2022 Royal Enfield Classic 350 First Ride Review

[Hugh Janus]

The 2022 Royal Enfield Classic 350 (MSRP: $4,599). (Royal Enfield/Brandon Bunch/)

It may not be too much of a claim to say that the 2022 Royal Enfield Classic 350 is the most futuristic motorcycle on the market. No, it doesn’t have radar-equipped adaptive cruise control, a six-axis IMU, or semi-active suspension. Nor does it produce 200 hp or flatter the rider with telepathic handling. Quite the opposite, in fact.

With its SOHC air/oil-cooled 349cc single, the Classic 350 produces a claimed 20.2 hp at 6,100 rpm and 19.9 pound-feet of torque at 4,000 rpm. Weighing in at a substantial 430 pounds with a mostly full tank of fuel, it struggles to outrun a Toyota Prius and requires a decent tailwind and a long stretch of road to make the speedometer needle sweep three-quarters of the way around its 0–100 mph readout range.

But motorcycles like the Classic 350 are crucial to the future of motorcycling.

Related: 2022 Royal Enfield Classic 350 First Look

The Classic 350 in Dark Gunmetal Grey. (Royal Enfield/Brandon Bunch/)

Before we get too far ahead of ourselves, let’s consider the backstory. The Classic 350 and 500 models were introduced in India in 2008 and went on to become Royal Enfield’s bestselling models. Last year the Meteor 350 debuted with an all-new chassis and engine; it’s this platform that the Classic 350 is based upon. The Classic differentiates itself from the Meteor with its larger 18-inch rear wheel and more traditional styling. Both models use the J series engine, which replaces the previous generation UCE engine and uses a counterbalancer to smooth out the vibes while retaining the feel of its signature single-cylinder power pulses at low rpm. It also has a 1,000 rpm broader rev range.

Riding through the rough, well-trafficked streets of Savannah, Georgia, the Classic 350 rolls along unburdened by the future. Its more immediate concerns are grappling with hastily patched asphalt and dodging the day-drinking tourists who take advantage of the city’s open-container policy.

At the first opening of the throttle, the power delivery is surprisingly snappy. Twisting the grip more, however, doesn’t deliver commensurate thrust, and the single’s humble power output quickly becomes evident. Short-shifting is the natural inclination, especially in urban traffic, but it’s difficult to shift smoothly between first and second gears at low rpm. The five-speed gearbox feels precise otherwise, though it requires a firm boot to work well enough to match the overall riding experience.

The Classic 350 has chunky footpegs and fat levers. Adjustable levers would be a welcome feature. (Royal Enfield/Brandon Bunch/)

On the open road, the engine runs fairly smoothly. Vibrations through the grips and footpegs are present but minimal enough to not be fatiguing, at least during the brief, tapped-out-in-fifth highway time of the test ride. If mile-munching highway rides are in the cards, the Classic 350 will likely not be at the top of most riders’ lists anyway.

The engine’s charm lies in its quaint thump-thump-thump at low rpm and the sensation, felt mostly through the seat, of the piston happily working away. One would be hard-pressed to describe the engine as “eager”; “willing” may be a better word. It’s not a performer, but it is fun.

Perhaps the 350′s biggest fault is its abrupt on/off throttle response, a trait reminiscent of early EFI-equipped motorcycles. It’s the wrong kind of retro. Perhaps there’s nothing like a little imperfection to help steer the novice toward proficient use of the throttle, but really, if there’s one area that needs to be refined, it’s here.

In terms of braking, the 350′s ByBre single-disc front setup is perfectly adequate for urban riding. More experienced riders, however, may find they need to recalibrate their minds to judge appropriate stopping distances. When braking from top speed (around 75 mph), there’s not a ton of power, and the lever feels squishy as one starts to bear down on it.

It’s easy to find the limits of the suspension as well. The Classic 350 regularly bottoms out while crossing over pronounced crests in Savannah’s many tree-lined squares. But honestly, the bike’s limitations are part of its appeal; if you’re not bottoming it out, there’s more fun to be had.

The Classic 350 doesn’t really have any direct competitor in the States, so comparing it to something like the KTM Duke 390 seems an injustice to both bikes, but it is useful in providing a little context: The KTM weighs 100 pounds less, produces twice the horsepower, and is priced over $1,000 higher. (Royal Enfield/Brandon Bunch/)

It must be noted that the suspension and brakes have a lot to cope with. At 430 pounds, this bike is heavy for a 349cc single. Considered in the context of Royal Enfield’s “Made Like a Gun” slogan, it brings to mind a scene from the movie Snatch. Boris the Blade sells a particularly weighty revolver to one of the protagonists, saying: “Heavy is good. Heavy is reliable. If it doesn’t work, you can always hit him with it.”

So, if we think like Boris the Blade, Royal Enfield’s slogan puts a positive spin on its substantial curb weight. The bike does indeed feel good and reliable. With a low 31.7-inch seat height, it’s easy to bring off the sidestand. A low center of gravity prevents the bike from being cumbersome at low speeds, though in tight U-turns riders will miss the bicyclelike agility of featherweight singles. At speed, the Classic is reassuringly stable.

Even standing still the 350 comes across as solid. There’s hardly any plastic in sight. Most of the components look overbuilt compared to the weight-saving/just-strong-enough components we’re accustomed to seeing on more performance-oriented machines. In all, there’s nothing so precious about it that a little hard-earned patina would be unwelcome.

Few motorcycles garner as much attention as the Classic 350. From hipster types to middle-aged women walking their dogs, it’s remarkable how many people stop to say how much they love it. It’s a crowd pleaser. It looks unfussy and wholesome and makes its rider look approachable and good-natured. You might say you meet the nicest people. (Royal Enfield/Brandon Bunch/)

In general, criticizing the Classic 350′s brakes, suspension, and overall performance feels severe, even unfair, like judging a dachshund for not being a greyhound. Quite simply, it’s a different breed of motorcycle than we’re used to judging. That may be exactly what the American motorcycle market needs.

According to the Motorcycle Industry Council, 357,000 on-highway motorcycles were sold in the US in 2020. At the same time, 75 percent of all registered on-highway motorcycles were over 749cc. Small-displacement motorcycles like the Classic 350 represent a small niche of the motorcycle market in the US.

By contrast, in India, where it’s considered an aspirational model, Royal Enfield sells around 40,000 units per month, close to 500,000 units per year. Even when the factory in Chennai closed during the pandemic, that figure only dipped to 30,000 units per month. In spite of unprecedented production difficulties, the number of Classic 350s sold in India is roughly the same as the number of all the streetbikes sold in the US over the same period.

Krishnan Ramaswamy, president of Royal Enfield North America, calls the Classic 350 “a winning formula.” Three million units have sold globally since 2008. That’s more than the entire number of motorcycles under 749cc currently registered in the United States.

The statistics have long underscored the social and economic differences between India and the US, but Royal Enfield believes the gulf between what customers want in the US and India is getting smaller.

“People are starting to think alike globally,” Ramaswamy says. “It used to be that people thought differently in different markets. Young people across the world—because of social media and the way they are connecting—seem to be very similar. A 23-year-old in India is probably not very different from a 23-year-old in Toronto or LA or São Paulo or London.”

In that light, the numbers no longer express a barrier to Royal Enfield’s success in the US. They represent an opportunity.

With a 31.7-inch seat height, the Classic 350 is accessible for riders with shorter inseams. One of the testbikes had a lower accessory seat installed, and a 5-foot-4 tester had no problem flat-footing. The rider triangle is generous, so even larger riders felt comfortable. (Royal Enfield/Brandon Bunch/)

Ramaswamy points out that one commonality is the popularity of urban living among young people.

“They are moving in and around the city within a 50- or 100-mile radius,” Ramaswamy says. “What they want is something to help them move around on and have fun on. Give them something that is simple and affordable.

“The vision is very clear from management: We’d like to be a global leader in the middleweight motorcycle market. If a brand can be successful in the US, it can be successful anywhere.”

An analog speedometer, reading up to an overambitious 100 mph, shares space with a small LCD screen displaying the odometer and tripmeters. It’d be nice to have an analog tachometer and use the LCD screen to display speed. (Royal Enfield/Brandon Bunch/)

Unhurried by the march of time, the Royal Enfield Classic 350 is proudly simple, wearing its affordability like a badge of honor. As the motorcycle industry at large invests in new technologies, places its hope in alternative energy sources, and dazzles with ever-grander ideas, it seeks to divine the dreams of the mythical next generation of rider. Royal Enfield, on the other hand, has let the arc of history do the hardest work for it, slipping into the global scene at what it hopes is the right moment: When the basic, affordable motorcycles it’s long built and has continued to develop are primed for acceptance by young people who long for the virtue of simplicity.

To many, a 430-pound motorcycle making a claimed 20 hp is a dystopian vision of the future. But the Classic 350 is not a motorcycle that preaches to the traditional American motorcycling choir. It’s a motorcycle that leaves the chapel altogether, coasts down main street, and hops on a soapbox big enough to hold three million owner’s manuals.

Motorcyclists in the United States are privileged to live in a time and place where a motorcycle with supercar tech can be had for the price of a used Prius. For these golden days to persist, the bottom of the market needs to develop rapidly. Royal Enfield hopes to accomplish that with a motorcycle that’s in a class of one. The Classic 350, in all its affordable, rudimentary glory, is far from a dystopian portent. It’s a work of optimism, a hope for better things to come. At $4,599, it’s not merely an affordable entry point into the world of two wheels. It’s a small investment in a better future.

The Royal Enfield Classic 350 is available in nine colors. The matte-finished Dark Stealth Black and Dark Gunmetal Grey models feature 10-spoke alloy wheels and retail for $4,599. The Signals Desert Sand and Signals Marsh Grey models ($4,599) have military-inspired paint schemes and spoked wheels. Later this year, Royal Enfield will import the Halcyon series models which feature retro-inspired graphics for $4,499. The Chrome Red and Chrome Brown models ($4,699), which look particularly fetching in photos, are also forthcoming. (Royal Enfield/Brandon Bunch/)
The Georgia roads provided little opportunity to test the Classic 350’s cornering capability. A shame. (Royal Enfield/Brandon Bunch/)

Gear Bag

Helmet: Arai Defiant-X

Jacket: Vanson AR3

Pants: Tobacco Motorwear Indigo Selvedge Riding Jeans

Boots: Rev’It Marshall WP

Gloves: Vanson Super Rocket Gloves

2022 Royal Enfield Classic 350 Price and Specifications

MSRP	$4,599
ENGINE	SOHC, air/oil-cooled single-cylinder
DISPLACEMENT	349cc
BORE X STROKE	72.0 x 85.8mm
COMPRESSION RATIO	9.5:1
TRANSMISSION/FINAL DRIVE	5-speed/chain
CLAIMED HORSEPOWER	20.2 hp @ 6,100 rpm
CLAIMED TORQUE	19.9 lb.-ft. @ 4,000 rpm
FUEL SYSTEM	EFI w/ 32mm throttle bodies
CLUTCH	Wet, multiplate
FRAME	Twin downtube
FRONT SUSPENSION	41mm conventional Endurance, nonadjustable; 5.1 in. travel
REAR SUSPENSION	Twin Endurance shocks, preload adjustable; 3.5 in. travel
FRONT BRAKE	ByBre 2-piston floating caliper, 300mm disc w/ ABS
REAR BRAKE	ByBre 1-piston floating caliper, 270mm disc /w ABS
WHEELS, FRONT/REAR	Alloy and spoked; 19 x 2.15 in. / 18 x 3.0 in.
TIRES, FRONT/REAR	CEAT Zoom Plus; 100/90-19 / 120/80-18
RAKE/TRAIL	26.0°/4.3 in.
WHEELBASE	54.7 in.
GROUND CLEARANCE	6.7 in.
SEAT HEIGHT	31.7 in.
FUEL CAPACITY	3.4 gal.
CLAIMED CURB WEIGHT	430 lb.
CONTACT	royalenfield.com

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[Buckster]

Who the fuck would be stupid enough to buy this POS?

 

 

Oh, hold on, here he comes now…….

[XTreme]

8 hours ago, Buckster said:

Who the fuck would be stupid enough to buy this POS?

 

 

Oh, hold on, here he comes now…….