Back in 2013, I had taken a break from automotive journalism and tried my hand at public relations, and the agency I was working for won the pitch for India’s most iconic brand — Royal Enfield. The brand was on the verge of launching its first motorcycle that had been developed from scratch — in decades — the Continental GT 535.
There were many things about that campaign that stand out for me, but chief among them was the innocuous words “differentiate from the Bullet”. I remember thinking at the time that this one would be no big deal. The bike didn’t look like the Bullet and had nothing in common with the Bullet. Yet, when it came down to the brass tacks, this bit became our biggest pain point. For months after it was launched in India in November 2013, differentiating a Royal Enfield from the Bullet remained a challenge, tantalisingly out of reach.
I assume the brand must have faced a similar challenge when it launched the Classic 500 in 2008. As a matter of fact, it would have been tougher, because the Classic 500 was based on the Bullet. Had the same look, paint jobs notwithstanding, the same frame and offered the same charm.
NEW EVERYTHING
Digital analogue instruments are a plus, especially thanks to the electronic fuel gauge
Over the years the brand launched a Classic 350, which went on to become the company’s bestselling product. But with this new Classic 350, Royal Enfield wants no differentiation in the brand identities of the old and the new. However new this wine is, it has to be served in the old bottle. Such is its charm.
The big question is: What makes this wine new? Well, the short answer is, everything. The long answer starts with a list of things, some big, some small, that Royal Enfield has replaced on this highly successful motorcycle.
First up, there’s the engine. This is not the old 350cc single cylinder unit construction engine. It’s the brand spanking new 349cc air cooled single cylinder with an oil-cooler that we first saw a few months ago on the Meteor. In the output department we have gained some and lost some. So in place of the earlier 19.1hp, you get 20.2hp, but torque is down by 1Nm to 27Nm in the new motorcycle.
The biggest gain has been in the area of refinement. You no longer see that pronounced vibration on the new bike at idling, thanks to the presence of a counter-balancer inside the motor. The five-speed gearbox is slick shifting and requires no effort at all. On the flip side, while the old ‘thump’ is gone, the exhaust note isn’t half-bad, as a friend would say.
The next big thing that has been changed is the frame itself. It is now a double downtube spine frame instead of the old single downtube frame where the downtube was directly mounted to the engine. The swingarm is new too and so are the front forks, which are now thicker at 41mm dia compared to the old 35mm. The smaller bits include a plusher seat, a digital-analogue instrument with a fuel gauge and multiple trip meters and retro-style switchgear. Clearly, a lot has changed.
ON THE ROAD
Naturally, the next logical thing to ask is if this new wine in the old bottle tastes different. More importantly, is it better?
I tried the motorcycle out on city roads as well as out on the highway, rounding things off with a Kolkata-Santiniketan and back solo ride on a random Saturday.
The overall proportions of the new bike will be familiar to all fans of the Classic 350
In either case, the most notable improvement is in refinement. Thanks to this new motor, you can actually ride for long hours without tingling palms and feet. You can also see what’s behind you since the mirrors don’t exactly become shivering sheets of images. The response from the throttle is crisp, and acceleration is smooth. There’s plenty of accessible power as well. Out on the highway, cruising at 100kmph is done very easily and without effort. If you decide to give it some stick, you will even get to 120 or 130, but I got the distinct feeling that the new Classic is happier cruising at around 100kmph. I honestly can’t say much about fuel economy but I reckon, out on my random ride I must have used about 7 or 7.5 litres of fuel for the 350km round trip.
The 349cc single cylinder engine is refined, has a meaty spread of grunt and a new ‘thump’ to boot
The new double downtube spine frame works wonders for the handling
Retro switchgear is easy to reach and operate
On the handling front, there’s remarkable difference between the old and the new. I got a few lovely twists and turns (thankfully, no hairpins, because I hate them) and I can tell you that the new Classic is far more confidence inspiring and, therefore, engaging, than the motorcycle it replaces. Thanks to its heft, however, and we’re talking a kerb weight of 195kg, I didn’t find it particularly nimble if I needed to avoid a pothole or make any rapid change in direction. The other thing that has improved is braking. The motorcycle’s new and bigger 300mm dia front disc with twin piston calipers (280mm on the outgoing model) and 270mm rear disc (240 on the previous one) with single piston caliper along with a dual channel ABS now do a fine job of bringing the bike to a stop.
THE CALL
Overall, it’s quite an improvement over the previous iteration purely from an engineering and development point of view. At the same time, it has been able to retain all those elements that endeared the Classic to its owners. A fitting generation upgrade to an iconic motorcycle, and at Rs 1.84 lakh (ex-showroom, pan-India) isn’t particularly expensive either.
Pictures by the author and Abhijit Mitra
The Classic in numbers
Engine: Air and oil-cooled, 349cc single cylinder with single overhead cam and fuel injection
Transmission: 5-speed, constant mesh
Max. power (bhp@rpm): 20.2@6,100
Max. torque (Nm@rpm): 27@4,000
LxB (mm): 2,140 x 845
Ground clearance (mm): 170
Wheelbase (mm): 1,390
Saddle height (mm): 805
Kerb weight (kg): 195
Fuel tank capacity (litres): 13
Brakes: 300mm disc with twin-piston calliper in front, 270mm disc with single piston calliper at the rear, ABS on both wheels
Price (ex showroom all-India): Rs 1.84 lakh
What works...
• Engine refinement
• Exhaust note
• Switchgear
• Power delivery
• Handling
• Build quality
...& What doesn’t
• Valve clatter
• High kerb weight
• Slightly heavy clutch