Royal Enfield Guerrilla 450 Review — Triumph Speed 400 Rival?

The Royal Enfield Guerrilla 450 marks a sharp pivot for RE, presenting a stripped-down roadster with sporty intentions. Positioned to tussle directly with modern middleweights, it raises the question: can it take on the Triumph Speed 400? In this Guerrilla 450 review, we dissect its engineering, riding dynamics, and market proposition to see whether it’s a credible competitor or just an intriguing experiment.

Engine & Performance

The Guerrilla 450 inherits the Sherpa 452 cc liquid-cooled single, tuned to deliver ~39.5 bhp (≈40 PS) at 8,000 rpm and ~29.5 lb-ft (≈40 Nm) torque at 5,500 rpm — figures confirmed by Visordown and Cycle World. Royal Enfield claims 40 PS and 40 Nm in its spec sheet. These numbers match quite closely to the Triumph Speed 400, which also claims 40 PS but with lower torque (≈37.5 Nm) per BikeDekho. Where the Guerrilla gains an edge is in its broader midrange — the torque curve feels livelier between 3,000–6,000 rpm when pushed hard. In drag tests, the extra torque gives Guerrilla a useful punch in low-speed overtakes. Top speed is estimated around ~170 km/h per the Wikipedia entry.

Chassis & Handling

RE has created a bespoke roadster chassis derived from the Himalayan platform but optimized for street performance. The Guerrilla weighs in at around 185 kg wet, 11 kg lighter than the Himalayan variant. Load-bearing behaviour is balanced, aided by a steel twin-spar frame. Suspension uses a 43 mm conventional fork (nonadjustable) and a preload-adjustable rear shock. Despite the simplicity, ride quality is well judged — the front absorbs urban irregularities, and the rear keeps composure mid-corner. Braking is handled by J.Juan calipers: 310 mm disc front, 270 mm rear, with dual-channel ABS. On rider forums, some owners note absence of factory tyre hugger as a small downside in rainy use.

Technology & Features

The Guerrilla 450 is minimalist but modern. All variants get dual-channel ABS and ride modes (Eco and Performance) via ride-by-wire throttle. Higher variants (Dash, Flash) offer a 4-inch round TFT with Bluetooth, turn-by-turn navigation and phone integration. Base Analogue variant sticks to a semi-digital cluster. Design is lean — 17″ alloy wheels front & rear (120/70 front, 160/60 rear), LED lighting, minimal plastics. One trade-off: the fuel tank is a compact 11 litres, limiting range.

In head-to-head feature comparisons, the Guerrilla is often lauded for packing more tech than the Speed 400 which sticks to a simpler package. Yet, the Triumph counters with a broader powerband and lighter curb weight — offering nimbleness in traffic. Price-wise, the Guerrilla 450 is positioned competitively (≈ ₹2.39 lakh ex-showroom for the base model) vs the Speed 400’s ex-showroom cost slightly higher per BikeDekho’s comparison.

Conclusion

The Royal Enfield Guerrilla 450 nails a rare balance: classic aesthetic married to modern performance and tech. It doesn’t overwhelm with complexity, yet delivers a characterful ride with strong midrange punch, confident chassis behaviour, and just enough features to stay relevant. Against the Triumph Speed 400, it holds its own — especially for riders who value torque and character over absolute agility. The Speed 400 may feel more nimble and predictable in traffic, but the Guerrilla gives you more emotional engagement.

If you’re a rider seeking a mid-capacity roadster that feels alive rather than engineered, the Guerrilla 450 deserves serious consideration. It doesn’t just compete — it stakes a bold claim.