Dancing the Polka

What a journey Royal Enfield’s been on. As I alluded to in my review of its new Classic 650 model, less than two decades ago, the company was producing 50,000 motorcycles a year and struggling with its reputation. Now, it’s close to producing 1 million units a year, and it has grown so successful that big names like Honda have placed it in their crosshairs.

There can be no other explanation for the GB350S, one of the more interesting machines to be revealed at EICMA 2024 back in November. Although, it’s a bit misleading to say it was revealed there. After all, the GB350S has been available for a while in places outside of Europe and the United States. EICMA is simply where it was introduced to those of us living in the Europe/US bubble. 

Since that introduction, the bike has gone on sale in US/European markets, but moto-journos don’t appear to have had a chance to ride it yet. Reviews will probably start arriving in January or February, when manufacturers tend to hold press launches in the run up to (the Northern Hemisphere’s) riding season.

But why wait until then? Thanks to our friends in Australia and one intrepid British YouTuber, we already have a sense of what the bike is like. So, your reviewers for this ride review roundup are: Kate Peck of TorqueCafe, Trev Hedge of MCNews.com.au, and YouTubers Adam L of Blue Pacific Media, and Darcy of Mr Darcy & the Ol’ Man.

Some numbers

Starting price: £3,949
Engine: 348cc air-cooled single-cylinder ─ two-valve, four-stroke, SOHC
Power: 15.5 kW @ 5500 rpm (20.7 hp)
Torque: 29 Nm @ 3000 rpm (21.3 lb-ft)
Fuel capacity: 15 liters (3.9 US gal)
Seat height: 800 mm (31.5 in)
Weight: 178 kg wet (392.4 lbs)

Some context

Thanks to a global cost of living crisis, motorcycling has been experiencing a massive shift recently. A knock-on effect of this has been that riders are rediscovering an interest in smaller-capacity bikes. In the United Kingdom, for example, registrations of bikes in the 125cc-500cc category are up more than 20 percent over last year, whereas registrations are down in every other category.

Models like the Royal Enfield HNTR 350 and Triumph Scrambler 400X have been topping sales charts; bikes that are affordable and stylish. Keen to get in on the action, Honda has brought over a bike it’s been producing under a handful of names since 2020.

For all intents and purposes, the GB350S is the same bike as the CB350 H’ness, which is built in India and was initially created for that market. Buzz around the bike resulted in it hitting Japan in 2021; riders in Australia gained access to it in 2023.

The GB prefix stands for “Great Britain” and was used for a series of cafe-racer-styled Hondas in the late 1980s and early 1990s. Those bikes, too, were driven by air-cooled single-cylinder engines. I’m guessing the GB bikes got their prefix because someone at Honda associated the cafe racer style to the country in which that style originated. If you know differently, please share your wisdom in the comments below.

First impressions

There’s no denying that it’s a pretty little thing. Its paint is arguably less flashy than competitor bikes but it has a sense of being well-built. It looks durable.

“The lines of the bike are classic. From the shape of the tank to the small painted side covers… it all looks just right,” observes Trev Hedge. “To my eye, it is a much better-looking motorcycle than most of its rivals.”

Meanwhile, in his ‘at risk of being a mid-2010s hipster bike video’ review, Adam L draws from the old adage that “you know you’ve chosen the right motorcycle if, when you get off it, you have to look at it.”

“And with the Honda GB350S I feel that way every time,” he says.

Throw a leg over the bike’s relatively low seat and everything is comfortable and unobtrusive. Ergonomics are natural and relaxed. Even for taller riders. Darcy is, like me, 6 feet 1 inch tall, and does not look awkward on the bike.

On the bike and looking forward, the GB350S has one of the simplest/cleanest dials you’ll see on a modern motorcycle. Once again, Honda has put thought into this. The dominant feature is a clear analogue speedometer, with an inset digital readout offering gear selection, time, and range/mileage. Alongside is a small panel of warning lights.

Engine

It’s a bit strange to imagine Honda delivering an all-new air-cooled engine in the 21st century but that’s exactly what it has done. When the CB350/GB350 was introduced in India four years ago, it was equipped not with a tweaked, hand-me-down powerplant from days of yore but a modern, fuel-injected thumper created specifically for this model.

The engine produces less than 21 hp, but, according to reviewers, it makes the most with what it’s got ─ even managing to edge out certain competitors.

“Japanese horses obviously have bigger hooves than their Indian counterparts,” suggests Trev Hedge. “Despite claiming a similar 20 horsepower to Royal Enfield’s 350 single, the Honda’s performance is superior.”

This is down to the fact that power and torque arrive lower in the rev range for the Honda than with the 349cc single that drives Royal Enfield’s 350 platform. Additionally, a Royal Enfield’s overall claimed torque ─ at 19.9 lb-ft ─ is nominally less than the GB350S’s.

Take all that within context, however.

“I should add, though, that this new Honda 350 single… would get smoked by any 350cc scooter when it comes to acceleration or even top speed,” continues Trev Hedge. “Honda’s own Forza 350 scooter would leave it for dead.”

As someone who has a bad habit of considering the touring ability of every bike (Not all motorcycles have to go far to be fun, Chris), I’ll admit to being concerned that reviewers identified 60 mph as a kind of functional top speed.

“It starts to suffer when you get a little higher up… around the 100 kilometers an hour mark,” says Adam. “That’s when you’re really, really lacking power.”

Top speed is technically higher than that.

“It will get you to 130 km/h,” says Kate Peck. “But it’ll need a minute.” (130 km/h = 80 mph)

The GB350S’s five-speed transmission, by the way, is typical Honda lightness and reliability. Service intervals are every 4,000 miles and Honda recommends checking valve clearances each time.

The thing that stands out to me in videos of the GB350S is the bike’s sound. It offers a lovely, growling “putt-putt-putt.”

What it’s like to ride

Rear shocks are preload adjustable, so while the bike’s suspension is somewhat reflective of its price there is, at least, a little opportunity to make it suit you.

This is obviously not a knee-dragging tool, but it works well within urban and suburban situations, managing to be light and flickable without feeling small.

“It’s forgiving, has a low centre of gravity and feels sturdy,” observes Kate Peck. “Sometimes lower-capacity bikes can feel like toys, but the GB350 feels like more bike than you would expect for a 350.”

All of the reviewers praised the bike’s performance in urban/suburban situations but acknowledged that it wouldn’t be their first choice for cross-country road trips, despite the engine’s incredible fuel efficiency.

“This is your everyday set of wheels,” continues Kate Peck. “Excellent for weaving through traffic at low speeds… [but] you won’t be taking it on too many long-distance rides.”

Adam suggests it’s also excellent for the sort of rides when you have no particular destination.

“Cruising, wind-in-your-hair, enjoying-the-day kind of rides ─ that’s what the GB350’s all about,” he says.

Bells and whistles

The GB350S comes standard with an assist/ slipper clutch and “Honda Selectable Torque Control,” which I interpret to be traction control ─ not something I’d think you’d need on a bike with only 21 lb-ft of torque, but I guess it doesn’t hurt.

Lights are fully LED. Photos suggest that heated grips are an option. But beyond that, this bike is pretty no frills. No talk of connectivity (for once), though you do get a USB-C plug.

Honda’s put together an extensive accessories list to allow you to (kinda) customize the bike’s looks and usability. However, some commenters suggested that not as much thought has gone into the aesthetic of accessories as has gone into the aesthetic of the bike.

Criticisms

All the reviewers took the bike within context, meaning they were generally willing to overlook its somewhat underpowered nature. Rightfully so, I suppose. Within context, the Honda seems to be an excellent machine. But, yeah: it runs out of puff above 60 mph, which could be problematic for some.

Related to the issue of aesthetics, Darcy found himself comparing the bike to the Royal Enfield HNTR 350 ─ a bike that he acknowledged being quite fond of. As a result, he came to the conclusion that, “overall, the Royal Enfield definitely feels slightly better quality… and that isn’t what I was expecting with a Honda.”

In fact, the issue of aesthetics/quality is where all the reviewers aimed their criticism, if they had it. Adam, observed that the design of the speedometer is a love/hate thing and said that it felt “a little plasticky.”

He also wasn’t a fan of the bike’s ECO light, which tells you when you’re riding economically.

“I just don’t think it’s necessary to have,” he said.

I’d agree. Kawasaki has a similar feature on most of its bikes ─ I have it on my Versys 1000 ─ and it feels pretty pointless.

Competition

Plenty of manufacturers offer smaller-capacity singles, from KTM to Suzuki, but your options narrow a little when you’re looking for a machine that delivers the style and feel of the GB350S.

The obvious competition is the aforementioned Royal Enfield 350 platform, which offers its engine wrapped in a variety of flavors: HNTR 350 (£3,899), Meteor 350 (£4,059), Classic 350 (£4,539), and Bullet 350 (£4,629).

The liquid-cooled single-cylinder engine that drives Triumph’s Speed 400 and Scrambler 400X has a moderately larger capacity (398 cc) and delivers markedly more power (39.4 hp). Both give you the same sense of cool as the Honda, as well as considerably more tech. However, more power and stuff means paying more; the Speed 400 costs almost £1,250 more (starting price £5,195), and the Scrambler 400X costs even more beyond that (£5,795).

The 373cc single-cylinder engine of the Benelli Imperiale 400 claims almost exactly the same horsepower and torque figures as the Honda. That Bonneville-styled bike can usually be had for £4,299 (£450 more than the Honda) but it is heavily discounted at time of writing. And since it’s been around for a few years, you can find good-condition used examples for as little as £1,800.

However, Benelli quality/reliability is generally not on par with Honda, there’s the whole ‘made in China’ debate, and MCN’s review of the Imperiale 400 says that Royal Enfield’s Bullet 350 “has better handling [and] is more characterful and authentic.”

Rider verdicts

Kate Peck: “A no-nonsense retro cafe racer that is impressive to look at, well designed and perfectly stripped back. Its stylish retro simplicity is welcome. It’s not trying too hard to be anything – nifty, sturdy, classic but new. Honda have put a lot of thought into this bike.”

Trev Hedge: “It is a basic but competent motorcycle at an affordable price point. But the standout feature is by far the timeless styling. I genuinely think that the GB350 is one of the nicest-looking motorcycles to hit the market in recent years.”

Adam L: “I love this bike… The GB350S is fantastic for beginner riders… This is the bike for you, for sure. If you’re a more experienced rider, this is where it gets real fun. Because you can ride this really, really hard.”

Darcy: “For the money, I’d say it’s pretty good… but I think I’d have to go for the Royal Enfield. I like Royal Enfield’s, but genuinely I think the Royal Enfield has a nicer finish.”

My take

I live in a part of Britain that is crippled by traffic and speed controls. I am also increasingly tight-fisted when it comes to spending money. So, I’m naturally interested in the smaller-capacity bikes that are coming out at the moment.

I’ll admit that the ‘more is more’ part of my brain worries about the power output of the GB350S, feeling that perhaps the additional horses of something like a Fantic Caballero 500 might be more to my liking. After all, despite the fact the roads around me are usually slow, I do also live in a place that has hills and motorways and wealthy people in large and powerful vehicles who become dangerously impatient on the rare occasion that roads are clear.

But even secondhand versions of the Caballero cost upward of £1,300 more than the brand-new price of a GB350S.

Indeed, outside of Royal Enfield’s offerings, it’s hard to find a bike that is simultaneously this affordable and this good-looking. And for me, the 1970s-esque styling of the GB350S wins out over what Royal Enfield offers (at this capacity).

If I’m totally honest, I find it hard to realistically imagine myself choosing the GB350S over a similarly priced secondhand Royal Enfield Interceptor 650 (or Moto Guzzi V7). But I definitely wouldn’t question the thinking of someone choosing the Honda. It looks good, it sounds good, it’s winning the hearts and minds of reviewers, and there’s plenty of reason to believe it will be reliable. What’s not to like?