Adventure bikes are wonderfully versatile for all types of riding, making the ADV class one of the hottest segments in contemporary motorcycling. The best of them retail at north of $15,000 and can soar above $20k. But are those heavyweights really the best ADVs? A simple tip-over off the beaten path might have you wishing you were on a bike that was 100 or more pounds lighter and much less costly to repair.

The all-new Royal Enfield Himalayan might be a viable option for riders short on inseams and bank balances, boasting a 411cc single-cylinder motor, reasonable off-road ability, and an accessible MSRP of just $4,499, thanks to production in India at Enfield’s home base. RE claims the Himalayan scales in at 421 pounds wet.

The Himalayan, says RE, “is purpose-built for adventure, allowing for a purer and more accessible form of adventure touring.”

 

With a clean, rugged appearance, the Himalayan looks ready for adventure. Shown is the “Snow” colorway, but a “Graphite” version is  also available.

The Himalayan occupies a unique space in the lightweight ADV market, with its 411cc single-cylinder engine out-cubing the 250cc mini-ADVs from Japanese manufacturers, such as Honda’s new CRF250L Rally ($5,899) and Kawasaki’s reborn KLX250 ($5,349) and its recently introduced twin-cylinder Versys-X 300 ($5,399).

The new Enfield also has a larger engine than the 313cc Single in BMW’s G310GS, also built in India (by TVS), but the Himalayan’s motor is built more for durability and driveability than outright performance. Enfield claims a maximum of just 24.5 hp delivered at 6500 rpm, nearly 27% fewer ponies than the Beemer’s 33.5-hp claim at 9500 rpm.

RE calls its single-overhead-cam engine the LS410, with the LS referring to its bore (78mm) and stroke (86mm) ratio being substantially under-square. This will allow the engine to be lugged further down in its powerband, providing accessible grunt at low revs. Peak torque of 23.6 lb-ft is said to arrive between 4000-4500 rpm, comparing favorably to the G310’s claim of 20.7 lb-ft way up at 7500 rpm.

 

The unit-construction 411cc Single eschews liquid-cooling for stone-ax-reliable cylinder finning for air cooling, augmented by an oil cooler. Nods to modernity include fuel injection, an overhead cam and a counterbalancer.

We’re happy to report the Himalayan is equipped with a counterbalancer to mute objectionable vibration, unlike previous Royal Enfields that vibrate at levels high enough to irritate. Also a first for an Indian-built RE is the inclusion of an oil cooler, which helps the air-cooled mill shed heat.

The adventure-themed Himalayan looks the part, with a rugged appearance penned by noted designer Pierre Terblanche before he left Enfield’s employ. It starts up front with an off-road-desirable 21-inch front wheel/tire combo with the requisite high fender. A reasonably large windscreen (manually adjustable to two positions) is perched above a round headlight. The steel frame was developed in England by Harris Performance, and it provides 9 inches of ground clearance. Front and rear wheel travel is 7.9 and 7.1 inches, respectively. Rubber fork gaitors protect the 41mm fork tubes from rock damage.

Further protection is provided by crash guards that surround the fuel tank and by a robust-looking bash plate for the bottom of the engine. A scooped seat design brings its height down to a reasonably accessible 31.5-inch perch, while a rack behind the passenger seat provides a place to strap down luggage. Braking is provided by a 300mm disc with a twin-piston caliper up front and a single-piston clamper and 240mm rotor out back.

 

Thin enough for some single-track exploration…

Instrumentation appears to be fairly contemporary, with digital displays for a fuel gauge, gear-position indicator, digital compass and engine temperature gauge joining the usual analog tach and speedo dials. A 4.0-gallon fuel tank is purported to provide 280 miles between fill-ups.

The Himalayan will retail for $4,499 when it hits American dealers in the summer of 2018. We’re looking forward to riding it to find out if Royal Enfield has struck a sweet spot in the marketplace and will become, as RE describes, “an adventure offering for all.”

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  • Old MOron

    This thing is going to tractor over anything in its path when it gets off road. If it doesn’t get left for dead on the freeways, there might be some red faces in Japan and Germany.

    • DickRuble

      The ever optimist. Go get one, keep a diary. Comedic effect and publication almost guaranteed.

      • Old MOron

        I put 50K miles on a DRZ. They weigh the same –

        Oh wait, I read that wrong. My DRZ was 319 lbs if I recall correctly. This things is 421. Ha ha! Okay Riche, I’m the one who’s red faced. I guess I got kind of excited because this thing reminded me of my dearly departed DRZ.

      • StripleStrom

        Seriously… it’s heavy. Heavy, underpowered, and from the sounds of it, likely to be somewhat unreliable. It sure looks the part though!

  • Born to Ride

    Yeah… a clean used KLR sounds like a more sound investment to me. But I do like air cooled bikes.

    • DickRuble

      DR 650, DRZ 400SM

      • Born to Ride

        XR650R, XR400

        • DickRuble

          They’re great for off road but you would suffer on the roads. the DRs are a good (best) compromise between KLR and XR.

    • Larry Kahn

      While we’re here, having owned both why does the KLR seems to have a stronger cult than the DR650? I find them equal on pavement and the DR much better off road, simpler (air cooled) and lighter too.

      • Jason

        Bigger tank, small fairing, wider seat? The KLR is more road focused than the DR and most “Adventure” bikes spend most of their miles on roads.

        • Starmag

          Better two up also.

      • Born to Ride

        Beats me, if I was gonna buy an off-road beater with a license plate it would definitely be an XR400. I have a love for air cooled Honda’s. A few years back I had the chance to snag one that was built for SuMo. Two sets of wheels, 416 kit and Hotcam, and somehow converted to E-start(I think with a quad starter). Dude wanted 3 grand and I thought that was too much for a 1999 air cooled enduro. Now that decision haunts me.

      • Travis Stanley

        In North America the KLR has the stronger cult, but Down Under, the MIGHTY DR is supreme.
        In February of 2014, the New Edition came out for the KLR, which gave us a better Suspension. IMO, the KLR has better value than the DR.
        I bought a new 2013 DR in January 2014 and have almost 30,000 miles. I really like her. The biggest issue I had was replacing a cam chain tensioner gasket. Easy $40 fix.
        No way the Himalayan can make it 26,000 miles with no problems.

        My favorite thing about the DR is the engine personality and gear ratios.

        Hopefully, the UK can import the DR soon thanks to leaving the EU.

  • nFa ZoMbiE

    I always loved the adventure bikes with a classic theme. I respect the brand and its heritage but the Himalayan had a lot of major issues when released here in India. Wish if it had a more relaible engine to match the adventure looks!

  • “Durability” is an interesting word to use when discussing Royal Enfield products.

  • JWaller

    The price is right. It looks like it should be filthy and looks like dropping it won’t make it look any worse. That’s not a bad thing for a dual sport or ADV bike if you ask me. The only problem is it’s a Royal Enfield. My heart says it’s great but my gut and head say stay away or proceed with caution. That happened when I bought a Ural, and I have to admit my gut and head were correct. If this product were being put out by any of the Japanese manufacturers, BMW, or Triumph, I’d be all over it. Royal Enfield needs to establish itself as a producer of a QUALITY product if it wants to grow the brand in the US. Maybe they’ve had the chance to work it all out by using the Indian early adopters as a test group. Who knows? Until proven otherwise, I’d say proceed with caution if you’re considering it.

  • SRMark

    Just my speed. Slow. And low. And should be easy to work on. I never liked the KLR650 seat height. And I really didn’t like doing valve adjustments on it. I’d use the Enfield as a mule to carry my photo equipment to slightly-remote locations. It would also see duty on the many back roads in my area. And I like the way it looks. And the price is right. I can slowly fade into retirement on this thing.

    • Travis Stanley

      Excellent post.
      At 35″ tall, the KLR has a higher COG by far.
      The Suspension travel is really close on both MCs.
      The Himalayan is like a mellow easy going Tiger 800XC. Both bikes have a front fender that let’s us all know that tarmac duties are the primary job.

  • StripleStrom

    This is as close to stone-simple as it gets, with the exception of hold-outs like the KLR (which I would take over this). It’s too bad that in this era of the EPA’s reign of terror we can’t have carbureted, air-cooled motorcycles any more. There is something appealing about the simplicity. For most of my street rides I definitely prefer fuel injection and of course digital ignition, but for something to take and beat off road or on a trip through South America, ease of repair and durability would be preferred over outright performance.

    • Jason

      I’ll take fuel injection any day over finicky carbs that frequently REQUIRE repair and adjustment. I’ve never had a fuel injected vehicle leave me stranded.

      If you want old technology Honda will be happy to sell you the air-cool and carbureted XR650L.

      (BTW, Motorcycle emission standards haven’t changed since 2010)

      • StripleStrom

        If you know how to take care of a carbureted bike, they won’t let you down. They don’t take kindly to not being ridden regularly though.
        That said, I generally agree with you. I think fuel injection is great leap forward. I just wouldn’t want to be stranded with a bad ECU or fuel pump in a remote place, which was my point. A carburetor is a simple and non-electronic device that can be repaired by anyone with basic skills.

        • Jason

          My point was I would rather take the tiny chance of an EFI failure than deal with the hassles of carbs. Most EFI faults aren’t actual part failures but issues with loose connections, poor grounds, or rubbed wires. These can be fixed with a voltmeter by anyone with basic skills.

          Also, carbs can’t always be fixed with simple tools. I have a 1979 Kawasaki with an unobtainium diaphragm sitting in the garage.

          Now if I was going to take a trip through South America, Africa, or Asia, I would do so on a local bike that the local bike shops have parts for and know how to fix.

          • RyYYZ

            And in India that would be a Royal Enfield. Or any number of Bajaj, Honda, Yamaha, etc 150cc commuter bikes.

            I’m fine with fuel injection, personally. The only time a fuel-injected vehicle has ever given me any real trouble and refused to run was when the fuel pump on one car stopped working.

          • Jason

            For me it would be a 125cc Honda Cub with EFI.

          • StripleStrom

            Oddly enough, my profession is in electronics / electrical design. I would probably be more successful than most at getting something with an electrical problem to run.

          • Jason

            Then you should have not trouble.

            Honestly I don’t care what type of bike you ride – to each their own. I just don’t buy the idea that carbs are superior or more reliable than EFI – even in remote areas.

      • Mad4TheCrest

        Hmm.. pretty sure EU-3 and EU-4 have come into force since 2010, and most manufacturers are complying so this affects bikes sold in the USA as well.

        • Jason

          Euro 3 was 2006 and Euro 4 in 2016. Yet Honda still sells the XR650L and Suzuki the DR650S in the USA. Both air-cooled and carbureted. The very type of bike that StripleStrom says the EPA won’t let us have.

          • Eric

            I agree. The XR and DR are legacy bikes that wouldn’t meet current EU regulations. That’s also why you don’t see updates to these bikes; if the manufacturers made updates,they’d have to comply with newer regulations.

          • Jason

            There is no “grandfathering” with EPA regulations – you meet them or you don’t. The XR650 and DR650 meet EPA and CARB regulations and can be updated anyway the manufacturers want as long as they still meet EPA standards

            Here is the 2018 certification for the Honda XR650: https://www.arb.ca.gov/msprog/onroad/cert/hmc/2018/honda_m0020756_644_0d8_hn.pdf

            And Suzuki DR650: https://www.arb.ca.gov/msprog/onroad/cert/hmc/2018/suzuki_m0040640_644_0d8_hn.pdf

            They don’t meet Euro 5 so they are no longer sold in the EU. (The EU had a short grace period for non-compliant bikes to allow dealers to clear out inventory but that has past.)

    • Eric

      Don’t blame the EPA, it’s Euro 4 and Euro 5 requirements that are driving these changes. All manufacturers except Harley sell far more bikes in the EU than in the US, and it makes good financial sense for them to sell the same bikes here that’s they sell in Europe.

      • StripleStrom

        interesting… I thought our emissions restrictions were more stringent than theirs. Maybe that’s just on autos.

        • Eric

          That used to be true, but not anymore.

  • Jason

    Does it have ABS? (Both EU export version and Indian home market version will have ABS for 2018)

  • Steve C

    I think it’s a neat bike,would be great for exploring but it is a Royal Enfield and even in India they complain about things breaking.

    • DickRuble

      The theory goes that units meant for exportation have better quality control. Rumors are that this applies to KTM 390. This being said, poor design/engineering cannot be compensated by QC.

      • RyYYZ

        Also, in India the REs are very common, and you can find parts and mechanics for them everywhere. Not so much here.

    • Travis Stanley

      The Aussies/Kiwis have had the BS3 Himalayan for a year or so.
      I would find a forum and see what the owners think.
      There does seem like a lot of complaining is coming from India.

  • Ron Hayes

    Royal Enfield appears to always attract people who want to remember the old times. Someone who would like to go out on a nice Sunday stroll. Performance has never been their objective. Look at their Continental GT. Looks cool but only 30hp. Do not get me wrong? I would test drive one but I think after the newness wears off, I would see many of its shortcomings.

  • iamnobody

    24 hp, 411 lbs and shit QC and poor engineering. This thing will fall apart in the first 1000 miles

  • G D

    At that price, some folks will buy it on impulse just ‘cuz it looks like it would be a fun little 2nd or 3rd bike to have a whole different kind of fun on. They’ll justify the purchase by saying that it could be a great bike for the wife to learn to ride on, for friends to ride when visiting from out of town, to use when their main machine is down for maintenance, to earn some more airline miles on their credit card, et al.

    But, in reality, none of those things matter a whole lot. After chasing the latest and greatest features at an ever-increasing expense and ever-decreasing sense of confidence that they could fix a mechanical malady themselves, this is the kind of bike that’ll bring them back to a simpler, more innocent time when all it took to have a blast was to get out and ride.

    Anyway, that’s why I’m thinking about adding some airline mileage rewards…

  • Travis Stanley

    Mostly good comments found here.
    I wish the REH the best in North America. I keep trying to understand why the Zongshen RX3 250 has such a loyal following. The lowest common denominator is the very low buy in price.
    I believe this will be the big moving factor with the 400 also.
    At least there are dealers here to go pick the bike up from and get parts. However, they are few and fair between.

    The MC is made for easy going 1up travelers like myself.
    She is also made for the big city commuters who want a hip bike to look cool on.

    For the size of the displacement, the engine is really mellow and should last a very long time.

    She will compete against the following bikes:
    CSC RX3 250 (China)
    Honda 250 Rally (Japan)
    Versys X 300 (Japan)
    G310GS (Germany)

    Of course there are dozens of MC that can be found used that will compete well against the REH.

  • major tom

    Isn’t this the first clean sheet modern design from RE? Is it reasonable to expect that after teething problems in India they could all be sorted now? Yes, it’s a little under powered and heavy but robust is also a desirable trait. I’ll keep an open mind and I like this alternative. Here’s hoping for its success.

    • Travis Stanley

      I agree

  • Sentinel

    It has all the charm, build-quality, and support you’d expect from a third-world product. I think the US will need to decline much further before there will be a market for a junk bike from a junk brand like that one.

  • Darshan Lad

    The first iteration had issues. The company claims to have rectified them in their ver 2 of the bike launched in India couple of months ago. It’ll take atleast a few more months before one can be sure of the better quality.

  • Emmet

    SMRark,
    I been researching the crap outta the Himalayan. Heres what I found.

    1. It’s not like any other Enfield.

    The only thing it has in common with any previous Royal Enfield is the use of metric fasteners and that’s it.

    2. It’s a purpose driven design.

    It was never a sports tourer morphed into an adventure bike by slapping
    on aggressive tires, different exhaust, cosmetic re styling and lipstick

    farkles. It was never a Dual Sport with bags and windshield and plastic
    panels either. It’s been a pure adventure bike from the initial idea
    and the ground up and nothing else. Esthetics were an afterthought. Form
    followed function.

    3. It”s a clean sheet design not based on anything else.

    Harris Performance in England did all the design work and R&D and
    prototyping and testing of the engine chassis and the suspension
    together as one unit through several evolutions until it they were
    satisfied that this project with their name on it was ready for prime
    time. ( if you don’t know who Harris Performance is yet the Google is
    your friend : )

    4. The engine isn’t based on any previous engine.

    Not the old cast iron engine or the newer unit construction engine or
    any other engine, Nada. It’s new and it’s Himalayan only. A SOHC
    counter balanced oil & air cooled engine from a clean sheet. The
    engine was then de-tuned with a cam change and restrictive muffler.
    Keihin supplies the EFI for the other Royal Enfield bikes so I’m
    assuming it’s the same biz here but haven’t looked into that. Yet.

    5. This isn’t your daddy’s Royal Oilfield.

    Himalayans are made in a new flexible integrated state of the art production facility
    that was built scratch from the ground up 5 years ago and stuffed with new state of
    the art European CNC machine centers and robots and automated everythings.

    6. This isn’t even last years Himalayan.

    There’s been no fewer than 36 improvements between last years BS3
    carbureted Himalayan and this years BS4 EFI 2018 model year. There wre
    tow production runs of BS3 carbureted Himalayns. India got the entire
    first run and most of the second run. Australia, Philippines and South
    America got their BS3 Himalayans from the second production run. They
    are pretty happy with them and been reporting good things.

    7. This isn’t the Royal Enfield we all liked to make fun of ten years ago.

    Side by side the new bikes are nicer than 1990’s Japanese bikes were
    when they were new. The Himalayan frame welds are better then my
    1990-00s Japanese bikes. Fit polish paint and chrome are on par with my
    Suzuki Bandit. How far RE came in the last 10 years is an eye opener.

    9. How big they are in sheer numbers will shock the shit out of you.

    Last year they sold 667,000 bikes.They are cranking out 65,000+ bikes
    a month and shooting for 800,000 this year. Biggest producers I think
    it goes the big four of Japan then Royal Enfield, Harley Davidson and
    then everybody else.

    I’m not saying any of this to start any pissing contests. I’m sharing what I found on Zigwheels, NDTV car and bike etc. If it turns out to be a pile of crap I’ll let you know.

    • DickRuble

      RE propaganda sounds like GM propaganda. “We built crap until yesterday, but today we’re top notch”. Repeat everyday.

      • Travis Stanley

        Time will tell.
        They can only fool N.A. folk once. At $4,499 there will be plenty of folks buying the bike. Thanks to the internet, we can get some good buyer feedback after a year or so. ADVrider.com is a good site for such matters.
        There is a 100 point inspection done in Dallas before the bikes are unleashed to the dealers.
        Lots of owners will treat the bike easy and just cruise around on the tarmac and forest roads, basically what an ADV Bike is good for.

        All business change with time, but I agree with your views on GM.

    • Travis Stanley

      I agree. Pure ADV Tourism from the ground up. The only thing hurting her is she is brand new and un proven. The Aussies and Kiwis have the carb version and they are best folk to talk to on how they like their bike.

    • Jason

      While I respect the engineering capabilities of Harris Performance it is important to know that Royal Enfield purchased Harris back in 2015. So Harris is has no choice but to “put their name on it” and the end result will be based on the design spec from Enfield.

      http://www.motorcyclenews.com/news/2015/may/royal-enfield-purchases-harris-performance/

      “Siddhartha Lal, CEO of Royal Enfield confirmed the deal this afternoon, saying ‘All of the current staff at Harris Performance will now become employees of Royal Enfield, taking responsibility of performance and development engineering for our new range of motorcycles. They will be part of Royal Enfield’s upcoming UK Tech Centre’.”

  • Mad4TheCrest

    If I owned a truck or a van with a ramp, I’d happily take that out to mountain/desert byways and have some fun. I wouldn’t want to freeway that for long, at least not in California where the average indicated speed is, like, 80-85 (when its not completely stopped of course). All in all though, I’ll stick with my Tiger 800, it’s already paid for.

  • Emmet

    Where did my post go ?

    • Travis Stanley

      Same thing happened to me yesterday.

  • Emmet

    SRMark, I’ve been researching the crap out of the Himalayan and Royal Enfield and here’s some of what I found from various sources, Royal Enfield, Zigwheels NDTV, etc.etc.

    The bike shares nothing with any previous Enfield. It’s a clean sheet form follows function purpose driven that was never anything else or morphed from anything.
    It’s been an Adventure Bike from inception.

    The design ,R&D, prototyping, development and track testing was all done By Harris Performance in the UK. ( Google them )
    They are made in a new state of the art automated factory on European CNC machine centers, roboticly welded and painted. Brakes are Brembo subsidiary, EFI is Keihin, starter and most of the electrical is Denso.

    There were three production runs The first, BS3/Euro 3 and US emissions compliant, was carbureted all were sold in India and and none were exported, That first run is where the complaints come from. The second run also BS3/Euro 3 and US carbureted, received at least 37 changes ( and counting ) which addressed the teething problems of the first run. Australia, Philippines and South America got second run Himalayans and the reports coming in are good.

    The third run is EFI and meets BS4/Euro 4 US emission standards. The reports on those are good so far.

    There’s several Indian tour companies using them as rental mules flogging them up down the Himalayan mountains and they’re holding up.

    Expect them to arrive here in the US April 2018
    Good bad or indifferent I’ll let you know how it works out for me.

    • DickRuble

      It looks like your research comes mainly from the RE propaganda department and various PR material out there.

      • Emmet

        It might look that way but it isn’t
        It’s a distillation of information from reports from numerous business financial and industry sources I.E. NDTV, Tines of India, Zigwheels. The Economic Times etc.

        Google some of it. Eicher Royal Enfield, Production, reinvestment, factories UK Tech center, things like that.

    • Travis Stanley

      I like what I’m reading.
      It’s looks like you’re buying the bike!

      • Emmet

        That’s the plan.

        It should be alright but if it sucks I’ll certainly say so here.

  • Dean Hewitt

    This looks like a winner…. So they build a bike with the capability to go off road on fire trails, or a rutted road. Can go on the interstate at a reasonable speed, with better wind protection then most and the capability to put a larger wind screen if you’re in colder climates. And the price….

    • DickRuble

      On the interstate with 24 hp (crank) on a 420lbs + luggage… yeah.. that makes sense..

      • Dean Hewitt

        I think it only takes 24 hp to allow a Prius to travel at 65 mph…..

        • DickRuble

          It does? You’re sure about it? It also has 121 hp on tap to go beyond 65mph.

  • Bmwclay

    Think I’ll stick with my BSA 441.

  • DHZ

    Earlier this year there were quite a few number of high visibility lawsuits in India over the steering neck breaking from the chassis and spitting the riders down the road on this model The chassis is a bit odd in that instead of the high torsional rigidity round tube, it transitions to a box section across the backbone to the steering head. Box sections like that are prone to twisting. But I am not sure if that is where the breaks were. The photos in the India press were just of the front forks folded under or along side the bike. I understand that there were some Western country breaks also from reading on the forums.

    • Emmet

      I heard that too so I dug into it to estimate my odds of getting a lemon.

      What I found was plenty of news reports about the same single instance of a Himalayan frame cracked at the head.(Jury is still out on the root cause of it,)

      I also found multiple reports of the same single lawsuit filed and won by default in consumer court last April. Also found plenty of evidence of a “soft recall” implemented during scheduled services addressing and correcting various complainants and deficiencies of first production run BS3 Himalayans.

      Do you remember where you heard of fork breaks in Western countries ?
      I’ve been listening to owners reports in Australia, South America and Philippines No mention of fork failures there. There was one in Chennai. India, a head on collision between a Honda Dio and a Himalatyan, pics at Rushlane Daily Auto News, Apr 5, 2016 ” Royal Enfield Himalayan first reported crash – by Sagar Patel”

      The bikes are due in this coming April. Any data is welcomed.

      • DHZ

        It turned up in the forums, and then also in a news article in India. The western break was distinct as it noted that the owner had been doing some jumping of the bike. I would imagine that RE has reacted to the big judgement and the press by fixing the thing. They have had a year and a half. Old airplane trick is to paint the steering head white gloss enamel under the tank and inspect periodically. Cracks show up in the white gloss and you can catch them if they occur before a big failure.

  • JustaTexan

    I have a 2012 KLR that I really enjoy (FZ09 for road fun). Where I ride my KLR, forest service access roads, I am sometimes 20+ miles from tarmac, often with no cell phone signal. I’m too old and beat up to ride fast anymore and durability is more important than ultimate dirt-worthiness. After doing the Eagle Mike torsion spring doohickey mod I am confident my KLR will get me home if I don’t stick it to a pine tree. I’m not sure I would have the same confidence in the RE.

  • BainDramage

    Suzuki DR 650 or new BMW GS 310 would be WAY better value for the money.

    I like the idea of the Royal Enfield, I just don’t like the crappy quality of the Royal Enfields themselves. They also have a crappy dealer network in the USA – and many dealers have dropped them over shoddy business practices (delays in shipping parts, honoring warranty service, etc.).

    • Travis Stanley

      I read you, but I think the price will get many to buy. I’m lost on why someone would buy a Zhongshen RX3 250 from China, but these bikes seem to have a loyal following. I guess its the $3,500 price. The RE will be $1,000 more.

      • BainDramage

        Yea – agree that some people will buy them. Remember the Yugo? People bought those too.

  • Alex Bub

    All interesting comments.I run an MSF dirt bike school and am looking forward to adding one of these to my 18 bike fleet. I’m enjoying adventure bike rides on my current bikes (KTM520 EXC, KTM450 EXC, Suzuki DR650, Yamaha WR250R) plus many Honda CRFs and Yamaha TTRs of all displacements for the schools. For extended adventure rides my favorite is the DR650. Better on the trails over a KLR and comfortable with an aftermarket seat for longer multi-day rides. Plus stone reliable, 21000 miles trouble free.
    The Himalayan price is appealing, the specs look good (torquey vs high HP), frame by Harris who are known for great designs.I’m looking forward to seeing how this fits in with the other adventure bikes.

  • major tom

    Oh my, look maw, real fenders and a center stand too! You remember them don’t you?