The Royal Enfield brand we know of today is far different from the one we knew about a decade ago, and in all the right ways. The motorcycle manufacturer has remained true to its roots, but it has come a long way in terms of the quality of products.
Since its rise to fame, it has developed new engines, expanded its classic lineup, and most important, thought outside the box to build bikes we would have once thought could never come out of a Royal Enfield factory. The biggest example of that is the Guerrilla 450.
Journalists and owners alike have raved over this two-wheeler since its launch. Friends of mine told me this was the most un-Royal Enfield bike from Royal Enfield, ever. Not only that, but it also comes in a solid value-for-money package, which was one of the reasons it won Top Gear Philippines Big Bike of the Year award in 2025.
I recently got to keep it for a few weeks and enjoy some saddle time. It’s already won me over prior to my test ride, yet it still exceeded my expectations afterwards.
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Styling
Think Himalayan 450, but smaller. It’s like what the Scram 411 was to the O.G. Hima, only this one isn’t a scrambler but a full-on roadster. And roadster styling it has.
It keeps the signature classic RE design with the round headlamps and instrument cluster up front, but gets a little more playful with the shape of the fuel tank. No iconic teardrop shape here, but instead, the tank looks more chiseled with more playful colorways available.
Speaking of colors, this particular unit I rode features the Brava Blue finish. It has bright blue accents on the tank as well as on the wheels and frame underneath. It matches well with the white body color and pops in contrast to the black and gray bits on the bike. The overall silhouette is quite simple, but with this color, it’s a looker.
The saddle
I suppose this was one of the more surprising parts of the Guerrilla 450. Seat height is listed at 780mm or 30.7 inches, and it’s quite friendly—probably credit that to the thin frame. The seat itself is decent for an entry-level expressway-legal bike. It’s wide and provides excellent cushioning, and even after hours of riding, I didn’t feel significant fatigue caused by it.
The riding position here is also excellent, and that’s probably my favorite part about the bike. I’m 5’6” with a short inseam, but the ergonomics were basically perfect for my taste. Seat neither too high nor too low, footpegs not too forward or back, and the handlebars not stretched too far nor too near me. If there was such a thing as tailor-fitting a bike for the perfect riding position, then this must be what it feels like. Of course, that’ll vary among different individuals, but for the most part and for the average Filipino rider, they’ll probably agree with my sentiments.
The pillion seat, however, I wasn’t able to test properly. Though it does look wide and soft, and the rear footpegs also look like they’ve been positioned not too high relative to the backseat, so I imagine backriding here will be just fine.
Engine performance
I said the saddle surprised me, but not as much as the engine. On paper, this 452cc liquid-cooled, single-cylinder Sherpa engine puts out 39.45hp at 8,000rpm and 40Nm of torque at 5,500rpm. I’m familiar with the platform as I have already tried out the Himalayan 450 briefly before, but I feel like the Guerrilla behaves very differently.
This rides more aggressively, and while peak outputs are at higher revs than the Hima’s, the Guerrilla 450 feels like it jumps off the line a lot quicker. I could be wrong, and further testing might be needed to verify these claims, but one thing’s for sure: The Guerrilla 450 pulls. So damn hard. In whichever ride mode you’ve selected.
It’s not like a sportbike that gets to triple digits in just second or even first gear, but it’s so quick and has so much power down low, which is very uncharacteristic for a Royal Enfield. And despite having a cylinder or two (or three) fewer than other big bikes, this thing can keep up with them. Fuel economy is also decent, as I did 25km/L even after a spirited ride. The fuel tank leaves a lot to be desired, though, because 11 liters won’t get you too far when you’re doing under 30km/L.
In any case, fuel consumption isn’t that big of a deal in my opinion, because at the end of the day, this is arguably the most fun 450cc engine I’ve tried in quite a while. It feels as light as a single-cylinder bike but packs a stronger punch than other twins I’ve ridden before.
Ride and handling
Speaking of light, that’s exactly what the Guerrilla 450 feels like through winding roads. It sits on 17-inch wheels shod in 120/70 front and 160/60 rear tires, so it doesn’t exactly have unlimited grip around twisties, but the bike still does a good job of leaning through corners. Fair warning, though, the pegs will grind on the asphalt if you lean too much. Stopping power here is also excellent, and with dual-channel ABS at the ready, you won’t have to worry about slamming on those brakes when needed. Perhaps the riding dynamics were a result of having the engine as a stressed member, meaning it helped reduce weight and mass overall while improving frame rigidity. I don’t know exactly how RE did it, but once thing’s for sure—those engineers did it right.
Now, if you’re not going to attack mountain passes with the Guerrilla 450, you’ll find that it’s a decent bike for touring as well. The ride isn’t the best, but it’s not bad at all. Vibrations on the handlebars aren’t as bad as in other bikes in this segment, so it’s manageable even on longer rides. The telescopic front forks and the monoshock at the rear do a decent job of eating up typical road imperfections. It also didn’t bottom out when I accidentally hit a sizeable pothole on the highway, so that’s a good thing. Still, it’s no Himalayan, so I’d prefer to stay away from all the bumps and craters on the road.
Extra features
As mentioned, there’s dual-channel ABS as well as different ride modes, but that isn’t where this category ends. Like in other modern RE bikes, the Guerrilla 450 has a Tripper Dash, which is the digital instrument cluster that can connect to a smartphone to provide navigation details and media controls. This display can be operated using the joystick on the left-hand handlebar. Frankly, it might take some time getting used to, but I eventually got the hang of it.
There’s also supposedly a USB-C charging port, but since I didn’t have a mount for my phone, I didn’t bother trying it out. Still, quite handy to have when you need to charge in a pinch.
Verdict
At just P314,000, the Royal Enfield Guerrilla 450 in Brava Blue is easily one of the best bang-for-your-buck bikes in the market right now. If you’re on a tighter budget, you can even opt for the other colorways that sell for as much as P25,000 cheaper.
With the type of performance it delivers and the stylish package that it’s in, it’s a viable option not just for newbie big-bike riders but for seasoned vets as well. I never thought I’d ever want to own a Royal Enfield, nor did I think I’d want a single-cylinder bike, but after riding the Guerrilla 450, I’m absolutely sure I want one. When the time to shop for a new big bike comes, best believe this will be at the top of my shortlist.
SPECS: 2026 Royal Enfield Guerrilla 450
Price: P314,000 (Brava Blue finish)
Engine: 452cc liquid-cooled, single-cylinder
Power: 39.45hp @ 8,000rpm
Torque: 40Nm @ 5,500rpm
Transmission:
Wet weight: 184kg
Seat height: 780mm or 30.7 inches
Fuel-tank capacity: 11 liters
Score: 10/10
More photos of the Royal Enfield Guerrilla 450 2026:
