Just over a year ago I spent a long weekend with Royal Enfield’s Guerrilla 450, to write a review for this very Carole Nash Insidebikes website. I remember describing it as something of a mongrel – a bit roadster, a bit flat track and a bit scrambler in its design – and left not really knowing what to make of it. I can’t have been the only one confused by this quirky machine because, less than a year into production, the Indian manufacturer has given the Guerilla a raft of modifications to create this, the Royal Enfield Guerilla 450 Apex, which replaces the bike we rode last year.
While the Apex flew under most people’s radar when it was announced as a 2026 model, I was keen to take one for a spin as the changes made by the factory address the weaknesses I felt the original suffered from. Out go the CEAT semi-knobbly tyres, replaced by pure road Vredestein Centuro STs, while lower handlebars give a sportier and more road focussed riding position. It also gets tweaks to the two riding modes, while the addition of a small nose fairing and seat unit addresses one of my other gripes – namely that it didn’t feel as well finished as some of the competition.
So, with Royal Enfield effectively addressing all the points I thought let it down, it would be rude for us not to revisit the Guerrilla and see if these small changes would make a big difference.
Riding down one of my regular backroad test routes, I remembered the Guerrilla I rode last year feeling a bit light and flighty. The changes haven’t turned it into a Fireblade, and the feeling from the front end still isn’t pin sharp, but it definitely feels more planted than before. The new handlebars are 56mm lower and 57mm further forward than the previous model, throwing more weight over the front. It feels more composed, and the feedback from the Vredesteins are a marked improvement too.
Suspension, Showa front forks and a rear shock absorber with seven-step preload adjustment, is unchanged. It’s a basic chassis arrangement, but exactly what you’d expect from a motorcycle of this price and performance. I enjoyed riding the Guerrilla and it’s happy to be chucked around. Although it can still feel a little nervous on bumpy backroads, it is light and a lot of fun.
What also hasn’t changed are the bold looks, nor the accessibility. It’s low and light, and with a longer wheelbase than most in the class. The engine, designated Sherpa and shared with the much bigger and heavier Himalayan 450 adventure bike, loves to rev and feels perky. At a smidge under 40bhp, it plays the same ball game as the excellent TR unit found in Triumph’s 400 range.
With 53 more cubes to play with, the Enfield benefits from a bit more torque. It can more than hold its own against other singles in the sector, only getting slightly buzzy when you really rev it out. Sitting at the motorway speed limit, it’s well-mannered and has some performance in hand, with only the slightly blurry view in the mirrors letting the side down. It’s normal for small capacity singles though, and not something that would put me off.
Arguably the Guerrilla is best at home around the city. It is super easy to ride, feeling light and agile. For a rider graduating from a 125, it makes perfect sense and sits in a unique place in the Royal Enfield range – being the Indian brand’s only real diversion from its core traditional, dare I say it, almost classically styled motorcycles.
I mentioned it last year, and I will mention it again. An area where the Triumphs trump the Enfields is in their build quality and general detailing. Royal Enfield seems to have closed that gap slightly with the Apex. It now gets a little flyscreen and rear seat cowl, which combine to tidy up the styling and, although there’s nothing really to complain about on a bike of this price, there are bits of exposed wiring and hoses here and there that you just wouldn’t find on the Speed 400. It’s not a major problem, and indeed its similar to what you’d expect to find on one of Honda’s 500cc A2 models, but the level of polish still isn’t quite at the same level as you’d expect to find on bigger and more premium motorcycles.
Not that the Enfield is lacking. The TFT dashboard is a really neat touch. It looks great and is very readable. The switchgear is easy to use and there’s a handy USB charging port on the handlebars, which is brilliant if you like to mount your phone on the handlebars and use it as a sat-nav. While not as comprehensive, the dashboard also allows for a basic turn-by-turn navigation function when connected to your phone via an app. It’s a neat touch, and not one you’d necessarily expect on one of the less expensive bikes in the class.
I also like the rear light arrangement, which integrates the rear lights and brake lights with the indicators. It really fits in with the minimalist style and although it’s the budget option in the class, priced from £4999 (although the funky graphics on our test bike will set you back another £50) the Royal Enfield certainly doesn’t feel overtly cheap or lacking in spec.
When I reviewed the Guerrilla 12 months ago I didn’t really know what to make of it. I liked it, I really did, but it was a bit too quirky and I wasn’t convinced that was what buyers were looking for. The 2026 Apex version feels more defined, still a little idiosyncratic but more cohesive and better in its role as an urban roadster with some backroad potential. It lives in a very competitive sector.
Triumph’s excellent, £5245, Speed 400 still defines the class in my opinion, while Honda’s best-selling 500 range starts with the CL500 at £5699. There are a lot of good bikes out there, which is probably Royal Enfield’s biggest challenge. You could argue the case that the Apex’s closest competitor is actually the new Tracker 400 variant from Triumph, and that’s a good £750 more than the Royal Enfield.
Where the 2025 Guerrilla didn’t quite hit the mark, this year’s updated model is definitely closer to the, erm, Apex. It’s a lot of fun to scratch around on, easy to get on with in town and delivers a lot of bang for your buck. The styling still won’t be to everyone’s taste and it perhaps doesn’t quite have the same class as a Triumph when parked up, but it’s certainly not boring – especially in some of the lairier liveries.
Would it get my money in the A2 class? Hmm, that’s a tough one. If budget wasn’t a consideration, I’d probably err towards the Honda Hornet 500, KTM Duke 390 or the Triumph Tracker 400, but the Guerrilla offers some of the best value for money in the class while retaining the reassurance of a quality dealer network. It’s still a distinctive offering in this super competitive category, but the updates have improved it dynamically and makes for a more cohesive and engaging motorcycle than the one it replaces.
As a first ‘big’ bike, it’s a really sensible choice, with distinctive looks and good spec which makes it one of the most usable machines in the class. It’s the bike Royal Enfield arguably should have created last year, and a motorcycle which should help them appeal to a younger audience here in Europe.
Royal Enfield Guerrilla 450 Apex
Price: From £4,999
Engine: 452cc single-cylinder, DOHC, four valves, liquid cooled
Power: 39.5bhp (29.44kW) @ 8,000rpm
Torque: 40Nm @ 5,500rpm
Transmission: Six-speed manual, chain final drive
Frame: Steel tubular with engine as stressed member
Suspension: (F) 43mm Showa telescopic fork, (R) Linkage-type single shock
Wheels: Cast aluminium, 17”/17”
Tyres: (F) 120/70 x 17, (R) 160/60 x 17
Brakes: (F) Single 310mm vented disc, two-piston ByBre caliper (R) 270mm disc, single piston caliper. Dual channel ABS as standard equipment.
Weight: 184kg (with 90% fuel)
Wheelbase: 1,440mm
Seat height: 780mm
Fuel tank: 11 litres
Fuel consumption: 83.3mpg (manufacturer claim)
Service intervals: 6,000 miles/12 months
Warranty: 36 months unlimited mileage
Contact: www.royalenfield.com
Words: Paul Taylor
Pictures: Royal Enfield
