When Royal Enfield announced the Bear 650 in late 2024, many were intrigued: could the company take its popular 650 twin engine and give it enough flavour and capability to compete in the scrambler / mixed-road segment? The Bear 650 is essentially scrambler-styled, built off the Interceptor / INT 650 platform, but with changes to make it more adventurous. For riders tired of purely street bikes but not ready for a full adventure bike, the Bear offers a middle ground: style, usable power, off-road hints, and that classic RE soul.
It’s not perfect, but it’s interesting. Let’s see what it brings, where it shines, and where it struggles.
Performance / Key Capabilities
What you get under the Bear’s tank is very familiar to anyone who has ridden or read about the Interceptor / Continental GT twins:
- A 648 cc parallel-twin, air/oil cooled, SOHC with 8 valves.
- Peak power is roughly 47 hp (exact number varies slightly by market: e.g. ~47.4 PS / ~34.9 kW) at ~7,150 rpm.
- Peak torque ≈ 56.5 Nm at around 5,150 rpm.
So, it isn’t a rocket, but this kind of tune delivers a strong mid-range pull — enough to be enjoyable in town, on highways, and reasonable on gentle mixed terrain. The 6-speed gearbox, light clutch pull, and smooth, well-balanced motor help; there’s enough grunt to overtake, and enough refinement that vibration is kept under control.
Where it’s less strong is in true off-road challenges: while the scrambler styling suggests some trail work, the Bear’s suspension is not fully adjustable (aside from rear preload), the shocks are judged a bit stiff by lighter riders, and wheel travel/clearance are modest for rough terrain.
In weight and seat height terms, it feels substantial: wet weight is about 476 lbs (≈ 216 kg) with 90 % fuel and oil. Seat height is 32.7 in (≈ 830 mm). For shorter riders, that height plus the weight means more effort mounting, balancing, and manoeuvring at low speed.
Design / Comfort / Style of Bear 650
This is where the Bear 650 leans heavily into its appeal:
- Style cues: Scrambler-style seat (flat, long, allowing rider to shift forward/back), number boards (side panels) reminiscent of classic desert/off-road race bikes. The paint schemes are distinctive: Boardwalk White, Wild Honey, Petrol Green, Golden Shadow, and the special Two Four Nine edition honouring Eddie Mulder’s win in the Big Bear Run.
- Wheels & tyres: 19-inch front / 17-inch rear spoked alloy rims with off-road/dual-purpose tyre profiles (MRF Nylorex-X) to give grip on less than perfect surfaces and that rugged look
- Suspension: Upside-down 43 mm Showa front fork, and dual Showa shocks rear with 5-step preload adjustment. Travel is ~5.1 in front and ~4.5 in rear.
- Ergonomics/comfort: The seating is flat to allow movement, more legroom compared to Interceptor in terms of knee room; handlebars are higher, more “open cockpit” feel. But seat padding is on the thinner side; sustained hours in the saddle (or with a passenger) show discomfort creeping in.
Aesthetically, the Bear 650 succeeds: it’s rugged, appealing, with lots of vintage touches and balanced proportions. In traffic and parking, it feels like a big bike — the weight reminds you. On twisty roads and highways, the comfort is acceptable; on rough/unfinished roads, you notice the limits (seat padding, shock absorption).
Features & Technology
Royal Enfield has bundled quite a few functional/modern features with the Bear, not just style:
- LED lighting all around: headlamp, indicators, tail light. These give better visibility and a crisp look.
- TFT display with Tripper Navigation (from the Himalayan 450), smartphone connectivity, etc.
- Switchable rear ABS: dual-channel ABS standard, but the rear ABS can be disengaged for loose or off-pavement riding.
- Clutch: wet, slip-assist clutch which helps with lever feel and less fatigue in stop-go.
- Other bits: premium finish (blacked engine cases, rugged styling), functional grips, downpipe exhaust layout (rather than an up-pipe) to reduce heat and ease luggage fitment.
Not super high in terms of electronics (no multiple ride modes beyond ABS toggle, no semi-active suspension, etc.), but what it does have feels well-thought-out for its class.
Also Read: The 2025 Suzuki GSX-8R Hits India with OBD-2B Compliance and Thrilling Features
Specifications (with exact numbers where possible)
Here is a more consolidated spec sheet (global / India / U.S., where data is available). Some values vary slightly by market and measurement standards.
| Specification | Value |
|---|---|
| Engine type | Air/oil-cooled, SOHC, 8-valve, 270° parallel twin |
| Displacement | 648 cc |
| Bore × Stroke | 78 mm × 67.8 mm |
| Compression ratio | 9.5:1 |
| Max power | ~47 hp (≈ 47.4 PS / ~34.9 kW) @ ~7,150 rpm |
| Max torque | ~56.5 Nm @ ~5,150 rpm |
| Transmission | 6-speed manual, slip-assist clutch |
| Frame | Tubular steel double cradle, reinforced steering head and subframe compared to Interceptor |
| Front suspension | 43 mm Showa inverted (USD) fork, ~5.1 in travel |
| Rear suspension | Dual Showa shocks, 5-step preload adjustment, ~4.5 in travel |
| Wheels / Tyres | 19-inch front, 100/90-19; 17-inch rear, 140/80-17; spoked alloy rims; tyres – MRF Nylorex-X etc. |
| Brakes | Front: single 320 mm disc with 2-piston ByBre floating caliper; Rear: 270 mm disc, 1-piston floating ByBre; dual-channel ABS, switchable rear ABS. |
| Seat height | ~32.7 in (≈ 830 mm) |
| Wet weight | ~476 lbs (≈ 216 kg) with 90 % fuel & oil |
| Fuel capacity | 13.7 litres (≈ 3.6 gallons in some markets) |
| Colours / Variants | Five colour variants: Boardwalk White, Wild Honey, Petrol Green, Golden Shadow, Two Four Nine (special edition) |
Comparison with Competitors / Alternatives
To understand where the Bear 650 stands, it helps to compare it with a few likely rivals in the scrambler / mid-capacity road-plus-dirt segment.
| Rival | What they do well | How Bear 650 is similar / better / weaker |
|---|---|---|
| Triumph Scrambler 900 / 400-series | Bear is more style-oriented, more “scrambler swagger” than a Versys, which is more adventure-oriented. But Bear’s limitations in travel, tyre grip, suspension tuning mean it’s less suited to hard off-road. | More premium components, possibly better off-road capability, and higher power in 900. Better suspension, more refinement in many cases. |
| Kawasaki Vulcan / Versys / middleweight standards | Versys / dual-purpose bikes give more travel, more road & trail capability, more power or better handling in technical terrain. | The Bear 650 improves on visuals, adds a USD fork, better tyres, switchable rear ABS, more ground clearance and off-road style. But you pay for that: stiffer ride, possibly more maintenance, slightly more weight. |
| Royal Enfield’s own Interceptor 650 / Continental GT 650 | Other mid-size scramblers (for example, those from KTM, Husqvarna, or smaller Japanese brands) | Might offer lighter weight, higher performance, more electronic aids (ride modes, traction control, etc.). |
| More mature street platforms, proven track record, slightly lower seat height, and more comfort in purely urban or highway usage. | Bear wins in price vs. premium brands, and its character — distinctive sound, retro charm. But loses in outright performance, tech richness, and for riders who prioritise lap times or hardcore off-road. | Might offer lighter weight, higher performance, and more electronic aids (ride modes, traction control, etc.). |
Ownership / Real-World Experience (Pros and Drawbacks)
Pros
- Character & style: Many owners and reviewers comment on how striking the Bear looks, how it evokes classic scrambler/desert race heritage. It’s a bike that draws attention.
- Mid-range usability: The torque delivery at lower revs, combined with that six-speed box, means it’s versatile: city rides, highway cruising, twisties are all doable without constantly being at redline.
- Good build & features for its price: LED lights, Tripper navigation, switchable ABS, modern tyres, etc. These features are not always standard in this class.
- Comfort as a standard road scrambler: For moderate distances, the seating, legroom, and ergos are better than many pure street bikes. It has enough stability for longer rides.
Drawbacks
- Ride firmness/suspension limits: Especially for lighter riders, shocks feel stiff or harsh; on poor roads, the Bear can be jolty. Full travel is limited, and rough terrain will expose those limitations.
- Seat comfort & pillion: Seat padding is thin; long hours hurt. Also, pillion comfort is less than ideal. The weight adds fatigue when riding or manoeuvring at low speeds.
- Weight & low-speed handling: At ~216 kg wet, it’s not light. Manoeuvring in traffic or parking is more effort. For novices, balancing and managing at stops takes getting used to.
- Off-road compromise: Although it takes well-maintained dirt roads, it’s not built for hardcore trail or enduro-style usage. Tyre grip, suspension travel, ground clearance, and lack of protective elements might limit use.
- Power limits: For riders used to high-revving bikes or bigger displacement, 47 hp is modest; to extract maximum performance, it requires staying in the mid-upper revs, which can reduce comfort / increase vibration / reduce fuel economy.
Pricing & Market Status (availability, discontinued or current, etc.)
- The Bear 650 is current (as of mid-2025) — not discontinued, being rolled out in various markets.
- In India, ex-showroom prices are approximately ₹ 3,46,330 for the base Boardwalk White, going up to ~ ₹ 3,66,760 for premium colour/variant editions.
- In the U.S., the MSRP is around US$6,849 to US$7,199, depending on variant (colour, special edition).
- Delivery started in India around 5 November 2024.
So pricing is competitive in its class: more expensive than many single-cylinder light scramblers/adventure bikes, cheaper than premium European / Japanese middleweights that are more off-road capable. For many buyers, price vs style vs features will be compelling.
Also Read: Upcoming Royal Enfield Motorcycles: From Guerrilla 450 to Classic 650
Comparison with Competitors / Alternatives (Revisited Briefly)
Since we already did a general comparison above, here’s how real ownership/perception stacks up:
- For someone choosing between the Bear 650 and an Interceptor 650: you’ll get more attitude, more off-road look, a bit more “go anywhere” but less comfort for long touring, especially with a pillion.
- Versus a small adventure bike (say, 500-600 cc class, dual-purpose): Bear may lose out in suspension travel, protection, and off-road durability. But Bear wins in lower maintenance, simplicity, and lower cost of ownership (tires, parts) in many markets.
- Against premium scramblers: Bear 650 likely loses some finesse, resale value, and head-turning in speciality circles, but competes strongly on value and sheer enjoyment per rupee or dollar spent.
Conclusion
The Royal Enfield Bear 650 is much more than a styling exercise. It’s a carefully considered scrambler-leaning motorcycle that leans into its roots while offering enough power, features, and personality to make it a solid choice for riders who want more than just pavement cruising.
If you want a bike that looks rugged, delivers torque, handles highway sweeps, and can handle light dirt / broken roads, the Bear will likely put a grin on your face. But if your routes include serious trails, long hours, regular pillion riding, or you demand the highest performance/electronics, then you’ll need to accept its compromises or look elsewhere.
For someone new, the Bear is a good starter into mid-capacity scramblers: it teaches you weight, curve-entry, and torque usage without overwhelming power. For enthusiasts, it’s a character piece: not the fastest, not the softest, but real, honest, scrambler-flavoured fun.
FAQs
Is the Bear 650 good for off-road / trails?
A: It’s decent for light / maintained dirt roads, gravel, and broken pavement. But it’s not built for hardcore trail riding (heavy rock sections, big jumps, mud, etc.). Suspension travel, tyre tread, and ground clearance limit it.
How is the fuel economy/range?
A: Depends on riding style and region, but with a ~13.7-litre tank and mid-range torque, you can expect decent economy. In India, the ARAI figure is quoted around 22 kmpl. Real-world range may be somewhat less under spirited or mixed terrain riding.
Is it easy for shorter riders?
A: The seat height (~830 mm / 32.7 in) plus the weight makes it a bit challenging. Some may require flat feet, and caution when stopping. But once moving, comfort is okay; handling in corners and on the highway is good. If you’re under ~168-170 cm, you’ll want to try it firsthand.
How does maintenance/reliability look?
A: Given that it shares many parts and architecture with the tried-and-tested Interceptor / Continental twins, reliability is likely to be good. Parts and servicing are more accessible than exotic brands. However, because of a heavier load, occasional off-road, and premium finishes, there may be a greater need to check suspension, tyres, bolts, etc. than a simpler commuter.
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