2022 Review Royal Enfield Classic 350
Trevor Hedge’s Motorcycle Test
Motorcycling is going through a modern boom right now and a big part of that action is from the legal and classical side of the learner in the motorcycling equation.
Royal Enfield’s range of motorcycles marks both, and the Indian brand certainly offers the most authentic classic experience.
The styling of the entire line-up has quite a bit to do with it, and like Harley, Royal Enfield uses a base platform for several models, while also managing to make very similar motorcycles that offer a very riding experience. different with very different appearance.
The newest kid on the block from Royal Enfield is a major update on the Classic 350. It’s a beautiful classic motorcycle that at first glance could be mistaken for a genuine 50 year old vintage motorcycle.
Powered by a 349 cc single-cylinder, two-valve SOHC engine, the Classic 350’s performance level also goes back to the old days.
It starts and runs smoother than any older version, sounds lovely on startup and with the lights off, but it’s not powerful enough to keep up with 100 km/h highway and freeway traffic. Australia. It operates consistently with peak torque and leaps to 60 km/h fast enough, short shifts through the five-speed box are pleasant, but sustaining anything above 85 km/h requires a boost of throttle. full, every time. …
Most modern 350 cc single cylinder scooters offer much more performance, let alone the likes of the Ninja 400 or modern twin-cylinder MT-03. The little Japanese twins need to manage to hit that performance though, so if on a suburban route, Royal Enfield might prove more advantageous. However, if your commute involves any 100 km/h roads, fending off traffic at those speeds on the Classic 350 won’t be a comfortable experience. I’m sure Royal Enfield has done their calculations correctly in regards to targeting their home market, but perhaps local Australian distributors can run through some sort of chain. different to see if there’s a final gear ratio better suited to our cleaner roads. The standard rate may be as good as it gets, but it would be worth investigating.
Royal Enfield claims 20 hp at 6100 rpm and 27 Nm of torque at 4000 rpm. Most similar displacement single cylinder scooters offer 50% more power and the air-cooled Royal Enfield is also better in terms of torque. Leis leisurely is a fitting description for how the Classic 350 goes about its business. On a flat road with gusty winds, you can hit 100 km/h, with a decent run, but you can’t sustain a ton on an undulating road.
The suspension performs well and handles bumps with reasonable compliance if they are encountered in a straight line, but the limitations of the chassis, although much stronger than in its predecessors, still emerge. revealed if you have to collide when cornering. I suspect the tires are part of the problem when it comes to mid-corner collision compliance. That said, it’s not too bad in that respect, it’s just that it could be better.
Perhaps a change from India’s CEAT rubber to something a bit more sporty could improve cornering. Although options can be a bit limited with 19-inch front and 18-inch rear rims. However, there are a lot of size choices for adventure tires, and a lot of adventure rubbers from the big tire brands are really good on the runway, so it could be a worthwhile choice. To assess.
130 mm of travel is provided at the front, and the rear shock is adjustable for preload across six stages. It can really be fun in tight stuff and you’ll need to move on the bike a bit to keep the pegs and peashooter low off the floor, but I quite like that. It’s nice to have a challenge to maintain angular speed while trying to keep the bike scratch-free, it adds to the fun factor for me. Sit like a sack and you’ll be gone, but drive smart and you can pull through a turn at a reasonable speed without causing any sparks. It’s certainly less underpowered than any Harley or Indian cruiser.
Latch aside, the rest of the ergonomics are fairly neutral and natural enough. The seat is wider and better padded than the previous model, and sitting for a few hours isn’t really a problem.
Royal Enfield offers a wide range of accessories for all their models and the Classic 350 is no different. Travel seats are among the options because of the wide range of engine guard bars and sump guards. Bar end mirrors are available, as are various latches.
A small pannier designed to mimic the look of an old-fashioned cartridge can be mounted on the right side of the Classic 350. Due to its low profile, the pannier does not pose an additional problem when carrying the footgun over the vehicle. bicycle. However, it is only 3 kg rated and requires an optional waterproof inner bag to protect your luggage. I think I’d head to the aftermarket for a waffle set if Royal Enfield didn’t offer anything along those lines in their own catalog.
The low seat height of 805 mm is made even lower by the car’s low ramps, where the saddle is the highest part of the rear half of the vehicle. This makes getting on or off the bike easier than anything else on the motorcycle market. This is a trait that is reflected throughout most of the Royal Enfield range and coupled with great styling I think is probably a big part of their success.
The Classic 350 weighs in at almost 200 kg but feels significantly lighter than that number. It’s an easy and completely harmless motorcycle to ride.
Pulling that mass up quickly although requires a significant amount of effort through the brake lever if you rely solely on the front brake, but the rear brake is quite large and offers more support. If I spent more time on the bike, I would try to adjust the rear brake lever more to my liking, that would be a big benefit I’m sure. Midfoot pegs don’t help that score, and they can also catch your shin if you’re walking around in a parking lot. It’s best to practice controlling movement with your feet at low speeds, a task that Royal Enfield balances out pretty well.
ABS comes standard and can’t be turned off, it works but is a generation or two behind the best systems on offer today. Traction control not available.
The instrumentation is quite pleasant and works well. The fuel gauge helps you keep track of when the 13-liter fuel tank needs refilling. A USB port is standard, while the Tripper navigation system is optional. It will be the norm for our market but a worldwide chip shortage is considered unfeasible at this stage.
Prices start at $7990 Ride Away. If we weren’t in an unprecedented retail boom with shipping costs impacted so much by the pandemic, I think this model would come to a much cheaper price point. Its predecessor sold for $6490 Ride Away as recently as a few years ago, and I think at that price the Classic 350 offers great value. But in the current market, even with the larger price tag, they still probably won’t be able to have enough of them here to meet demand. It’s a pretty good location to stay.
The Classic 350 comes in four different base variants, all mechanically identical (except for the cast rim on the ‘Dark’) and nine different colorways, and that’s before you get to the customization options. in the accessories list. Leave the optional rest alone as it completely spoils the contours of the bike. All Classic 350 series in Australia come with billion seats as standard when you want to carry passengers. Leave them at home…
If highway work goes well, you’re better off looking at the 650 cc twin-cylinder Interceptor or the Continental GT. The Himalayan also offers 60 cc more than the Classic or Meteor models and is therefore also more practical if you’re riding in the 100 km/h zone.
While the Classic 350 will never match a scooter when it comes to convenience and inner city operability, it delivers an authentic classic motorcycle experience in every respect except Oil leaks, poor starts and vibrations come with a true classic experience. Instead, the Royal Enfield Classic 350 is a reliable and inexpensive option that doesn’t make a lot of noise, in regards to maintaining a truly classic look, but does not require you to carry around a kit and oil drip tray with you. . Adding to the charm is Royal Enfield’s three-year warranty and roadside assistance should you get unlucky.
However, the ace card on its sleeve is its form. The pictures don’t really do it justice at all. The Signal variant finished in desert sand or swamp gray, fitted with a faux spring seat will be my pick of the bunch. But honestly, they all look pretty good in the flesh.
2022 Royal Enfield Classic 350 Specification
- Engine – 349 cc, single cylinder, two valves, SOHC, air-cooled
- Published power – 20.2 hp (15 kW) at 6100 rpm
- Announced torque – 27 Nm at 4000 rpm
- Drill hole travel X – 72 x 85.8 mm
- Compression Ratio – 9.5:1
- Touch – EFI
- Gearbox – Five-speed
- Final Drive – Chain
- Front suspension – 41 mm fork, non-adjustable, 130 mm . travel
- Rear suspension – Twin-tube shock absorbers, six-stage preload
- Tires – 100 / 90-19 (F), 140 / 70-18 (R)
- Front brake – Bybre double piston calipers, single 300 mm . disc
- Rear brake – Single piston caliper, 270 mm disc (dual channel ABS)
- Saddle height – 805 mm
- Weight – 195 kg (claimed)
- Length x Width x Height – 2145 x 785 x 1090
- Ground clearance – 170 mm
- Fuel capacity – 13 liters
- Warranty – Three years with roadside assistance
- Price – From $7990 Ride Away
Available in 9 color options, with the Classic 350 Halcyon E5 priced at $7,990 to ride in Black, Green or Gray, the Classic 350 Signals E5 priced at $8,290 in Desert Sand and Marsh Grey, and the Classic 350 Dark E5 available for $8,690 in Stealth Black or Gunmetal Gray and 350 Chrome E5 Classic for $8,790 in Bronze or Red.
Visit your local Royal Enfield dealer for more information or view Royal Enfield Australia website (link).
