Royal Enfield’s current focus on producing bikes for its home and emerging markets is eloquently expressed by the Indian manufacturing giant’s new Hunter 350.
The Hunter 350 is specifically designed to excel in the cut and thrust of the world’s largest and most congested megalopolises. It’s nimble, cheap to run, and propelled by an unburstable air-cooled single-cylinder engine that gives the bike just enough gumption to keep ahead of the scooter hordes when the lights turn green.
But there’s more to the Hunter than practicality. At just 399 pounds, it’s 22 pounds lighter and has a shorter wheelbase and sharper geometry than its 350 siblings. Its 17-inch wheels, a first for Enfield, help give it a welcome sporting edge in the urban context. With more than 80 percent of the manufacturer’s sales now coming from India itself, its modern styling is clearly aimed at a younger audience too.
The air-cooled SOHC 349cc single is identical to that found in Enfield’s Classic 350 and Meteor 350, producing a gentle 20.2 hp at 6,100 rpm and 19.9 lb.-ft. torque at 4,000 rpm. The fuel injection has been tweaked to improve throttle response; Enfield quotes a top speed of 71 mph. As you might expect, there are no electronic riding modes or rider aids.
There’s no hiding the fact the SOHC two-valve 350 is as basic as they come. But in Thailand’s seething capital of Bangkok, Enfield’s carefully selected location for its first test, the Hunter excelled. It was punchy enough to surge ahead of the traffic, chassis perfectly balanced at low speeds, a breeze to steer through the gridlocked cars and taxis.
The fueling is soft and easy, the gearbox positive while feeling robust, and even during a 62-mile night ride, I never for a moment wanted any more power or performance. An indicated 75 mph was achievable when I tucked in tight, though only when the going was flat and there was no headwind.
Of course, the traffic usually moves with a little more freedom in the cities of Europe and the USA, and there’s a question mark regarding how well the Hunter will cope in a faster environment. It lacks zip when accelerating from 50 mph, and if you are commuting in and out of the city, it may struggle to stay ahead of the traffic.
Chassis-wise, those new 17-inch wheels are 3.3 pounds (front) and 3.5 pounds (rear) lighter than the rims seen on its stablemates, for a significant saving in unsprung weight. The frame is beefed up, the wheelbase is shorter, and the head angle is more aggressive than its 350 cousins too. Suspension is completely new, with 5.1 inches of travel at the front and 4 inches at the rear, plus preload adjustment on the rear. The footpegs are slightly higher and set back farther, while the CEAT tires have been specifically designed for this model.
All this, plus a low, generous, pillion-friendly seat, makes for a supremely easy bike to ride. The Hunter feels perfectly balanced, agile and relaxed as if the center of mass is held low in the chassis. The steering lock has an extremely tight turning circle that’s perfect for weaving through stationary traffic.
When the streets clear and the pace gets hotter, the Hunter 350 maintains its chilled but sporty attack plan. Specially developed CEAT tires lack feel and side grip when pushed (and the exhaust touches the asphalt a little early), but there’s plenty of fun to be had. The front fork is a little soft, the rear end a little firm; the only adjustment available is rear spring preload. The single disc and twin-piston caliper with dual-channel ABS up front is unintimidating to newer riders and delivers just about all the stoppage the Hunter needs.
In fact, it’s easy to imagine new riders and veterans alike enjoying a gentle ride along a country lane on the Hunter. It is modern in its outlook and poise, but also charming and refreshingly simple; slightly old-fashioned too, if that makes sense. It will also be pleasantly cheap to run. The other 350 models in this Enfield stable regularly average over 83 mpg (US) if ridden sensibly, and Enfield quotes a slightly pessimistic 71 mpg (US) for the Hunter.
There’s no doubt that the Hunter’s ease of use and friendly delivery will make it a favorite with many. Some will understandably turn their nose up at its lack of power and performance, its basic LCD clocks, and ugly switch gear. But swap those CEAT tires for something grippier and the Hunter will make for a rewarding ride, both in the city and along quiet back lanes.
2023 Royal Enfield Hunter 350 Technical Specifications and Price
| PRICE | TBD |
| ENGINE | 349cc, SOHC, air-cooled single-cylinder; 2 valves/cyl. |
| BORE x STROKE | 72.0 x 85.8mm |
| COMPRESSION RATIO | 9.5:1 |
| FUEL DELIVERY | Fuel injection |
| CLUTCH | Wet, multiplate; cable actuation |
| TRANSMISSION/FINAL DRIVE | 5-speed/chain |
| FRAME | Steel downtube spine |
| FRONT SUSPENSION | 41mm telescopic, nonadjustable; 5.1 in. travel |
| REAR SUSPENSION | Twin shocks, preload adjustable; 4.0 in. travel |
| FRONT BRAKES | 2-piston caliper, 300mm disc w/ ABS |
| REAR BRAKE | 1-piston caliper, 270mm disc w/ ABS |
| WHEELS, FRONT/Rear | Cast alloy; 17 x 3 in. / 17 x 4 in. |
| TIRES, FRONT/REAR | CEAT; 110/70-17 / 140/70-17 |
| RAKE/TRAIL | 25.0°/3.7 in. |
| WHEELBASE | 54.0 in. |
| SEAT HEIGHT | 31.5 in. |
| FUEL CAPACITY | 3.4 gal. |
| CLAIMED WET WEIGHT | 399 lb. |
| WARRANTY | 36 months |
| CONTACT | royalenfield.com |
Source: MotorCyclistOnline.com