Royal Enfield Hunter 350

The Hunter 350 was launched in India in 2022 and went on to become an instant hit. Its cool design, competitive price tag, and accessible persona struck a chord with two-wheeler buyers. So much so that it has been the second best-selling motorcycle in Royal Enfield’s portfolio every month, stacking just below the Classic 350.

While the sales numbers are a testament to the Hunter’s likeable nature, it had a few shortcomings that needed to be addressed. With the 2025 update, Royal Enfield has done just that, bestowing the bike with some subtle yet nifty updates. Do these changes make the Hunter 350 a better motorcycle to ride and own? Let’s find out.

Royal Enfield has kept the aesthetics of the Hunter 350 untouched, barring the introduction of new colour options. It continues to look quintessentially retro and elegant, while the new shades only add to the visual charm. While Rio White is my favourite colour, even the London Red you see in these pictures looks unique and eye-catching. Lest I forget, the inclusion of the LED headlamp in the Metro variant adds a modern and attractive touch to its looks.

In terms of quality, the new Hunter is impressive, just like all other modern Royal Enfields. The switches feel tactile with good quality plastic, the panels are well put-together, and the paint finish is premium and unblemished. In short, it doesn’t leave any room for complaint in the quality department.

The seat of the 2025 Hunter 350 has denser cushioning and the handlebar features a different profile. While the difference from its predecessor is not substantial, I noticed the handlebar is angled more towards the rider, which automatically puts you in an elbows-out, commanding riding position. Additionally, the seat certainly feels nicer and more comfortable than before, which should make touring a better experience.

Where it feels drastically, and critically, improved is in terms of ride quality. The new Hunter feels more comfortable in almost every scenario, whether its going through deep potholes and over sharp rumblers at slow speeds, or cruising at 90kmph on an undulating highway. The nasty kickback is, thankfully, gone, and the rear springs absorb surface changes with much more suppleness. It has been a much nicer experience to ride the motorcycle on Mumbai roads, which are currently in poor shape due to consistent downpours over the past few weeks.

The Hunter continues to be powered by the tried-and-tested, 349cc, air-cooled, J-series engine. We've always liked it for its easy-going nature, which is mainly due to the strong bottom-end torque. Chugging along at 40kmph in fifth gear is easily doable, with the typical RE thump to company. Courtesy of it being 14kg lighter than the Classic 350, the Hunter also delivers brisker acceleration and staying at 100kmph doesn’t feel like a task. At higher speeds, vibrations are just enough to add to the bike’s character without being bothersome.

What came as a pleasant surprise is the slip-assist clutch, which, unlike the heavy unit on the outgoing version, is super light now. As a result, riding the bike in traffic is a more pleasant experience. This is complemented by a slick-shifting five-speed gearbox. The cogs shift without any drama or false neutrals.

With 17-inch wheels, lighter weight, and compact dimensions, the Hunter feels more agile and flickable than all of its 350cc siblings. Filtering through gaps in traffic and taking on corners is almost effortless. Of course, it’s not as sharp as a Duke or Apache, but for a modern-classic roadster, the Hunter is a swift handler. Also, we are glad that the inclusion of softer rear springs doesn’t make the bike feel soft and squishy. RE has also swapped the previous CEAT tyres with MRFs. In terms of grip and feel, these rubbers are good in dry conditions, but grip takes a minor hit in the wet.

As for the brakes, while the front disc offers good bite and progression, I was left wanting better feel from the lever. The exact bite point is hard to judge, and it demands noticeable effort to bring the bike to a halt. The rear disc brake, meanwhile, has an adequate amount of progression and the ABS is tuned to not be overly intrusive.

The Metro variant of the 2025 Hunter 350 comes equipped with an LED headlamp, Tripper navigation pod, and a USB Type-C fast charging port as standard. The base model continues to get a Halogen headlamp, standard Type-C charger, and misses out on the Tripper pod. While it’s certainly more modern and youthful now, the addition of adjustable levers would’ve earned it some brownie points. Nevertheless, it’s good to see RE offering essential bits like gear position indicator and fuel trip meter in the console of its modern 350s.

The Hunter 350 is the most fuel-efficient motorcycle in Royal Enfield’s portfolio. It returned close to 35kmph in our mileage test, which translates to a range of around 455km with its 13-litre fuel tank. That figure drops down to 30-32kmpl on riding the bike spiritedly, mostly in traffic.

The Hunter 350 continues to be a stylish, easy-to-ride, and approachable motorcycle. The smooth and characterful engine, agile handling, light weight, and compact dimensions were already working in its favour. The 2025 update added another layer of desirability with more absorbent suspension, lighter clutch, and additional features. Considering these improvements, the Rs. 7,000 price hike for the Metro variant is definitely justified.

To conclude, the Royal Enfield Hunter 350 is an enticing proposition for those who want a cool, characterful, and accessible motorcycle. First-time motorcycle buyers or those getting back to biking after a long gap will really appreciate the ease of riding that it offers. Also, it is ideal for those who want to enter the Royal Enfield universe but aren’t a fan of the bulk and heavy weight of the Classic, Bullet, and Meteor 350.

Photography by Kaustubh Gandhi