How’s this for a mind-bender? The ‘new’ Jawa 350 is an updated version of the Jawa Standard, which was also called the Jawa Classic and the ‘Jawa Jawa’. The multiple names came about to distinguish the bike from other Jawa models, but as far as I’m concerned, they just ended up being rather confusing. Still, this particular model is one that sees a number of changes and upgrades because the older models had well-reported issues. The question is, have those changes worked?
Full disclaimer: I’ve always been a big fan of the way the Jawa looks. It’s a bike I would have gladly bought when it was first launched, had it not been for the various issues I mentioned. It’s still a smashing-looking bike, and it has a better presence now because of a few design tweaks — bigger fenders, broader tyres, and a fatter seat — along with a longer-travel front suspension. The finish of the paint and chrome are also much better now, and the overall aesthetic effect is top-notch, including things like panel fitment and the quality of the switches. In any shade — but especially Mystic Orange — the Jawa 350 looks stunning. In terms of its dimensions, it’s a little larger than before, but it’s still a very compact bike compared to the competition. Some might say that the visual changes don’t go far enough, but why meddle too much with something that looked good to begin with?
In terms of features, the Jawa 350 still lags behind the competition. The lights are still halogen (no LEDs), and the digi-analogue instrument console (speedo, fuel gauge, odo and trip metres) is still hard to read; these may not be deal-breakers for those who are primarily concerned with the bike’s looks and performance, however.
What’s the most significant mechanical change? The engine. Earlier, the bike had a 293 cc engine, but that’s been cast aside for a 334 cc unit — the same one that does duty on the 42 Bobber and the Perak (more displacement is always good). The engine has been de-tuned in terms of power output, with 4 bhp less at 22.2 bhp, but that’s been compensated with a bump in torque; it gets 1 Nm more (28.1 in total), and peak torque arrives earlier in the rev range. These changes have been carried out to give the Jawa a distinct character, so as not to make it similar to the Perak and 42.
When you fit a bigger engine on a bike, you have to make some changes to its chassis; in this case, the twin-downtube unit has been revised, leading to some dimensional changes — 13 mm more ground clearance at 178 mm (which is more than the Royal Enfield Classic 350), an increased seat height of 802 mm (from 765 mm), a longer wheelbase of 1,449 mm, more travel in the front forks and the rear dual springs, wider tyres front and rear (100/90-18 and 130/80-17), and a heftier kerb weight of 194 kg, which is essentially the same as the Classic 350. Braking duties are taken care of by single-disc units’ front and rear, fitted with dual-channel ABS.
The increased seat height means that those who are a bit on the shorter side may find getting on the bike more of an effort. Once on the seat, however, the riding position is very comfortable and upright, and the seat itself has much better padding, which means less of a sore backside over longer distances.
As soon as you begin riding the bike, you can feel the difference in the character of the engine over the older bike. Earlier, you would have to rev the engine harder to reach its peak torque point, whereas now there’s a much more robust mid-range that makes a big difference to the way the bike moves. City riding is definitely a better experience since you can easily ride around at slow speeds without having to downshift and without any complaints from the engine.
From those slow speeds, in sixth gear, all it takes is a good twist of the wrist to accelerate all the way from 50 kph to its top speed. Vibrations are also well controlled until around 90 kmph, after which they become (somewhat) apparent — but that’s the case with other bikes in this category as well. The exhaust note has changed too — it’s now much deeper and sounds more substantial. There’s a slipper clutch at hand, helping to make gear shifts very smooth and light, and the clutch lever’s action is light too. If you keep accelerating, the vibrations from the handlebar and footpegs will become a bit intrusive for sustained riding, so the sweet spot is between 90 and 100 kmph. Deceleration is a smooth affair, too, with no unseemly fuelling issues. Overall, the drop in outright power has certainly not harmed the engine’s performance.
The changes to its chassis have made the Jawa 350 a far more enjoyable and capable bike to steer around. There’s more stability on offer because of the changes to the tyres, wheelbase, and geometry, which in turn leads to more confidence when you corner the bike hard. Despite its weight having gone up, the Jawa is easy to flick from side to side through a series of fast corners and also longer, sweeping ones. The feel from the brakes is top-notch, too, with a quick bite as soon as you pull the lever, no brake fade after some hard riding, and a non-intrusive ABS.
Here’s the downside, and it’s been the downside on all Jawas — the suspension is still rather stiff. Ride at a reasonable pace over some broken roads, and you’ll feel every bump coming through, unlike on a Royal Enfield. It’s a bit annoying after a while, so you’ll need to slow down a bit over anything but smooth tarmac. That said, cruising down a well-paved highway is a very enjoyable experience, and the Jawa 350 doesn’t feel unsettled in these conditions.
What are the improvements on the bike, then? Far better fit and finish, excellent mid-range grunt, more assured braking, better ergos and superior handling, not to mention a gorgeous design. The demerits? The stiff ride quality and the almost total lack of modern features, mainly. There’s also the question of its price — at Rs 2.15 lakh, it’s more expensive than its main rival, the Royal Enfield Classic 350, and it’s hard to justify this premium; it should ideally have had a sub-Rs 2 lakh sticker price. Still, it’s now the bike the Jawa should have been from the get-go, which is saying something.
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