Royal Enfield has always evoked a sense of passionate motorcycling in the Indian riding community, and hence, it was obvious to choose the Hunter 350 as my first serious motorcycle. Ever since its release in 2022, the Hunter 350 has provoked emotions with its raw exhaust note and the promise of a fun ride characteristic within the city. My 2024 Hunter 350 (the pre-facelift model) stood out with some quirks, and one of the most notable ones was the performance profile itself – a slow-revving long-stroke engine mated to a chassis that wanted to go fast. The unmatch feels a tad uneasy, especially when you are in the mood to ride enthusiastically. It made me wonder if Royal Enfield would ever make a street roadster like the Hunter with an engine to match its agile handling.
When Royal Enfield released the Guerrilla 450 in late 2024, it seemed like the prayers were answered. The Guerrilla 450 was pitched as an accessible city-centric roadster with an eager engine – the 452cc Sherpa that powers the mighty Himalyan 450. Hence, as a rider who dailies a Hunter 350, the Guerrilla 450 was something I had always wanted to taste. That tasting session finally happened recently, as I lived with the Guerrilla 450 for two weeks, and this is the impression it left.
Royal Enfield Guerrilla 450: What is it?
For those who need context, the Guerrilla is built on the same Sherpa 452 cc platform as the Himalayan 450, but stripped down into a roadster/scrambler hybrid with flat handlebars, mid-set footpegs, and a more aggressive riding posture. Priced between Rs 2.56– Rs 2.72 lakh (ex-showroom), it sits in a sweet spot — between the entire 350cc Royal Enfield and yet, far cheaper than a KTM 390 Duke or Triumph Speed 400.
The First Ride
The very moment I sat on the Guerrilla 450, the difference was obvious. The Guerrilla 450 has a wheelbase of 1440mm, which is longer than the 1,370mm wheelbase of the Hunter. Despite having a similar kerb weight of 185 kg, the motorcycle feels substantial to move around, especially in parking lots. Start the engine, and there’s an eager roar from the exhaust instead of a relaxed rumble of the 350cc J series engine. The first gear feels rather restricted and easy to get a move on, but all hell breaks loose as soon as you shift to the second.
With a peak power of 40 hp and a peak torque of 40 Nm, the engine loves to rush. Move beyond 3,000 RPM and the Guerrilla 450 accelerates like it means business. The brutal delivery of torque and power is what goes on to become addictive. Going past 5,000 RPM feels energetic, as the motorcycle simply pulls all the way until the speedometer shows an indicated speed of 156 kph. And all it takes is a gentle twist of the throttle to make such performance happen.
Living with the Guerrilla 450: How’s it like to commute?
The 452cc Sherpa engine on the Guerrilla 450 is always eager to hit the triple-digit speeds but luckily, Royal Enfield is kind enough to offer an ‘Eco mode’ for sanity. Keep the bike in the Eco mode and the Guerrilla 450 feels leashed, with a strong mid-range punch, lazy throttle response, and a dumb top-end. Note that it is still easy to hit 90 kph in this restrained mode but the motorcycle’s performance feels tameable.Â
Switching from the Hunter’s rear-set, slightly rearward-leaning cafe stance to the Guerrilla’s flat bars and mid-pegs was easy. The riding triangle is more upright and neutral, closer to a classic roadster than a cafe racer. The press bike we received had the taller bench seat installed, but for someone as tall as me (5 feet 4 inches), it is easy to tiptoe with both feet, or flat-foot easily on one side. The tank’s narrow design makes it easy to grip, and the crucial vehicle controls are lighter (thanks to the shift-and-assist clutch). There’s no Quickshifter on offer here, and I don’t mind shifting the old-school way with a clutch (this isn’t a track-biased motorcycle).
Despite being a lengthy motorcycle, the Guerrilla is a sharp-handling machine. The Guerrilla uses the same 43 mm USD forks and monoshock as the Himalayan 450, but with slightly firmer settings tuned for road use. Turn-in is quicker, mid-corner stability is excellent, and the bike feels planted even when leaned over. The Hunter, in comparison, feels flickable but nervous at lean angles. The Guerrilla 450 inspires confidence – makes me drive in a more spirited fashion.
When in the mood for an enthusiastic ride, the Performance mode fills you up with adrenaline. The throttle response is instant (thanks to the ride-by-wire tech), and the motorcycle accelerates eagerly, quickly reaching triple-digit speeds. If you calibrate your hand movements, you can cruise at 100–110 km/h effortlessly. Move beyond these speeds, and the vibrations creep in slightly, but it won’t stop until you max out at 156 kph – speeds that the Hunter 350 doesn’t know. What is even more impressive is that the Guerrilla 450 feels glued to the tarmac at such speeds.
Braking is an area where I felt the Guerrilla 450 needs more bite. The 310 mm front disc and 270 mm rear with ByBre calipers bite progressively but with a slight hint of hesitation (the press unit’s brake pads weren’t in top shape, though). Luckily, there strong engine braking to reduce your reliance on the brakes, and that does the job well.
During my two weeks, the controversial stock Ceat Gripp XL tyres (140/70-17 rear) offered decent grip in dry conditions and surprisingly good wet performance in the 3 days it rained. They’re not as sticky as MRF Nylorex or Metzeler Sportec you find on rival KTM and Triumph motorcycles, but for general road use, they work well. The lack of traction control could be a concern on wet roads, and you need to have a cautious approach to accelerating on questionable surfaces, where grip seems doubtful.
Day-to-day living: Fuel efficiency
The real-world fuel efficiency on the Guerrilla 450 hovers around 21–24 kmpl (mixed city + highway), which is roughly 15–20% lower than my Hunter’s average of 32–35 kmpl. This is fine by the segment standards, considering a beefy engine and a compact 11-litre tank. However, with ‘sane’ riding practices, I was able to extract a maximum range of 180-200 km. Fellow Guerrilla 450 owners have reported better range on highway touring.
As far as ownership is concerned, service intervals are 5,000 km / 6 months apart, and Royal Enfield’s network is dense, with easy parts availability and reasonable labour charges, especially compared to what Triumph or KTM demand.
The Verdict: Is the Guerrilla 450 a natural upgrade to the Hunter?
Even though Royal Enfield paints a narrative of both the Hunter and the Guerrilla being naked street roadster motorcycles, they are two completely different machines. The Hunter 350 is a more relaxed motorcycle that’s agile on its feet, which makes it a friendly city commuter. The Guerrilla 450 flips the script entirely – it is fast like a proper sportsbike. This isn’t the kind of machine you usually associate with the Royal Enfield badge.
The Guerrilla 450 trades some of the Hunter’s agility and replaces it with brute acceleration and stable high-speed riding, while still offering confidence-inspiring handling. Even the ride quality is surprisingly comfortable – way more forgiving than the stiffer suspension setup on the Hunter. It is easy to trace the DNA of the Himalayan 450’s plush ride quality here.Â
Considering the Guerrilla 450 as your first motorcycle? I would ask you to refrain, especially if you are coming from 100-125cc commuters. The Hunter 350 still makes for a better package as a first motorcycle for passionate riding. The Guerrilla 450’s serious sportsbike performance profile makes it one of the best motorcycles for graduation to serious street performance.
