north: “Thought first too, my goodness, what a tired cucumber. But last year, when we left India, it was Royal Enfield Himalayan ideal. You’ll see, it’s a great motorcycle. ”I blame it on the thin air in the high mountains. In the evening my partner thinks: “It looks great. Fully authentic. ”What’s the matter with everyone?

“From England?” “No India.” “An Indian?”

Day 2: “Oh, Royal Enfield! From England! ”“ No, India. ”“ An Indian? ”“ No, from India. A Royal Enfield! ”“ Oh, how beautiful! ”The Royal Enfield Himalayan and the editor stand in front of the Stuttgart branch of a large accessories specialist, it feels like the same dialogue is going on for the tenth time: “No, really, brand new. Just rolled off the belt. ”“ Exactly, single cylinder. 411 cubic meters. ”“ Yes, new engine. Air-cooled, two valves. Long stroke, as before. 25 HP. ”“ Only 4,600 euros ”- these are the answers.

One thing is clear: As with all Royal Enfields, you can also and especially enjoy the well-meaning attention of your environment on the Himalayan. Not only petrolheads, but also normal people, children and seniors buzz around them. The cuddly, robust military look, the soft tractor-bob like old tobacco, the name “Royal Enfield” – for many people pure romance. But I would actually prefer to be somewhere else with the winter temperatures. Colleague Jens raved about the H2 SX presentation in Portugal, and is now surfing the Sardinian coasts with top tester Karsten – on machines that are four to five times as expensive as the Royal Enfield Himalayan. The colleagues Schmieder and Roman powercruise somewhere in the south of France, Peter Mayer, the motocross warrior, tigers through the Atlas Mountains. Only I missed the award of the hot stories. What was the crime of having to freeze yourself through the cold season? A high should give us a flawlessly sunny winter day and heat the Alb to a cozy two degrees … Great prospects.

“I also survive a nuclear war”

Day 3: I am allowed to drive in the 40 kilometers almost untouched Royal Enfield Himalayan – as agreed with the importer because the production plan is pressing – at sub-zero temperatures. While my colleagues in the south go about their day’s work on sinfully expensive precious iron, I chug my way from Neckartenzlingen via Bempflingen towards Dettingen under a grizzling gray sky. Mileage: 117. No heated grips.


Royal Enfield Himalayan under test


jkuenstle.de

Practicality as a guiding principle: construction and equipment are robust. The processing quality is partly good (stainless steel exhaust, motor housing), partly rustic.

Breaking in a new motorcycle can in itself be something nice. An almost intimate act that significantly promotes the bond between man and machine. But the running-in procedure of a motorcycle with an output of 18 kilowatts at full throttle and rated speed requires a patience that I can hardly muster on the wrong side of the freezing point. On a flat surface, around 4,500 tours or Tacho 90 are over, and there is even less going uphill. Zapfig pinches the alpine air through the thickest winter glove. From Justingen in the direction of Schelkingen, a truck is an insurmountable obstacle – I don’t have the heart to overtake at this mileage. After all, it sits very well. Narrow waist, low pegs, pleasantly high, not too wide handlebars, plus a remarkably comfortable padded bench. Friendly.

At Opfingen (or Dachingen?) Leberkase and coffee are needed. The baker looks pityingly, as if I came from the moon. But then smiles when she sees the Royal Enfield Himalayan outside. You won’t miss out either: this motorcycle has an aura of unshakable utility. A folding spade on wheels. Steel that can still look like steel, a mud flap at the front that catches dirt. Around the 15-liter tank a kind of crash and packing frame, to which an Indian small family could be lashed in connection with the sturdy bridge at the back. The former even has nuts welded on the inside, so you could mount add-ons. Thick but handsome welds, a bathtub from the crankcase, engine protection, brush covers, even stainless steel exhaust and steel braided. Exposed screws were not always accurately cut to length, but the exhaust rivets were brushed over with zinc paint. The optics communicate: “I will survive a nuclear war too.” The stable smell of honest handicraft – I am slowly starting to like it too.

Pseudo-Stoller from Pirelli fit well

So further west: Hayingen, Gammertingen, Trochtelfingen. Avoid larger country roads in order to protect the frosty pen and the sohc-single so-called LS410. You look for the lanes of small and very small categories, find gravel and forest paths cross-country. The pace sinks and something happens: a kind of equilibrium is established between the machine and the rough terrain, the Royal Enfield Himalayan finds its comfort zone. Bollert with its fat flywheel and long stroke, at 65 and half throttle only slightly slower than before, but less strenuous and with a soul-flattering classic one-cylinder stroke. The preferred range of the two-valve engine: lower mid-speed to upper mid-speed, around 2,500 to 4,500 tours. Secondary virtues, in addition to unconditional character, are its real strengths: smooth clutch, creamy gearbox, perfect gear connections

Soled with a Brazilian pseudo-Stoller Pirelli MT 60 (it hasn’t been seen for a long time, but works well under these circumstances), in the enduro-like 21 or 17-inch format, the Royal Enfield Himalayan circumnavigates cracks of frost and ice sheets with a cheeky surefootedness. With its long 200 millimeter suspension travel, it doesn’t lose its shape even when you’re dreaming and crashing into a pothole. Doesn’t feel like 200 kilos at all. In these moments I don’t mourn any H2 SX or V4 Panigale. In stark contrast to the hot-blooded European single-cylinder cars, this motorcycle can practically be driven alongside. In other words: when the task is to butter bread, the butter knife is preferable to the scalpel. I feel like some sun is flashing through the clouds. At kilometer 281, the enlightenment: I don’t drive a motorcycle here. This is the registration of a hiking shoe. To do this, you have to be calm. You can’t run in a hiking boot. If you try anyway, you make yourself look ridiculous.

Royal Enfield Himalayan in rush hour

Day 4: In the morning, the Royal Enfield Himalayan does great things in rush hour traffic. Tall and narrow enough to surf through the sheet metal avalanches, sympathetic enough that even cheeky maneuvers only reap a smile from the Cayenne mothers. I allow myself to take the engine down a little when starting the traffic light. It seems that he actually drove himself a little free, as if he had found 1.2 hp and Newton meters in the middle. Perhaps, hopefully, the brakes will increase in the same way. Even on winter curing salt and with full commitment, the ABS cannot be brought into the control range at the front.


Royal Enfield Himalayan under test


jkuenstle.de

Easy to read and made chic, the cockpit has a gear display (and a temperature display that is exactly eight degrees ahead) and a really practical compass.

Mileage 330, just enough for the consumption round. And finally a wonderfully sunny winter day. Note: The Himalayan is not too slow, the pace of the Federal Republic is too fast! With Wohlfuhlspeed 80, in the morning at 9:30 in Germany, I am overtaken by everything that has wheels. Rushed sprinter drivers execute, an angry 125cc driver senses his great opportunity on a stretch of the expressway. I figure that I can just keep it in check, but I don’t want to increase consumption or wear and tear. In addition, the single, from 5,500 onwards, gives a trembling warning: Hike, boy, hike! Humiliated in this way, I beam the Royal Enfield Himalayan between Frittlingen and Wellendingen and myself, using my imagination, at the foot of Nanga Parbat. Where the roads are just slopes, where a 250cc machine is heavy, yes, there you are surely king of the world on such a Himalayan. Dream up to the gas pump in Orschel-Hagel. After exactly 100 kilometers, 3.05 liters gurgling into the 15 liter tank – according to Adam Riese, this gives a theoretical range of almost 500 kilometers. The tenant: “Ah, a Royal Enfield! From England! ”“ India. ”“ No, a Royal Enfield! ”“ Yes, that’s right. ”“ Fine! ”

Mileage 450. Instead of a navigation system and a map, I follow the compass built into the charming cockpit (a really great feature) towards the southeast. And find the Rossberg instead of Everest. When you reach the summit, you can drink tea and enjoy the view. As hikers do. I would love to toss a piece of salami into the tank of the Royal Enfield Himalayan – it would have deserved it.

“At -4 degrees she didn’t need a choke!”

Day 5: test bench and driving performance. Schorschi: “Will the real 100 even make it? I have to take a calendar with me for the draft measurement. ”I want to disagree, but I can’t think of a good answer. “It’s more like hiking,” remarks the tester after the measurement, “and you can forget about the brakes!” That’s also true, but that ultimately doesn’t play a major role can also be seen from his gaze: He too thinks the Royal Enfield Himalayan is good.

Day 6: In the test conference, Harry explains that the endurance test R1 hardly started in the morning, even though the battery hung on the charger overnight. The Fireblade is also bitching in the cold. “My Himalayan didn’t even need choke this morning at minus four degrees!” I say and everyone laughs. “Like rabbits and hedgehogs,” thinks Roman. Anyone who still says that the Himalayan is weak and heavy is right. But not understood.

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