Honda GB350s test: Introduction, Positioning and Rivals of the Honda GB350s
The introduction of the Honda GB350s (21 hp, € 4,500) in the European market has not been exempt from a certain suspense. In production in India for several seasons, in the last two years it has been speculating, rather probing, the convenience of its arrival in Europe.
The arrival in our continent of economic cutting models of half -displacement, from Chinese or Indian brands that are making a hole in the European market, has shown brands like Honda a new path. Motorcycles like the Honda GB350s, which could seem for a local market (but massive, such as the Indian), have their hole in the “decontaminated” Europe
If the movement of people and capitals are characteristics of the global market, saving anticontamination standards, the motorcyclist market is global, right?
The visual language of the Honda GB350s is universal by classic. Your silhouette is surely very close to what you would draw if you propose to paint a motorcycle (without justice). It is a simple language, without flourishes or concessions.
He doesn’t hide anything, he presumes nothing. This is pragmatism made motorcycle, very necessary in markets such as the Indian, where the “do it yourself” claims robustness, mechanical accessibility and elementary design.
The rivals of the Honda GB350s in Spain are the same as it has in the Asian markets where it is sold. For noting: monocylindrical models of small-cylindrated retro, practical and economical component at the same time.
Thus, we find models such as the Benelli Imperiale 400 (21 hp, € 4,390) or the 350 cm3 range of Royal Enfield, which share monocylindrical like La Roadster Royal Enfield Hunter 350 (20 hp, € 4,187), the most classic Royal Enfield Classic 350 (20 hp, € 5,087), € 587) CV, € 5,087) or La Cruiser Meteor 350 (20 hp, € 4,387).
From China comes the most powerful GK350 Zontes (39 hp, € 4,587), on another step and that directly competes with the Royal Enfield Guerrillas 450 (40 hp, € 5,247), Triumph Speed 400 x (40 hp, € 5,395) or Husqvarna Vitpilen 401 (45 hp, € 6,299), reserved for deeper pockets. Within a budget more approximately than that of the Honda GB350s, we can include the VOGE 350AC (41 hp, € 4,789) and Macbor Eight Mile 500 Street (47 hp, € 4,999), but already in the field of bicylindrical.
All of them have retro component and one way or another are linked to the Asian continent, but only in the Honda GB350s you will find the legend “Made in Japan”. Yes, the Honda GB350s that is marketed in India is manufactured in India. But those destined to the European and domestic (Japanese) market are manufactured in the country of the rising sun. For € 4,500, you can expect a Honda GB350s in your concessionaire; With the keys set.
Honda GB350s test: Technical characteristics of the Honda GB350s
The main characteristic of the Honda GB350s is simplicity, within the elegance of its classic lines. The steel fuel tank is perfectly proportionate to everything that surrounds it. In my opinion, it is a very beautiful Roadster.
His premise is in the soft march and mechanical robustness, not in benefits; Hence, the engine is a long -running monocylinder of 348 cm3, SOHC, 2 valves and air cooling. The power reaches the not very spectacular 21 hp at 5,500 rpm, while the torque reaches 29 Nm, yes, only 3,000 rpm. However, he enjoys enough sophistifications inside, for the sake of deepening the aforementioned reliability and softness of operation.
To cool the area behind the combustion chamber, there is an oil step in the cylinder head, which covers the upper part of it, allowing the oil to reach and reduce the temperature by 10%. Inside the combustion chamber, the piston runs along 90.5 mm in linear motion, that is, it is a long race.
This determines, next to a steering wheel of high dough, engine drive. The connecting rod and the crankshaft convert the linear energy of the piston into a rotary. Due to the high mass of the steering wheel, it has two balanced axes, each with its percentage of work, which eliminates the vibrations inherent to the kinetic chain of a long -running monocylinder.
The engine of the engine is captivating. Playing with the fist of the gas in the traffic lights, looking for the detonations of the escape at will, is comforting. The approved consumption is 2.5 l/100 km, capable of a delusional autonomy (600 km!) With the 15 liters of the deposit, if possible circulate so much distance at maintained speed. But in the worst case (in city), autonomy will be above 450 kilometers, a real luxury.
The gearbox, only 5 marches, uses open relationships between first and fourth, to make the most of the city delivery. The fifth is adjusted to achieve good acceleration in a wide range, from 30 km/Hy low rpm to cruise speed, which we could not check in the reigning traffic conditions.
The necessary force to act the clutch is the essential minimum to feel some resistance. Hopefully all the clutches were like this. It is, of course, Antirrebote.
Although by power it may not seem necessary, the electronic endowment is there: it has a selectable torque control of Honda (HSTC), that is, traction control. Perhaps on the road, but in the urban field it will be more than desirable in rainy conditions, due to the sewerage tapas and the paint of the road.
The cycle part is also very simple. The chassis is a simple cradle of steel, as well as the swingarm. The dimensions are also conservative: the launch angle and the advance are set at 27 °/120 mm and the wheelbase in 1,440mm.
The seat height is 800 mm. The truth is that the motorcycle is perceived bigger than in the photos, although the weight, in a gear order, has remained in only 178 kg of solid engineering.
The front fork is conventional, 41 mm in diameter and 106 mm of travel. The front brake is perhaps the Achilles heel of the GB350s, because its two -piston Nissin clamp is missing some bit of bite on the 310 mm diameter disc. Maybe softer pills can solve it.
It does not mean that stops badly. For the guidance of the motorcycle, it is more than enough, but if you want to shorten the braking distances, it is essential to rely on the 240 mm rear brake and a single piston clamp, but of exquisite touch and operation.
The rear suspension is carried out by two 120 mm -travel rear shock absorbers with nitrogen load. The tires, of aluminum smelting, are shoes with Metzeler Toucence Next tires, in measures of 100/90-19 in front and 150/70-17 behind.
The lighting is full LED and includes in the rear flashing an emergency braking signal (ESS), which is activated in the most forceful braking to warn the traffic that approaches behind.
The instrumentation is the simplest. Being a “ear” engine, you don’t need a brief account. The instrumentation combines an analog speedometer and a digital gear gear indicator, as well as average/instantaneous consumption of gasoline, and pending distance until the tank is exhausted. An echo indicator is illuminated when we drive saving fuel, which can become fun -saludable- added.
Finally, Honda offers a very numerous accessories for a motorcycle for a motorcycle without limit for the GB350s for the GB350s. Apart from accessories such as heated fists, USB charger or visor for instruments, there is the style pack, which enhances the appearance (and which includes fog lights with an absurdly large switch) or the Travel pack, which increases the load capacity and improves aerodynamic protection. During 2025, the Honda GB350s is available in three shades, to which more attractive: Puco blue, metallized gunmetal black
Honda GB350s test: How is the Honda GB350s
I have already commented that the size of the motorcycle surprises live. Not so its manageability, which would be perfect for not being for the strokes, invasive in the removal of the legs. Anyway, it feels light. The outstanding turning angle is a help culebreating among traffic.
With my 178 cm I feel comfortable, the posture perfectly divides the weight into the ergonomic triangle in a very neutral way. Only when I pose my feet on the floor, I notice the strokes between my heels and my twins. Once underway, it’s perfect.
In the hotel garage, where the route begins, I can see how easy the clutch is to act, it costs no effort. It shows its usefulness from the garage, climbing the spiral ramp that will take us to the surface at very small speed.
The stability of the motorcycle at a very low speed is fantastic, it is not necessary to correct with the direction to move slowly. The engine is very soft. It does not vibrate, but you can feel the pulse, accompanied by the piston that leave the escape, of the most seductive. The mere circular is fun, as it provides intangible sensations, of the most pleasant.
The engine is not the twinkling, but pushes with determination, especially at low turns. From the half regime loses bellows, exactly at the time the body asks you to go up.
The engine is certainly elastic. It allows to circulate at low speed in any march, but that elasticity is lost if we try to shoot with hurry and upload the round engine. The really pleasant is to travel, playing with the inertia of the propeller, its pistoned, the echo light that lights up in the instrumentation.
Upon reaching the curves, prioritizes nobility and balance over the limited brakes and suspensions. It does not touch easily, but you have to be aware of what you carry in hand.
In its land, the urban is unbeatable for pleasure for use. A scooter of the same displacement will be faster, more practical if you have to take charge, but I guarantee that it is not more fun, pleasant, or economical.
Another thing will be to go to open roads. Due to the traffic conditions, it was impossible to know where the comfortable cruise speed to which it can circulate is located. Honda figure the maximum speed at 114 km/h, somewhat scarce in fast roads.
He is able to join traffic with agility and prescription, but we could not check his capacity in fast roads to change lane or carry out an overtaking. Everything indicates that it admits sporadic outputs to the outskirts, but its natural habitat is the cities, to which I would add any of the islands of our archipelagos, where it is rare to pass 90 km/Hy where a motorcycle like the Honda GB350s makes all the meaning.
