Royal Enfield Classic 350 (2012-2021)

In an age where technology is constantly evolving, you’d think that anything that doesn’t keep up with modern times will lose its importance. Royal Enfield was also facing this dilemma at the turn of the 21st century with sales plummeting. It seemed all was lost for the iconic brand which seemed a bit out of favour in a market dominated by modern performance motorcycles. 

However, all that changed in 2009 as the Royal Enfield Classic 350 made its debut. Interestingly, it wasn’t exactly cutting-edge but the old-school charm coupled with the trademark ‘dug-dug’ exhaust note from the all-new Unit Construction Engine (UCE) made it feel like it had a living soul. These aspects made the Classic 350 the highest-selling motorcycle from the brand, year after year. It not only saved Royal Enfield but spawned an all-new segment of motorcycle not only in India, but across the globe. 

Of course, Royal Enfield had to keep the legacy alive, and hence upgraded the Classic 350 to comply with BS6 emission norms. But are the updates comprehensive enough to make it as desirable as its predecessor? 

One of the biggest reasons for the Classic 350’s popularity has been its styling. So it isn’t surprising to see Royal Enfield not tinkering with it. All the old-school elements like the prismatic lens, ‘Tiger Eye’ pilot lamps, large fuel tank with chromed out fuel filler cap and the sprung rider’s seat have been retained. Visually, the only two changes are the small lump on the exhaust bend pipe that houses an additional catalytic used to control emissions, and a small blacked out metal cover for the electronic fuel injector.

The most significant technological update is the closed loop fuel injection (FI) system, which, along with the added catalytic convertor helps the motor comply with the stringent emission norms without the need for a major overhaul. Thanks to the FI system, the trademark amp meter has been replaced with a low-fuel lamp (lights up when the fuel level reaches around 4 litres), an ABS light and an engine check light. The analogue speedometer, odometer, and other tell-tale lights have been carried over.

As far as practicality is concerned, it is woefully short on useful features like a trip meter or a proper fuel gauge. You can’t rely on getting a clear look of the inside of the fuel tank either as there’s a metal panel obstructing the view. The illumination of the instrument cluster isn’t good enough, especially at night, as one will have to squint hard to see the odometer reading. During day time, the neutral light is a little too faint to be visible properly. 

The Signals Edition features dual-channel ABS as standard. The standard variant of the Classic 350 is also available with a single-channel ABS for those who are under a tight budget. It costs Rs 1,59,851 (ex-showroom Delhi).

The test bike also had a touring-spec rear view mirror kit which costs an eye-watering Rs 4,000! Their stems are made out of machined aluminium, hence the premium pricing. In contrast to how cool they look, these mirrors have a large blind spot that covers a quarter of the mirror. They’re also pretty much useless at highway speeds because of the vibrations. If you want a properly functional, no-nonsense rear view mirror, we’d suggest you source the wide ones from the older Thunderbird 350/ 500. Another accessory which our test motorcycle came with are the saddle stays and canvas panniers. The build quality of the saddle stays is quite good and it feels like it is made to last. They cost Rs 1,600 a pair and the canvas panniers cost Rs 3,300 for one and Rs 5,500 for a pair. The panniers are very easy to install and remove, and they’re coated with water-resisting wax. They are ideal for short weekend getaways.

Another small niggle is that while the side-stand engine cut-off feature prevents the engine from cranking up, it does not disable the starter motor itself. So if you don’t realise that the side stand is on, you’ll end up draining the battery as the starter motor would keep trying to crank up the engine. 

One thing that’s immediately noticeable is how sharp the throttle response has become thanks to the fuel injection system. Even the on-off throttle transition feels gradual and natural. The top-end also sees an ever-so-slight improvement.  But being a long-stroke, push-rod engine, it is still as laidback as before. The BS4-compliant Classic used to be comfortable at around 65-70kmph whereas the BS6-compliant version can cruise at 70-80kmph without stressing out too much. That said, the refinement is still notoriously poor. Vibrations kick in as soon as the needle crosses 60kmph but they’re still bearable. But crossing 85kmph will invite harsh vibrations on pretty much every surface on the motorcycle where your body is in contact with. 

Manoeuvring the motorcycle at low speeds in the city is quite energy consuming thanks to the high kerb weight. The suspension setup is well tuned to absorb most of the bumps Indian roads can throw at you. This along with the large 19-inch front and 18-inch rear spoke wheel make sure the bike maintains its composure even on very sharp bumps. The touring seat does a stellar job of keeping the shocks at bay. Compared to the standard sprung seat, the wobble on the touring seat is considerably less. At 135mm, the ground clearance isn’t all that great. You’ll have to be wary of this especially when exploring the harsh terrains of Leh-Ladakh.

The hard-compound Ceat Zoom Plus tyres are built to last long, and they offer decent levels of grip on dry roads. However, things aren’t confidence-inspiring on the wet. It tends to lose grip rather quickly while cornering.