2021 Honda Rebel 300 vs. 2021 Royal Enfield Meteor 350 Comparison Review

Admin · July 23, 2021

The battle between royalty and rebellion is a story told throughout human history. In the recent history of motorcycles, however, it’s the Honda Rebel that has a 36-year lock on the beginner cruiser market with its tractable engine, low seat height, and what we’ve called “mini-Harley” styling.

Two different takes on small-displacement cruisers. The sovereign Rebel 300 versus the new Meteor 350. (Jeff Allen/)

Now Royal Enfield mounts a resistance with its classically styled 2021 Meteor 350. By emulating the attractive characteristics of the original Rebel—which are still present in the 2021 model—the new RE boasts a similar combination of beginner-friendly power and small dimensions, but its looks are a nod to cruisers of the past. Does the Meteor have the power, handling, character, and componentry it takes to reverse the roles in the current Rebel-ruled hierarchy? After gathering performance data on our in-house Dynojet 250i rear-wheel dynamometer and braking/acceleration information at the air strip, Cycle World Senior Editor Morgan Gales and I cruised Southern California’s megalopolis to find out.

The City of the Angels in sight. A combination of roads and freeways acted as the testing grounds after the hard numbers were pulled. (Jeff Allen/)

How Do Power Figures Compare Between the Honda Rebel 300 and Royal Enfield Meteor 350?

The Honda Rebel 300 and Royal Enfield Meteor 350 provide power that can—and often must—be used in its entirety across the diverse roadways to, from, and around the city. Comments are often made that a rider cannot tap into a 100-plus-horsepower motorcycle’s full power potential on the street. Those complaints can be silenced with the gentle thrum, or “beat,” of these two single-cylinder engines. On the Cycle World dyno, the Rebel’s 286cc liquid-cooled motor produced 25 hp at 7,640 rpm; the Meteor’s 349cc air/oil-cooled unit produced 17.9 at 6,070. Every hoof and muscle from these ponies is used in almost every situation, from low-speed maneuvering to straight shots down interstates; you can literally push these bikes to their limit in everyday riding.

Don’t let displacement fool you, the Honda Rebel’s 286cc single produced more horsepower than its 349cc competitor. (Jeff Allen/)

During acceleration, that 7.1 hp difference is discernible. While the Meteor’s mellower power output results in a leisurely 0–60-mph time of 12.34 seconds, the quick-revving Rebel does it in 7.85. Gales noted: “The Rebel 300′s engine spins up quickly and revs significantly higher than the Meteor’s, putting out snappy power throughout more of the rev range. I kept finding myself bouncing off of the rev limiter on the Meteor, asking more of it when it just didn’t have more to give.”

This 349cc air/oil-cooled single produces a flat torque curve. A great characteristic that is commonly found on cruisers of larger displacements as well. (Jeff Allen/)

Comparing These Small-Displacement Cruisers’ Torque Curves

While the Enfield does give up some peak power, it delivers a fantastic cruiser torque curve, with 18.2 peak pound-feet at a low 2,800 rpm, whereas the Honda hits its 17.6 peak at 7,320. The dyno charts show the Meteor holding an impressively flat curve that reaches 16 pound-feet at just 1,800 rpm, remains flat around its peak until just past 4,000 rpm, then starts to gently slope downward until the rev limiter cuts in at 6,800 rpm (stated redline is 7,000). By comparison, the Rebel’s torque curve shows a 10 percent dip in the midrange before it travels up to its peak much later in the rev range, falling off significantly after that peak until it hits the 10,400-rpm rev limiter. On the road, this translates to a more torquey delivery right off the line for the Meteor, which makes it a pleasure to ride from stoplight to stoplight; it really takes the rush out of rush hour and is exceptionally relaxed in town. But the Rebel’s additional peak power and quicker, longer-revving character leads to faster acceleration overall.

In a fast-paced world the Meteor’s mild-mannered engine can be refreshing. Although speeding traffic may dictate otherwise. (Jeff Allen/)

In fact, on Los Angeles freeways, where traffic often flows 80-85 mph (when it’s not stopped), the Rebel has just enough top speed in sixth gear to leave a bit in reserve (the highest speed we saw on the LCD dash during testing was 91 mph). The Meteor’s needle pointed to 75 in its top (fifth) gear with the throttle wide open. As Star Trek’s Scotty would say, “I’m givin’ her all she’s got, Captain!”

Clutch pull on the Rebel is effortless. (Jeff Allen/)

Clutch modulation, the practice of feeling and controlling engagement through the clutch lever while feeding in throttle from a stop, can be a major obstacle for beginners. A feather-light clutch pull, aided by a slipper and assist function, is the Honda solution, and the Rebel shines here with its easier pull. The Meteor’s lever is thicker and requires more effort, which introduces hand fatigue if the bike is kept in gear while waiting out multiple stoplights.

Two Different Ways of Handling Things

While both motorcycles are designed to cruise, their individual handling characteristics are markedly different. The Meteor’s 41mm telescopic fork and twin shocks offer a plusher ride than the Rebel’s firmer suspension. The Meteor’s relaxed damping, particularly on rebound, meant wallowing and extra bounce on rough or undulating roads. Aside from that, the ride was comfortable and compliant. Just relax a little.

Shocks on the Rebel 300 (left) and Meteor 350 (right). (Jeff Allen/)

The Rebel’s low-slung weight and firm 41mm fork and twin shocks make the 300 a more sporty companion on winding roads, like those found around Elysian Park, and the tight residential neighborhood streets leading up to the Hollywood sign.

Riding the Meteor is comfortable and stable at highway speeds, but springy suspension limits how hard it can be pushed when compared to the Rebel. (Jeff Allen/)

Considering the Meteor’s relaxed ride, I wouldn’t completely fault the suspension settings. It’s stable on the freeway, and overall city riding is comfortable. But it shows its limitations when pushed, even down to the amount of engine power as it relates to harder cornering. Compared to the Meteor’s 17.9 hp and its Cycle World-measured 421 pounds, the Rebel’s power to weight ratio (25 hp:372 pounds) allows it to be pushed harder.

“Tip-in feel on the 350 is great, but you rarely find yourself wanting to go fast enough to need any real lean angle,” Gales said. “And where I would typically use throttle to straighten out and pull myself out of a turn, the Enfield just wasn’t strong enough to have the desired effect.”

Firm suspension and low CG make the Rebel an engaging ride. (Jeff Allen/)

Best to keep it cruise-y on the Meteor. The Rebel, while firmer but quite comfortable at normal city-riding speeds, does offer extra performance headroom and is simply easier to ride at a swifter pace on winding roads.

Stopping Power: ByBre Versus Nissin

The additional 49 pounds and budget-conscious ByBre brakes carried by the Meteor contribute to its longer stopping distance. Braking from 60–0 mph resulted in 158.78-foot (Meteor) and 141.3-foot (Rebel) distances; the additional 17.48 feet it takes to stop the Meteor is significant, equal to just over the average length of a large SUV. Los Angeles’ stoplight-riddled cityscape is the ultimate urban test of brakes, further highlighting the mushy performance of the Meteor. The need to look down at the brake pedal and make sure your foot is actually pushing it down is evidence of the Meteor’s noncommunicative rear brake. Front brake lever feel is not much better; there’s a spongy response from the ByBre calipers versus the Rebel’s stronger, more communicative Nissins. Sorry, RE; Big Red won this round too. However, it’s interesting to note that in our 1985 testing, the Rebel 250 (at a feathery dry weight of 316 pounds) delivered a 60-0-mph braking distance of 112 feet, which neither the Meteor nor current Rebel 300 can beat.

Back-to-back riding and test numbers don’t lie. The Royal Enfield’s ByBres have room for improvement. (Jeff Allen/)

On the Thrones

For riders over 6-foot, peg-to-seat position on the Rebel is cramped (left) whereas the Meteor’s ergos are more neutral (right). (Jeff Allen/)

When coming to a stop, a short reach to the ground to stabilize the bike instills confidence in new or shorter riders. The Rebel’s seat line takes a bobber-like swoop, dipping to a 27.3-inch seat height; the Meteor’s takes a less drastic slope to 29.7 inches. With its peg and handlebar positioning, the Rebel put my knees higher than is comfortable for my 6 feet, while also making my arms more outstretched than was comfortable. Gales found the Rebel’s reach to the bars more comfortable for his 6-foot-4-inch height. Where the Honda wraps me around the 3.0-gallon peanut-shaped tank, the RE has a neutral riding position centered over a bulbous 4.0-gallon tank; the overall design is a shout-out to motorcycle designs from 40-odd years ago. I found myself more inclined to take the Meteor on daylong rides, since it has a comfortable 90-degree bend at the knees and a relaxed reach to the bars. The comfort of the broad, well-padded Meteor saddle invites a tour, whereas the Rebel’s firm solo seat numbed the, uh, interface of both testers after about 90 minutes of riding. Range on both bikes is quite good, thanks to the Rebel’s average of 57.8 mpg and the Meteor’s of 60.1.

A throne fit for those long days of riding. (Jeff Allen/)

Baubles and Pricing

Cruiser riders generally look for high levels of fit and finish, and that carries down even to these small-displacement cruisers. Our Meteor test unit was up-spec’d to Supernova trim ($4,599), which includes tank badges, chrome detailing, unique colors, a windscreen, and passenger backrest to give it a boost in appearance. Other key accessories included on the Meteor across all trim levels are Royal Enfield’s Tripper navigation system, a USB port, centerstand, ABS, and a passenger seat. While some of the wiring is sloppily wrapped, and footpegs and levers are thick and unrefined, these are merely a few quirks of an attractive overall design.

The base-model Meteor includes a healthy list of features. The Supernova trim (shown here) takes it a little further with badging, chrome accents, and additional rider/passenger comforts. (Jeff Allen/)

The Rebel has blacked-out details and tidily wrapped wiring, and adds ABS in top trim. To deck out the Rebel similarly to the Meteor, it’s necessary to shop Honda’s accessories catalog: A short windscreen ($264.95), passenger seat ($139.95), and passenger backrest ($109.95), all options, push the price above $5K. The decorated Meteor definitely has added value considering its $300 lower price versus the Rebel’s $4,899 MSRP (with ABS).

Our Rebel test unit came with ABS which correlates to a higher price tag. (Jeff Allen/)

Both royalty and rebels fight for the same happy territory: wallet-friendly small-displacement cruisers virtually anybody can ride and enjoy. In the end, though, the Meteor is a classically styled stunner packing loads of charm along with additional cruiser comforts at a nice price, but its relative lack of performance ultimately lets it down. The Rebel provides more power, sporty handling, better stopping power, and a package that riders can grow into. It’s basically just as easy to ride as the Meteor at a slower pace, and virtually as comfortable, while providing more flexibility due to its larger performance window. As a result, the Honda Rebel still reigns supreme.

In the end, it is the Rebel 300 that won this skirmish of the singles. (Jeff Allen/)

Specifications:

2021 Honda Rebel 300 ABS

2021 Royal Enfield Meteor 350 MSRP: $4,899 (ABS) $4,599 (as tested) Engine: DOHC, liquid-cooled single-cylinder; 4 valves/cyl. Air/oil-cooled single-cylinder Displacement: 286cc 349cc Bore x Stroke: 76.0 x 63.0mm 72.0 x 85.8mm Compression Ratio: 10.7:1 9.5:1 Transmission/Final Drive: 6-speed/chain 5-speed/chain Cycle World Measured Horsepower: 25.0 hp @ 7,640 rpm 17.9 hp @ 6,070 rpm Cycle World Measured Torque: 17.6 lb.-ft. @ 7,320 rpm 18.2 lb.-ft. @ 2,800 rpm Clutch: Wet, multiplate, cable actuated Wet, multiplate, cable actuated Engine Management/Ignition: Electronic fuel injection w/ 38mm throttle bodies Electronic fuel injection w/ 32mm throttle bodies Frame: Diamond type Twin downtube spine frame Front Suspension: 41mm telescopic fork; 4.8 in. travel 41mm telescopic fork; 5.1 in. travel Rear Suspension: Twin shocks, 3.8 in. travel Twin emulsion shocks, preload adjustable, 3.5 inch travel Front Brake: Nissin hydraulic caliper, single 296mm disc w/ ABS ByBre 2-piston caliper w/ 300mm disc w/ ABS Rear Brake: Nissin hydraulic caliper, single 240mm disc w/ ABS ByBre 1-piston caliper w/ 270mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 16 x 3.0 in. / 16 x 3.5 in. Alloy; 19 in. / 17 in. Tires, Front/Rear: Dunlop D404F; 130/90-16 / 150/80-16 Ceat Zoom Plus; 100/90-19 / 140/70-17 Rake/Trail: 28.0º/4.3 in. 26.8º/4.3 in. Wheelbase: 58.7 in. 55.1 in. Ground Clearance: 5.9 in. 6.7 in. Cycle World Measured Seat Height: 27.3 in. 29.7 in. Fuel Capacity: 3.0 gal. (0.6 gal. reserve) 4.0 gal. Cycle World Measured Wet Weight: 372 lb. 421 lb. Contact: powersports.honda.com royalenfield.com

Performance Numbers

CW Measured Performance

2021 Honda Rebel 300 ABS

2021 Royal Enfield Meteor 350 Horsepower 25.01 hp @ 7,640 rpm 17.86 hp @ 6,070 rpm Torque 17.59 hp @ 7,320 rpm 18.21 hp @ 2,800 rpm Fuel consumption 57.8 mpg 60.1 mpg Quarter-Mile 16.53 sec. @ 75.93 mph 18.77 sec. @ 68.02 mph 0–30 2.42 sec. 3.41 sec. 0–60 7.85 sec. 12.34 sec. 0–100 N/A N/A Top-Gear Roll-On, 40–60 mph 9.22 sec. 11.94 sec. Top-Gear Roll-On, 60–80 mph 12.49 sec. N/A Braking, 30–0 35.27 ft. 39.05 ft. Braking, 60–0 141.3 ft. 158.78 ft.
Test riders Serena (front) and Morgan (back) gearing up. (Jeff Allen/)