Honda GB350 S Put to the Test

An engine hums, deep, full, sonorous – like an old acquaintance speaking in a quiet voice, yet lending weight to every syllable. As I accelerate the Honda GB350 S from a standstill on the 1000PS Bestzeit track, it becomes immediately clear: today isn't about chasing the fastest lap time. Today is about feeling, character, and an honest partnership between rider and machine.

With the GB350 S, Honda has created a bike that boldly pushes back against the trend of horsepower hysteria. In a world full of wild revs and hyper-nervous throttle response, this retro bike offers an archaic refuge. It's no diva, no show-off – but a composed companion for all those who seek the essential in simplicity.

According to Honda, the air-cooled single of the GB350 S produces 21 hp at 5,500 rpm and 29 Nm of torque at 3,000 rpm. But these numbers are as secondary as the weight of a novel's protagonist. What matters here is how the engine feels. And it feels like velvet on asphalt. The responsiveness is precise, the throttle response smooth as butter, the mechanical soundtrack a soothing nod to bygone times. And that's exactly what makes it so exciting on the tight track: at low revs, the little engine stoically pushes through the hairpins and can be metered with surgical precision. No jerking, no bucking – just honest, even power delivery.

The 1000PS Bestzeit track demands excellent handling – and here the GB350 S surprises. Despite its classically stretched layout, it stays willing to hold a radius, tips in easily, and remains stable. The chassis shows its best side: soft, but not spongy, comfortable, but not sluggish. In tight hairpins, it gives the front enough feedback to build trust – even as grip fades. It's fun to ride this bike here. It's a nimble bike.

The Honda GB350S is also equipped with traction control and ABS. During spirited riding on the track, the ABS handled the sporty maneuvers well, but the traction control was tuned too defensively. Even though the track offered perfect grip and the engine output was hardly threatening, the traction control kept annoyingly intervening and cutting power. It probably would have been better to fit no traction control at all rather than a cheap one. Because the GB350S in particular is a bike that can be metered very easily, precisely, and accessibly. The brake bites gently but effectively, the clutch is light, and the gearbox shifts with the precision of an old clockwork mechanism.

Sure, anyone looking for outright power will find more at Royal Enfield or Brixton. But none of these alternatives offer this mix of elegance, restraint, and Japanese precision. The Royal Enfield Classic 350 feels more rustic, the Benelli Imperiale 400 a bit coarser, the Moto Guzzi V7 significantly stronger – and more expensive. The Honda offers the benefit of a reliable brand with a great dealer network at a fantastic price.

The seat is comfortable, the knee angle relaxed, the controls classic, clear, and perfectly within reach. The tank holds 15 liters, and with consumption of around 3 liters, that's enough for long distances. Honda offers various accessory options for the bike – to perfectly tailor it to your intended use. For example, a windshield or luggage options.

The Honda GB350 S is equipped with an air-cooled single-cylinder four-stroke engine displacing 348 cc. It produces 21 hp at 5,500 rpm and offers a maximum torque of 29 Nm at 3,000 rpm. Dry weight is 178 kilograms, seat height is 800 mm. The brake system comprises a 310 mm single disc up front and a 240 mm disc at the rear – both with ABS. The fork is a classic telescopic fork, while a double swingarm with two shock absorbers works at the rear. It runs on premium fuel, with a tank capacity of 15 liters.

During testing, the Honda GB350 S was equipped with an SP Connect mount, an Insta360 Ace Pro 2 for the onboard footage, the Ridelink Wingman for recording telemetry data, and I wore a sporty Vanucci set from Louis – everything worked flawlessly. Even if the sporty leather didn't quite match the bike. But safety comes first!

• To the Ridelink Wingman
• SP Connect mounts for motorcycles at a glance
• Onboard footage: Insta360 Ace Pro 2
• NastyNils gear at Louis
• All videos of the 1000PS Bestzeit series (You'll also find the lap time achieved at the end of the video there. Sometimes we put the videos online only a few weeks after the report is published!)
• Want to ride the track yourself? Book here!
• NastyNils on LinkedIn

I was amazed at how calmly it could be guided through the tight chicanes despite its classic geometry. The front built trust early on, even at a brisker pace. In the braking zone, the front wheel proved remarkably stable, the ABS worked unobtrusively – exactly as you'd want. Accelerating out, the single scored with a smooth, well-meterable thrust that never overwhelms but always stays present. In the tight radii, the long wheelbase made itself noticeable, though not in a disruptive way – more like a composed dance partner who never loses the beat. Especially in "hairpin 3" I could really get the engine pulling nicely on the way out of the corner – no jerking, no unrest, just harmonious drive. The softly tuned fork and the two rear shocks soaked up smaller bumps confidently; only under really hard braking maneuvers did some movement creep into the chassis – but never enough to undermine trust. After ten intense laps I got off – not drenched in sweat from adrenaline, but with a smile. The GB350 S was no tool for lap records – but a wonderful accomplice for rhythmic, flowing laps where riding pleasure mattered more than speed. But despite all the love for bikes and understanding for the concept, I expected more from the engine. 350 cubic centimeters are, after all, 350 cubic centimeters. And the engine felt more like 150-200. On the long straight it was simply too sluggish for me. A touch more pepper and I'd have bought a GB350S on the spot. But as it is, honestly, it left me with too little reserve for overtaking trucks in practice.

The 1000PS Bestzeit is more than just a lap time comparison. It's an honest reflection of riding performance under reproducible conditions. Tight hairpins, short straights – ideal for simulating behavior in everyday situations on twisty roads. Measurements are taken after ten warm-up laps, filmed with state-of-the-art technology, conducted on the track near Bad Fischau.

All Bestzeit videos can be found on YouTube, where lap time and setup can be viewed. Onboard footage comes from the Insta360 Ace Pro 2, additional GPS and vehicle data from the Ridelink Wingman.