2022 Royal Enfield Classic 350 Launch Review

The 2022 Royal Enfield Classic 350 is an interesting move from the British-born, Indian-owned motorcycle manufacturer.

On one hand, it makes sense. Royal Enfield released the Meteor 350 last year – a refined and sensible new take on the brand’s 350cc single-cylinder platform. It would have been an easy decision to take that platform and dress it in ‘Classic’ clothes.

But it also begs the question – why, after nearly four years, has Royal Enfield still not expanded on the award-winning 650 Twin platform (rumour has it this could change very soon). Do we really need another 350cc single?

The short answer is no, but that’s not to say that the new Classic 350 doesn’t have a place in the booming Australian motorcycle industry. In fact, I found the new machine to be quite appealing. I’ll explain why in a moment.

Related Reading:
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2021 Royal Enfield Meteor 350 Launch Review
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We were invited to the Australian media launch of the Royal Enfield Classic 350 on the outskirts of Melbourne. Starting at the stunning Marnong Estate winery in Mickleham, we wound our way through the Macedon Ranges for a short, but entertaining ride on the new bikes.

It was my first media launch in who knows how many months (thanks COVID), and it was great to catch up with the Royal Enfield guys and other members of the press. But, more importantly, it gave me a great insight into the Classic 350, and why you shouldn’t automatically dismiss it.

So, what is it all about? Well, the 2022 Classic 350 is the rebirth of the Classic models. The Classic 500 was discontinued in 2019, which left us with the original Classic 350 single. But the new update completely overhauls the machine and brings it in line with the Meteor 350 (which in turn was an update of the Rumbler 350).

The 2022 Royal Enfield Classic 350 is powered by a new LAMS-approved 349cc single-cylinder, air-oil cooled engine (now with EFI) that puts out 14.87kW at 6100rpm and 27Nm at 4000rpm. Also new is the twin downtube spine frame which is designed for comfort and agility.

There is also dual-channel ABS, 19- and 18-inch spoked wheels, 41mm telescopic fork and twin-tube emulsion shock absorbers, 300mm and 270mm brake discs, 5-speed constant mesh gearbox and wet clutch, 13L fuel tank, a small digital LCD screen, and an analog speedometer. Otherwise, the bike is a rather simple affair.

Royal Enfield is offering the Classic 350 platform in four variants, with a range of different colourways. Acting as the entry point, the Halcyon variant comes in Green, Grey and Black, and checks in at $7990 ride away.

The Signals variant offers a stripped-back army-style look and comes in Marsh Grey and Desert Sand. It checks it at $8290 ride away. The Dark variant raises the price tag to $8690 ride away and features Stealth Black and Gunmetal Grey options.

And at the top of the range, the Chrome variant features Red and Bronze options, and is priced at a still-decent $8790 ride away.

Royal Enfield also offers various accessories such as different seat heights, windshields, pillion seats and much more. The bikes also come with a three-year, unlimited kilometre warranty and roadside assist. All in all, not too bad.

One of the first things that I noticed is that the bikes look stunning. The Classic models have always existed as a throwback to older Enfield models, and there is nothing different here. They look like old bikes (in a good way), and feature many intricate details, colours and badges.

My favourite colour scheme is Halcyon Red, however the army-inspired Signals variants are also very pleasing on the eye. That said, I was a bit confused at Royal Enfield’s naming of the colours. For example, in the flesh, Halcyon Grey is actually more of a Baby Blue while Signals Grey is like an Army Green. Either the designers are messing with us, or someone is colour blind.

Now, before I continue, let’s remember that this is a 350cc single-cylinder motorcycle – no one is buying this bike for mind-blowing performance. A typical Royal Enfield customer is buying a bike like this for nostalgia or classic looks, not for chewing up kilometres or tearing through twisties.

I say all this because – and there is really no other way to put it – the Royal Enfield Classic 350 is slow. Like, scooter slow. It provides an initial blink-and-you’ll-miss-it burst of power, before it settles into a smooth yet laborious power curve.

Put it this way: if you’re turning onto a fast and busy road, you’ll need to pick a nice big gap. And even when you’re up and moving, the bike struggles to hit any significant speeds. The sweet spot is about 80km/h, and 100km/h is achievable, but you’ll be lucky to get any more than 120km/h on a downhill with a tailwind. And a steep uphill? I wish you all the best.

That all might sound quite grim, but it really isn’t. The new Classic 350 engine is, like the Meteor 350, a dramatic improvement over old Enfield singles. It has a nice crisp throttle response and is a bit of fun when you’re up and planing. It might take a while to reach a sensible cruising speed, but once you do, it is a satisfying ride.

The flipside to the lack of power is that the Classic 350 is incredibly easy to ride and will keep learner riders out of trouble. And it will suit inner-city and suburban riding just fine. Remember, it is a 350cc single after all.

The ride position on the bike is very comfortable for my 6.1ft frame. The ‘bar and the mid-mount footpegs are in exactly the right places, while the seat is also very comfy. Complementing the ride position is plush suspension which leaves you oblivious to the road underneath you. I say this often, but I do mean it here – you could ride this bike for hours without breaking a sweat.

The downside of the plush suspension is that when the road gets really rough, you’ll be bouncing around like no tomorrow. It’s not a bone-jarring, throw-you-off-your-course kind of bouncing, but it will shake you around.

Another small issue is that the brakes are a little underwhelming. They get the job done (I discovered that when I almost ran into the back one of my fellow journalists), but they require a pretty decent grab to bring you to a halt. Some might argue this is better for learners (so they don't grab the front brake in fear and throw themselves over the 'bar), but it did take a bit of getting used to nonetheless.

The bike handles well otherwise. It feels light and agile enough and you can really dig in and tackle turns like a champion. Well...on the left side at least. The low-hung exhaust pipe on the right-hand side steals some ground clearance and it doesn’t take much to get it scraping.

I had originally reserved the next paragraph for technology and electronics, but apart from EFI, ABS and a very small LCD display (which is basically just a trip meter), there is none. And, to be fair, I kind of like it that way. Let’s move on.

Overall, the Classic 350 is a simple affair, and there isn’t too much that can really go wrong. My only real gripe, apart from the mellow power, is that the gear changes aren’t super forgiving. It was quite easy to change up or down at the wrong time, resulting in a loss of momentum, or a surge of harsh engine braking. Get the changes right, however, and it makes the bike a lot easier to ride.

Elsewhere, the fuel gauge wasn’t entirely trustworthy, the fuel cap should open away from the rider, not towards, and there are few small rough patches in terms of finish. But I’m being picky now – none of these things are really much of a concern.

The truth is, I loved riding the Classic 350. The lack of power forces us speed-hungry journalists to ride the bike to its absolute limit, resulting in a strangely-exciting ride. You might think I’m just being nice, but I genuinely mean it. To get the most out of the Classic 350, you have to ride it hard. Call me crazy, but I find that kind of fun.

And besides, the Classic 350 has simple, old-school character. So many modern bikes are missing style and soul, but Royal Enfield does a good job of retaining it. The Classic 350 stands out visually, but it also feels like you’re riding an old bike (albeit, with crisper throttle response and better suspension). Whether you’re riding down the coast or just to the shops, there is something adventurous about riding a bike like this.

If anything, the Classic 350 range is a little too expensive. Firstly, the Meteor 350 range is slightly cheaper ($7690-$8390), which doesn’t make sense given it adds RE’s Tripper Navigation system. And secondly, an Interceptor 650 is $10,990 ride away. For that extra $3k or so, you get a much better bike that is still LAMS approved.

The way I see it, there is only a few of reasons why you’d opt for the Classic 350 (or Meteor 350) instead of the Interceptor 650. Some people might be really attracted to the Classic 350’s looks or style, while others might prefer the smaller engine (either personal preference or lack of riding experience). But the only sensible reason to choose the Classic 350 over the Interceptor is that you really want to save that three grand.

Regardless, the 2022 Royal Enfield Classic 350 is a fun little bike that offers a wonderful dose of nostalgia. The equation is simple – don’t buy this bike if you want performance and power. But if you want classic looks in a learner-friendly 350cc single, then this is your machine. There is something really adventurous about riding Royal Enfields and this is a classic (pun intended) example.

SPECS: 2022 Royal Enfield Classic 350

ENGINE
Type: Single cylinder, 4-stroke, air-oil cooled
Capacity: 349cc
Bore x stroke: 72mm x 85.8mm
Compression ratio: 9.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 20.2hp at 6100rpm
Claimed maximum torque: 27Nm at 4000rpm

TRANSMISSION
Type: Five-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Twin downtube spine frame
Front suspension: Telescopic, 41mm fork, 130mm travel
Rear suspension: Twin tube Emulsion shocks, adjustable for preload
Front brakes: Single 300mm disc with twin-piston floating caliper, ABS
Rear brake: Single 270mm disc with single-piston floating caliper, ABS
Tyres: Spoked wheels, 100/90-19 - 57P (tubeless) front, 140/70-18 - 66P (tubeless) rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 195kg
Seat height: 805mm
Ground clearance: 170mm
Wheelbase: N/A
Fuel capacity: 13 litres

OTHER STUFF
Price: $7990-$8790 (ride away)
Colours: Black (Halcyon), Green (Halcyon), Grey (Halcyon), Desert Sand (Signals), Marsh Grey (Signals), Stealth Black (Dark), Gunmetal Grey (Dark), Bronze (Chrome), Red (Chrome)
Warranty: Three years/unlimited kilometers
Bike supplied by: Royal Enfield Australia, royalenfield.com.au