Honda GB350S (2025) Review: A Charmingly Chilled-Out Bargain!

We first caught sight of the Honda GB350S in its other guise, the H’Ness, which was initially only available for the Asian market.

That put quite a few European riders’ noses out of joint, mine included. The H’ness looked like the perfect antidote to the ever-increasing peak power numbers that motorcycle makers continually push for, and I quite like the idea of that.

Thankfully enough noise was made, and not even Honda could ignore the fact that people on this side of the planet wanted a taste of this handsome-looking and refreshingly simple little bike.

For this review, I borrowed a GB350S from Honda UK and ran it around for a couple of weeks. In that time I clocked up close to 500 miles, riding mostly B-roads and country twisties, although I did venture into London on it to see how it handled motorways and inner city traffic.

What is the Honda GB350S all about?

I think the GB350S might be about the most honest modern classic bike you can go out and buy. In fact, if it wasn’t for the LED lights, LCD element in the dash and fuel injection, it’s almost like Honda built it according to manufacturing standards from the 70s and 80s.

The heart of the bike is a 348cc fuel-injected single-cylinder. It pumps out a (very) modest 20bhp at 5,500rpm and 21lb ft of torque at 3,000rpm. The engine has authentic long-stroke architecture, and the 70mm x 90.5mm dimensions give it a lovely leisurely exhaust note, with a distinctive Brapp on the throttle that is oh-so-evocative of late 1960s Brit-built singles.

The rest of the bike is equally retro, with a steel cradle frame carrying non-adjustable telescopic forks at the front, and chrome-topped twin shocks at the rear. The braking system comprises a two-piston sliding Nissin caliper at the front, and a single-piston system at the rear. Two rider assistance systems are on hand for you, in the form of two-channel ABS and traction control which can be turned off.

Honda GB350S UK price, colours, and availability

The GB350S is in UK dealers now with a list price of £3,949. The bike is available in either Pearl Deep Mud Grey, Puco Blue, or  Gunmetal Black Metallic (as ridden). Current pricing of the bike means you can pick one up for as little as £59 per month on a PCP based on a £599 deposit. More information on the PCP deal can be found here.

What’s it like to ride?

The GB350 feels like the perfect way to start the 2025 UK road test season, and as the chill of winter makes way for the first shoots of spring, I’m keen to get to grips with a bike that seems to have taken a long time to arrive. As the GB350S is being wheeled from the back of Honda’s delivery truck, I’m taken aback by how much bigger the bike looks than when I last saw it in EICMA. It may be a 350cc but it has a full-sized bike look and feel to it, seemingly larger than both the Royal Enfield Hunter 350 and the Triumph Speed 400.

The big-bike feel continues when I sit on it, as I’m greeted by a very roomy cockpit, nicely spaced pegs and an expansive seat. Thumbing the starter button awakens the all-new engine, and after a couple of minutes warming its bore, it settles into a very relaxed but welcoming tickover.

My first impressions of the GB350S are good, the clutch is super light, the gear change is slick and accurate, and there is an incredible amount of steering lock on offer. It’s making dodging the traffic in town a doddle, although I’m missing a little braking power from the front. This is a brand spanking new bike, though, and with only 11 miles on the clock, the brakes are likely nowhere near bedded in yet - we’ll give it the benefit of the doubt for now.

Out of town and into the twisties we go, and it’s all still good news. It’s not a bike you have to go very far on to figure it out, and it becomes clear that maintaining corner speed is the key to making progress. With what can only be described as leisurely acceleration in third and fourth gear, you really have to nail a bend to keep the speed up. You also have to be bang-on with your gear shifts. You’ve only got five ratios to play with on the new Honda, and the first two feel quite short and closely spaced, making them only useful around town and when pulling away. Fifth is an extremely long overdrive gear, and even on downhill stretches of road, I’m unable to find the rev limiter in top.

Helping to maintain the corner speed is the chassis of the bike, which, despite being fairly basic, boasts impressive levels of agility and quite a lot of composure. The suspension is on the firmer side for a bike like this, but unlike some budget retros and nakeds, it's not harsh and doesn’t crash over bumps and potholes. On the whole, it feels very sure-footed and confidence-inspiring. It is also nice and agile, and thanks to a claimed kerb weight of just 178kg it changes direction surprisingly quickly.

What’s it like on the motorway?

The M1 is never going to be the natural habitat for a bike like this, but with an office day planned and decent weather forecast, I take the chance to push the GB350S out of its comfort zone and onto the motorway. How did it go? Well, pretty much just as expected. I'm basically throttle-to-the-stop all the way, with the highest indicated speed of 85mph (which is probably more like 80mph) recorded on a downhill stretch of the M6 near Rugby. So, a speed machine this bike is not, but it will sit at 70 to 75mph without too much fuss or bother.

Fifth gear overtakes of trucks and lorries are taking quite a bit of time though, meaning I’m conscious of faster moving cars riding on my rear wheel as I wheeze past slower vehicles. You can kick it down a gear, but at 70mph I’m right at the top end of the rev range in fourth meaning there is little to gain from it.

One very good thing about the GB350S is the fuel economy, which, despite me living in the redline of the rev range, is recording 110mpg. So you can basically ride the thing flat out on the motorway and still get over 100 miles per gallon. That’s a seriously impressive feat from Honda.

On the comfort front, the Honda proves to be a bit of a surprise, with the seat comfort being very good. I’m not as tired as I’d usually be after a trip to London on a naked bike, mostly thanks to the bike’s top speed meaning I’m not clinging on for dear life all day. I also expected more vibes at motorway speeds, but on that point there isn’t much to report. You do get vibes further down the rev range, but I don’t mind that as it just adds to the authenticity of the thing. Those vibes bleed away as you hit 60mph, and the bars, seat, chassis and pegs are all nicely free of any tiresome vibrations.
 

What’s it like in town?

I peel off the M1 and I’m straight into the thick of London’s morning rush hour, but it doesn’t take long to realise that the little Honda might be a bit of a weapon around town. It’s a narrow bike which makes filtering through traffic very easy, and with such a vast amount of steering lock on offer, it’s super at darting through last-minute gaps.

The engine is also probably more at home here than anywhere else, thanks to the chunky low-end delivery. It may only have 21lb ft of torque, but it all arrives in a big dollop right at the bottom of the rev range making it very handy at low speed. The distinctive exhaust note is also great around town, as it means even the most absent-minded Londoner can’t help but hear me coming as I make my way through the throng of traffic.

The fuel economy is proving to be just as impressive around town as it was on the motorway, and at the end of my ride to the office and back I’ve clocked 204 miles and the fuel gauge is showing I’ve got a third of a tank remaining. Honda’s claimed 240-mile fuel tank range is completely honest and correct. Given that this is a brand new bike with very low miles on it (and therefore probably even better fuel economy to come) those are some seriously impressive results.

What’s it like for pillions?

I’ve taken three people out on the back of the GB350S and each of them loved it. There’s nothing as standard for a passenger to grab hold of, but with the modest performance softened further by the extra weight, it’s not really needed. What all three passengers did comment on was the seat comfort and ergonomics, with each of them liking the size of the seat and the comfortable position of the footpegs.

Are there any bad bits?

On the whole, no, not really. For what it is and taking into account its price, there isn’t a lot to dislike about the new GB350S. The front brake is a little underpowered and wooden feeling for my taste, but with strong engine braking, it’s not like I need to hammer on the anchors with any real vigour. Would I like an extra ten bhp? Well, yes, but when you’re in the sub-100bhp bracket a little extra oomph is always welcome. What I wouldn’t want, is to gain power and lose character, as one of the GB350S’ best features is that delightful engine and the way it goes about getting down the road.

Honda GB350S verdict

After around 500 miles and two weeks of use, the little Honda has been the perfect bike to ease into the 2025 riding season. It’s a machine that seems almost purpose-built for crisp spring mornings and hazy late afternoon trips to the local biker cafe. Take the GB350S for what it is, and settle into its relaxed demeanour, and you’ll never be disappointed.

Fast, it may not be, but it is very entertaining to ride and with charm and character in abundance. It's hard not to crack a smirk every time I ride it. Adding to that feel-good factor is the cost, both to buy and run. For a shade under £4,000 you are getting a seriously accessible bike, that doesn’t scrimp on kerb appeal, is as easy to ride as a bicycle and looks absolutely brilliant. My only real regret is not snagging one for a couple of weeks longer.

More information on the new GB350S can be found on the Honda UK website.

2025 Honda GB350S specs
 

Find the latest motorcycle reviews on Visordown.com