Royal Enfield Bullet 350

The Royal Enfield Bullet 350 is one of the oldest names in motorcycling, and has been in production longer than any other motorcycle in the world. It was originally launched in the UK back in the early 1930s, and was first launched in India in 1955. The Bullet has become a motorcycling icon in India thanks to its rugged nature and signature ‘thump.’ Over the years, it earned a reputation for being simple, tough, and no-nonsense, and is especially loved in small towns and even inside army circles. In 2023, Royal Enfield gave the Bullet a major overhaul and built it on the company’s new J-platform engine and chassis, just like the Classic 350 and Meteor.

I’ve been using the new Bullet 350 for the past few months both for city commutes and weekend rides. And while I’ve never really been a fan of the older Bullet’s ‘agricultural’ feel, this new version actually impressed me more than I expected.

Bullet 350 Design

From a distance, the new Bullet 350 might look the same as any of the older Bullets. But take a closer look, and some of the modernities, especially the engine, become clear. To the untrained eye, there’s barely any difference in the design of the new Bullet 350 and the Classic 350, and for the most part, this is true - the two bikes do have a similar silhouette and share quite a few parts as well. But where the Classic gets a fully-rounded rear fender, the Bullet’s rounded fender has squared off cuts for the wheel well. Also, it gets a single-piece seat with a generously scooped out section for the rider. The airbox cover is rectangular unlike the Classic’s oval panel, and the round headlight doesn’t have that signature peak from the Classic’s headlight. But my most favourite part about the Bullet 350’s design is the iconic hand-painted pinstriping on the fuel tank (available on some colour schemes).

Bullet 350 Colours

The Bullet 350 is available in three broad variants - Military, Standard, and Black Gold, each with its own paint schemes. The Military variants come in Black and Red with minimal graphics. The Standard variants, which are available in Black and Maroon, look the most balanced, with deep chrome, glossy paint, and of course the iconic gold handpainted pinstripes. But the best-looking version by far is the Black Gold, which gets a blacked-out engine and exhaust, a rich matte black paint scheme all over with gold accents. It’s stealthy, retro, and a proper Bullet. There’s another colour option that seems to be clearly aimed at fans of the Bullet’s old design, called Battalion Black. This has the exact same paint scheme as the Standard Black, but gets a thicker seat and a rectangular tail light, both of which look more old-school. Here's a more in-depth colours explainer for the Bullet.

Bullet 350 Build Quality

This new-gen Bullet feels solid. Panel gaps are tight, there’s no unnecessary rattling, and the switchgear feels tactile and robust. Compared to the older UCE-engine Bullets, the new model feels like it’s from a completely different era, but in a good way. It just feels better put together. The paint finish is glossy and rich, the welds on the chassis are neater, and the quality of plastic and rubber bits has gone up too. I especially liked how the exhaust pipe curves slants upwards now - looking purposeful without ruining the retro appeal. There are still a few areas where fit-finish could be better (like the welds on the swingarm), but it’s a massive leap forward overall. That said, our long-term Bullet has been parked often in the rain for the past couple of weeks, and has already developed condensation under the glass of the instrument cluster.

Honestly, the Bullet was always meant to be a properly old-school bike, so it’s not what you might call feature-packed. So no LED lighting or digital consoles here - just the basics, done well.

Bullet 350 Safety Features

The Military Black, Military Red and Battalion Black paint schemes of the Bullet 350 get a drum brake at the rear, so only feature single-channel ABS. All other colour variants get a rear disc brake and dual-channel ABS as standard.

Bullet 350 Convenience Features

The Bullet 350 gets a simple analogue speedometer with a small digital inset that shows the odometer, tripmeter, fuel gauge and clock. While I love the old-school charm of the Bullet, I’m really glad that this time around, it gets a fuel gauge and clock - great to have while riding everyday. And although smartphone connectivity isn’t standard, the Bullet also features a USB charging port tucked under the handlebar.

Speaking of connectivity, on the Standard and Black Gold colour variants of the Bullet, Royal Enfield offers the optional Tripper Navigation pod, which can replace the large circular Royal Enfield emblem next to the speedometer. This Tripper pod offers turn-by-turn navigation using the company’s smartphone app, and shows a digital clock when navigation isn’t being used. The one thing I wish RE had given on the Bullet was adjustable clutch and brake levers, like they’ve done on the new Classic 350. This would’ve ensured that even riders with smaller hands would be able to set the lever span to their liking. You can read more about the Bullet 350's features in a dedicated article here.

Bullet 350 Rider Comfort

The Bullet’s ergonomics have been specifically designed for daily use. The handlebar is upright, the seat is wide and flat, and the footpegs are placed neutrally. The rider’s seat height is 805mm, and thanks to the bike’s narrow waist, I had no problems flatfooting the bike. But I’m 5’9”, so I don’t have that problem on most bikes. But even my slightly shorter colleague, who is 5’7” could flat-foot easily, but those 5’5” or shorter, might have to rest on their toes.

The Bullet’s seat cushioning is on the softer side compared to the Classic, and I actually preferred this on my daily commutes. I weigh around 80kg, and I do tend to slightly sink into the seat over longer journeys. While this hasn’t been a problem for the 150-200km rides I’ve done on this bike, I would opt for the firmer Touring Seat if I planned to take the Bullet on much longer rides. Plus some of my heavier friends, who are 100-odd kg have complained that they sink into the seat much more and the seat pan poked them under their thighs.

Bullet 350 Pillion Comfort

The pillion section of the seat, while wide, is placed slightly higher. It’s not so high that climbing on or off is a problem, even for shorter pillions. But I don’t particularly like the positioning of the slim metal grab rail. It’s exactly behind the seat and doesn’t stick out to the sides at all. So pillions need to position their hands behind their backs to hold on to it, and that can feel a bit awkward during a longer ride. For city rides, it shouldn’t be much of a problem, but if you often ride with a pillion, I’d suggest getting the accessory backrest (yes, it gets a whole bunch of practical and aesthetic accessories).

Bullet 350 Engine

The Bullet 350 gets the same 349cc air-cooled, single-cylinder J-series engine as the Classic and the Meteor. It makes 20.2PS of peak power at 6100rpm and 27Nm of peak torque at 4000rpm. This is not a high, or quick revving engine by any means. Instead, it’s all about bottom-end torque, which it has in abundance. Here’s how the Bullet 350’s tested performance compares to its nearest rivals

Bullet 350 City Performance

This engine is built for low-speed grunt, and in the city, it’s an absolute joy to ride. You can ride around in 4th or 5th gear at speeds as low as 30-40kmph without any knocking or juddering. Thanks to the smooth throttle response, the bike picks up easily from these low speeds. My only complaint is that the clutch is still a bit heavy, and my left hand did strain when riding in bumper-to-bumper traffic. I really wish RE would’ve given the Bullet a slip-and-assist clutch to make the clutch lever action lighter.

Bullet 350 Highway Performance

Just like the Classic 350, on the highway, the Bullet’s sweet spot is 80-90kmph. You can go faster, and I’ve even seen 110kmph on the speedometer, but at these speeds, the engine does feel a bit strained and I could feel vibrations start to creep in on the handlebar and footpegs. The Bullet 350 clearly isn’t built for speed, and is best suited for easy cruising. Although I personally love fast motorcycles, I always enjoyed my time on the Bullet, riding around at 90kmph, where it’s always put me in a place of pure zen.

Bullet 350 Mileage

In my real-world testing, I got a little over 41kmpl in the city and close to 38kmpl on the highway. Overall, in mixed riding conditions, during my daily commutes, with heavy traffic in the mix, the Bullet’s mileage never dropped below 35kmpl. With a 13-litre fuel tank, that translates to a range of over 400km, which is not bad at all. Here’s how the Bullet’s mileage compares to its top competitors

Bullet 350 Underpinnings

The Bullet 350 is built around the new J-series chassis, which is basically a twin-downtube cradle frame. This new chassis offers a lot more rigidity than the previous generation chassis, which has made significant improvements to the Bullet’s handling and ride quality. It gets a chunky 41mm telescopic fork at the front and twin preload-adjustable shocks at the rear. The bike rolls on 19-inch front and 18-inch rear wheels, running tube-type tyres (100/90-19 front and 120/80-18 rear).

Bullet 350 City Handling

With a kerb weight of 195kg kerb, the Bullet 350 is still a heavy bike. But once you’re on the move, it feels surprisingly nimble. The wide bars give you good leverage, and the new chassis makes it easy to weave through traffic. Low-speed U-turns are easier now thanks to a tighter turning radius. During all my time riding the Bullet to work and back, I never struggled even in heavy stop-go traffic.

Bullet 350 Highway Handling

On open roads, the Bullet 350 feels planted and predictable. Even with its 19-inch front wheel and a long-ish wheelbase, the bike tips into corners with confidence and holds its line well. It’s not sharp or flickable, but it doesn’t need to be. Changing lanes on the highway happens without too much effort. And when cruising along at 90-100kmph on the highway, the bike feels absolutely planted.

Bullet 350 Braking

The Bullet gets a 300mm front disc and a 270mm rear disc with dual-channel ABS standard on some of its colour variants, and braking performance is adequate. When braking, initially, the front brake lever feels a bit soft, but as you pull it further in, you can feel the brake really working progressively. Only cheaper Military and Battalion colour variants get a rear drum brake with single-channel ABS. I haven’t tested any of these variants yet, but I’d recommend avoiding those unless you’re on a really tight budget. It’s definitely worth paying more for the added safety of dual-channel ABS.

Bullet 350 Ride Quality

Thanks to the Bullet’s new suspension setup, it has a really plush ride. It eats up potholes, speed breakers, and broken tarmac without flinching. On highways too, it stays composed over expansion joints and undulations. The extra weight actually helps here by keeping the bike planted over rough patches. While some of the sharper bumps will filter through to the rider, they’re absorbed enough to not feel jarring.

The new Royal Enfield Bullet 350 is everything the old Bullet wasn’t - smoother, more refined, and much easier to live with. But at the same time, it hasn’t lost its old-school charm. It still feels like a true Bullet. The new chassis and engine make it more usable in the city and much more confidence-inspiring on longer rides. If you’ve always liked the idea of the Bullet but have shied away from it thinking it’s a very crude machine, the new Bullet 350 is sure to change your mind. However, compared to modern motorcycles, the Bullet still feels big and heavy. If you’re someone who doesn’t like heavy bikes at all, then the Bullet still might not convince you.

Variants & Price Analysis

The Bullet 350 has two broad variants, and is offered in 6 colours. That said, based on the colour variants, there are a few other feature and cosmetic differences. This table should help make the variant breakup more clear for you.

If I had to pick one of these, my choice would be either of the Standard colour options. They look old school enough and offer the added safety of dual-channel ABS. Here's a full variant-wise explainer for the Bullet 350. So if you have made up your mind, here's an ULTIMATE BUYING GUIDE which will help you further. 

Honda CB350

The Honda CB350 is the better bike on paper as it offers more features, more performance, and a lighter clutch. But it doesn’t have the same old-school charm. If retro is what you’re after, the Bullet still wins hearts. All said and done, we have compared specifications of both the bikes in a detail. 

Jawa 350

The Jawa 350 is sportier and offers more outright performance. But when it comes to build quality, refinement, and long-term peace of mind, the Bullet 350 feels like the safer bet.

Triumph Speed T4

The Triumph Speed T4 is the more modern bike of the two and offers better performance, better handling and more features but it fails to capture the old-school charm like the Bullet. 

Meteor 350

If you want the same soul as the Bullet 350 but in a more relaxed riding stance, the Meteor 350 should be your go-to choice. 

TVS Ronin

The TVS Ronin is a neo-retro cruiser which goes up against the old-school yet modern Bullet and here's a detailed on-paper comparison between them.  

Jawa F2 FJ

The Jawa 42 FJ has a more modern design and also packs a lot more stronger punch than the Bullet 350, here's how they compare against eachother on paper.

Honda CB350

Another rival which is quite close to the Royal Enfield Bullet 350 is the Honda CB350 and the two are quite close when compared in detail in terms of specifications.

Yamaha XSR 155

We have also compared the Yamaha XSR 155 against the Royal Enfield Bullet 350, a modern neo-retro versus an old-school roadster.

Royal Enfield Hunter 350

When compared to the Hunter 350, the Bullet has the upper hand when it comes to the nostalgia factor. 

Royal Enfield Classic 350

Compared to the Bullet, the Classic is for those who want their bike to look like the vintage-era motorcycle but also don't want to compromise on modern mechanicals.