We threw Adam Cranstone the keys to our beloved Staff Bikes BikeReview Royal Enfield Guerrilla 450, leaving the fun single with the big fella for a month. It seems they bonded...
Royal Enfield has been on a roll over the last few years, reinventing itself with a line-up of machines that manage to feel charmingly old-school while embracing just enough modern tech to appeal to today’s riders. I recently took the BikeReview Guerrilla 450 for a long ride.
Adam had the keys to the BikeReview Guerrilla 450 for a month and enjoyed it as a daily ride.
From the very first turn of the key, the Guerrilla 450 comes across as a bike that’s less about chasing top speed or big horsepower numbers, and more about the joy of riding. It’s light, nimble, and incredibly easy to live with, exactly the kind of machine that makes you remember why you started riding in the first place. I really enjoyed my month with our long termer…
Read our BikeReview Guerrilla 450 Staff Bikes previous update here… and our Guerrilla 450 review here…
Visually, the Guerrilla 450 keeps things simple. It’s got a stripped back roadster look, with a high flat handlebar, compact proportions. The TFT dash is a neat touch, clear and modern in design, and it comes standard with Royal Enfield’s Tripper navigation system. However, one gripe we had during our time with the bike was the glare.
In bright Australian sun, the screen often became difficult to read, especially when trying to catch a quick glance at your speed or trip info. It’s not a deal breaker, but definitely something Royal Enfield could refine. The joystick for navigating the dash is temperamental, also, which could be a hassle.
The build quality overall feels solid for its price point. Switchgear is functional aside from the above mentioned issue, the seat has a tidy finish but is a little on the hard side after an hour or so, and the paint options pop nicely without being over the top. That said, our test bike did suffer from one small annoyance, the left-hand mirror kept flopping down due to vibrations, no matter how many times we adjusted and tightened it. Again, not a huge issue, but worth mentioning.
At the heart of the Guerrilla 450 is the same Sherpa 450 single-cylinder engine that powers the Himalayan. It’s a liquid-cooled, DOHC, four valve unit that makes around 40hp and 40Nm of torque. On paper, that doesn’t sound earth shattering, but out on the road it’s more than enough for the job this bike was built to do.
The real highlight is how accessible the torque is. With most of its grunt coming in low and mid-range, the Guerrilla is perfectly tuned for zipping around the inner suburbs or CBD, short blasts through the outer suburbs, and carving through twisty backroads. You don’t need to wring its neck to get moving, and it never feels lethargic when you crack the throttle open out of a corner.
Matched to this is a six speed gearbox with a light, easy to use clutch. Commuting in heavy traffic, feathering the clutch through lane filtering, and quick fire gear changes all felt effortless. It’s the kind of set up that would give beginners a heap of confidence, while still keeping experienced riders happy.
Royal Enfield has absolutely nailed the riding triangle on this bike, at least for me anyway. The seat height is accessible without being too low, the footpegs are set at a natural point that avoids any knee crunch, and the wide, flat handlebars put you in complete control, although The Ed has said to me that for him, it is just too cramped at the knees. Those ‘bars are one of the standout features. They give the bike a really commanding feel, whether you’re darting through traffic, leaning into corners, or just cruising along. Combined with the bike’s low weight, it made the Guerrilla feel ridiculously nimble, the kind of bike you can throw around without a second thought.
Ground clearance is also surprisingly good. Even when riding spiritedly through tight bends, the ‘pegs stayed clear of the tarmac mostly, giving me the confidence to lean the bike over more than I thought I would on the semi knobby tyres. It’s not trying to be a sportsbike, but it’s more capable in the twisties than you might expect. That said, it’s not without its quirks. On one occasion, clipping a reflector mid corner unsettled the bike significantly. While that’s not unusual for a light naked with basic suspension, it’s worth noting – you don’t have the same planted, forgiving feel you’d get from a heavier machine with more advanced suspension components.
And while the Guerrilla is an absolute blast around town and on winding backroads, it’s not at home on the freeway. At 100-110km/h it’ll sit there, but vibes start to creep in, wind buffeting gets tiring, and the engine feels like it’s working harder than it should. But to be fair, that’s exactly what you’d expect from a 450cc naked. This isn’t designed to be a highway mile muncher. However, one of the biggest surprises during my time with the Guerrilla 450 was how well it coped once the tarmac ended. While it’s not marketed as a dual sport or an adventure bike, we took it down some fire trails and unsealed dirt roads, and it performed better than expected, it was pretty good fun, actually.
There’s enough punch from the single to break traction at the rear and kick the back end out in a controlled slide, something that’ll put a huge grin on your face. More importantly, the front-end felt planted and predictable, inspiring confidence even when pushing a little harder in loose conditions. The stock tyres also deserve a mention here. They struck a solid balance between road grip and dirt road composure, handling both surfaces far better than we anticipated from what is essentially a road focused naked. For riders who occasionally find themselves exploring gravel shortcuts or country backroads, the Guerrilla 450 won’t hold you back.
Commuters are going to love how easily it filters through traffic, how forgiving the clutch is in stop start riding, and how manageable it feels even for riders of smaller stature. The seat is comfortable enough for daily duties, though long stints in the saddle will remind you that this isn’t a touring bike. Fuel economy is solid, and servicing costs should remain in line with Royal Enfield’s reputation for affordable ownership. And then there’s the intangible factor, the way it makes you feel. There’s something about the Guerrilla 450 that’s just… joyful. It’s the kind of bike that makes even a mundane ride to the shops feel fun. At times it felt like music stroking my soul, simple, mechanical harmony between rider and machine, all from this simple little 450.
The Guerrilla 450 is the kind of bike that ticks a lot of boxes. For new riders stepping up from a 250, it’s approachable, unintimidating, and confidence-inspiring. For experienced riders looking to downsize, it’s a refreshing return to the simple pleasures of motorcycling, light weight, easy handling, and character in spades. It’s also priced attractively, making it one of the more affordable ways to get a brand new, liquid-cooled naked with modern features and a heap of style.
The 2025 Royal Enfield Guerrilla 450 isn’t perfect, the TFT screen glare is frustrating, the mirror issue on our test bike was annoying, and freeway runs highlight its limitations. But those are small complaints in the bigger picture. Because the bigger picture is this, the Guerrilla 450 is fun, fun, fun. It’s light, it’s nimble, it’s easy to ride, and it makes you want to get out and ride more. And at the end of the day, isn’t that what it’s all about?
2025 Royal Enfield Guerrilla 450 Specifications
Price & Availability: $8590 Ride Away (Playa Black)
Colours: Brava Blue (+$100), Yellow Ribbon (+$100), Playa Black, Smoke Silver (.
Claimed Power: 29.44kW(40.2hp)@8000rpm
Claimed Torque: 40Nm@5500rpm
Claimed Fuel Consumption: N/A
Claimed Fuel Range: N/A
Wet Weight: 191kg
Fuel capacity: 11L
Engine: Liquid-cooled DOHC single-cylinder four-stroke, four-valve head, 84mm x 81.5mm bore x stroke, 452cc, 11.5:1 compression ratio, EFI with 42mm throttle-body, semi dry sump, wet multi-plate slipper clutch, six-speed gearbox
Chassis: Steel tubular frame and sub-frame, steel swingarm.
Rake: N/A mm Trail: N/A mm
Suspension: SHOWA 43mm forks, 140mm travel (f), SHOWA monoshock, 150mm travel (r).
Brakes: Single semi-floating 310mm brake rotor, two-piston caliper (f),
Single 270mm rotor, single-piston caliper (r). Dual Channel switchable ABS.
Wheels & Tyres: 120/70 – 17 (f) 160/60 – 17 (r) CEAT GrippXL tyres.
Dimensions:
Wheelbase: 1440mm
Seat height: 780mm
Ground clearance: 161mm
Overall width: 833mm
Overall Length: 2090mm
Overall height: 1125 no mirrors
Instruments & Equipment: Ride Modes, TFT dash, ABS.
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