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ADV NewsRoyal Enfield Bear 650 First Ride Review

Royal Enfield Bear 650 First Ride Review

Based on the INT 650, the new scrambler promises versatility with a sixties twist.

Published on 12.02.2024

“I could smell the dust.
“Then…I was in the dust.
“And I just started to reel him in.”

“Fast” Eddie Mulder’s eyes sparkled as he recounted that day in 1960, when at the age of 16 he outraced 764 other competitors to win the no rules, run what ya brung Big Bear Run in California’s Mojave Desert, aboard a 500cc Royal Enfield Fury. Fast forward 64 years and Royal Enfield is a resurgent player in the global market, and their latest offering is an homage to guys like Fast Eddie—albeit with a hefty dash of 21st century sensibility.

Royal Enfield Bear 650 scrambler review

The 2025 Bear 650 is a scrambler-ized Int 650, with a longer, stiffer 43mm Showa Big Piston USD fork with a modest 5.1 inches of travel, 2-into-1 upswept exhaust, strengthened frame and subframe, increased ground clearance (7.24 inches), twin 4.5-inch travel coil-over shocks, dirt-worthy tires and a distinct vintage aesthetic.

Royal Enfield Bear 650 scrambler review
Royal Enfield Bear 650 scrambler review

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The 6-speed gearbox and 47-horsepower air- and oil-cooled 648cc parallel twin are unchanged, but Royal Enfield says that the Bear’s 2-into-1 exhaust enabled them to increase torque across the powerband from a max of 38.6 to 41.6 lb-ft at 5,150 rpm. Other differences to note include a 19-inch front and 17-inch rear wheel, a wide handlebar with cross brace, switchable rear ABS, full LED lighting front and rear and a 4-inch TFT display.

First Impressions

Our first ride aboard the Bear 650 began and ended, fittingly, in the Mojave Desert, looping up to the mountain town of idyllwild before returning via the famous Palms to Pines Scenic Byway. We were given one brief opportunity to test the Bear’s dirt chops on a short but surprisingly technical stretch of trail, but the vast majority of the route was on pavement: highways, city streets, high-speed sweepers and tight, sometimes frost-heaved mountain twisties. The Royal Enfield guys explained apologetically that their original route included a lot more dirt, but recent wildfires nixed that plan.

Royal Enfield Bear 650 scrambler review

All well and good, as I found the Bear 650 to be a capable and fun street bike. My first impression upon walking up and swinging a leg over was that, like its Int 650 cousin, it looks and feels bigger than on paper. Royal Enfield says the Bear weighs in at 476 pounds with its 3.6-gallon fuel tank 90% full, and despite the additional ground clearance the seat isn’t stratospherically high at 32.7 inches. With a 57.5-inch wheelbase it stretches its legs a bit longer than, say Triumph’s Street Scrambler, and the wide handlebar is canted a bit more forward than I’d like; the explanation I heard is it needs to be positioned as such to allow for the fork clamps to be tightened during assembly. Footpegs are comfortably underneath the rider’s hips with plenty of legroom; taller riders will appreciate the relaxed knee bend and transitioning to an off-road attack stance is easy peasy.

Royal Enfield Bear 650 scrambler review
Royal Enfield Bear 650 scrambler review

The round Tripper TFT dash includes all the necessities including speed, RPM, fuel level and trip/odometer, plus phone connectivity and Google Maps navigation. The display is elegant at the slight cost of practicality; the thin bars representing fuel level and RPM are not easy to read at a glance. However, the Tripper display is another way that Royal Enfield seems to be signaling a commitment to an improved fit-and-finish and rider experience. 

On The Road

Royal Enfield Bear 650 scrambler review

Despite feeling a bit large, the Bear is more of a puppy dog once underway. Fueling is smooth and predictable and the 320mm front/270mm rear single disc brakes provide ample stopping power without feeling grabby. The 650 twin puts out enough power and torque to feel lively, pulling away smoothly from stoplights and passing without too much drama so long as you keep your speed reasonable. As promised the torque curve didn’t feel terribly curvy, pulling steadily to about 7200 rpm, which is where I felt inclined to shift.

Royal Enfield Bear 650 scrambler review

In city traffic the Bear’s easy to handle personality makes it a confidence-inspiring ride–once you get used to the clutch engagement point, which is way out at the end of the lever throw. And at the necessary speeds on California interstate highways the ride is smooth, with few vibes transmitting through the pegs, seat or grips. It’s still a scrambler, so windblast is a thing, but not unexpected.

The Bear’s twisty road handling is what I like to call point-and-shoot. It is, for the most part, stable and predictable. Just aim it where you want to go and trust it will go there. The longer, stiffer (though non-adjustable) Showa Big Piston USD fork and beefed-up frame contribute to the Bear’s confidence. However, a real shortcoming is the rear shocks; they don’t feel quite matched to the relatively plush front suspension and compliant frame. But considering the Bear 650 retails for just $6,849 (in 2024!), swapping out the preload adjustable-only stock shocks for something more capable isn’t unreasonable.

Royal Enfield Bear 650 scrambler review

The wide, forward handlebar, meanwhile, is a subjective preference. I quickly learned to live with the Superman-style arms and leaned into the extra width to push the Bear 650 through corners; if anything it made the bike feel more nimble. That said, your mileage may vary, and other riders in my group grumbled a bit. Between the wide handlebar, relaxed knees and surprisingly comfy flat scrambler-style seat, I found little to grumble about comfort-wise.

In The Dirt

I was just getting comfortable with the big Bear 650’s on-road persona when our group leader pulled us onto the shoulder and turned onto a dirt road leading into the desert hills. Time to do some scramblin’!

Royal Enfield Bear 650 scrambler review

The Bear’s 19-inch front and 17-inch rear wheels are shod in MRF rubber with a tread pattern that bore a striking resemblance to the Pirelli Scorpion Rally, featuring large gaps between the lugs that act as shallow paddles in sandy conditions. I was glad to have them, as I stood up, leaned back and throttled my way through a sandy wash. The Bear is clearly not in its element in sand, suddenly feeling big, heavy and a bit ponderous, and my confidence took a bit of a dive. I dialed back my enthusiasm and focused on the next stretch: a small hill scarred with ruts. 

Royal Enfield Bear 650 scrambler review

As I turned up the hill, chose my line, glued my eyes to the top and committed to the throttle, I found myself feeling surprisingly relaxed. The Bear 650 didn’t magically transform into a WR450F, but it picked its way up the hill with a lot less bucking and shaking than I was expecting. The fairly plush Showa fork was doing its job, and I realized how much I appreciate the compliance of a steel frame. The same mass that struggled in the sand now shrugged off small rocks and bumps, and I pushed back into a confident standing position. The wide handlebar felt tall when I was on pavement, but standing (as on most scramblers) it felt a bit low, inviting a slightly forward lean that encourages rear wheel spin. 

Royal Enfield Bear 650 scrambler review
Royal Enfield Bear 650 scrambler review

That said, we had precious little smooth hardpack on which to test the Bear’s true scrambler/hooligan chops, and I barely touched my brakes on the hilly quarter mile of dirt road to test the switchable rear ABS. The low-ish seat height made it easy to get both feet solidly on the ground for those trail U-turns, and on moderate terrain the fork was compliant as long as I paid attention to where I was going. But like almost every streetbike-based scrambler, even with a steel frame and a bit of extra ground clearance, it’s all too easy to remember you’re not on a dirt or even ADV bike. I forgot briefly and hit a dip at a perfect 90-degree angle. The resulting thunk and teeth-jarring impact as the fork bottomed out were a reminder the Bear 650 is at heart a street bike.

The Bottom Line

Royal Enfield Bear 650 scrambler review

Like other Royal Enfield models, the Bear 650 is a bargain no matter how you slice it. Even the striking Two Four Nine colorway, bearing Fast Eddie’s number and a gorgeous teal frame, comes in at just US $7,099. With that price comes a well-engineered frame and engine, good fit-and-finish overall (one rider in my group did have a mirror come loose), an attractive aesthetic and, most importantly, a capable street and light off-roading machine. I would wager that many if not most Bear owners ever take theirs on an extended off-road ride, but if they did they’d have a fine time sticking to maintained dirt roads or forest roads. All the better if there are some twisty roads to get you there. 

Royal Enfield Bear 650 scrambler review

In today’s world of a bike for every mood, the Bear 650 is not going to compete with a purpose-built on- or off-road machine…but that’s not the point. Owning a scrambler, especially one with a history and a story like Fast Eddie’s, is about having fun, whether on pavement or dirt, and in that the Bear succeeds–and it looks darn good doing it.

Royal Enfield Bear 650 scrambler review

Royal Enfield Bear 650 Specs

ENGINE TYPEInline twin-cylinder, 4-stroke, SOHC
DISPLACEMENT648 cc
COMPRESSION RATIO9.5:1
POWER46.7 hp (34.9 kW)
TORQUE41.6 lb-ft (56.5 nm)
IDLE RPM1200 ± 100 rpm
IGNITIONDual spark ignition
ENGINE OIL10W-50 to API SL (or higher) JASO MA2, (Fully synthetic)
CLUTCHWet multi-plate
GEAR BOX6-speed constant mesh
FRAMESteel tubular, double cradle frame
FRONT SUSPENSIONUpside down telescopic fork, 43mm
FRONT WHEEL TRAVEL5.1 inches (130 mm)
REAR SUSPENSIONTwin shock
REAR WHEEL TRAVEL4.5 inches (115 mm)
WHEELBASE57.5 inches (1460 mm)
GROUND CLEARANCE7.2 inches (184 mm)
LENGTH85.8 inches (2180 mm)
WIDTH33.7 inches (855 mm)
HEIGHT45.67 inches (1160 mm)
WET WEIGHT (90% FUEL AND OIL)476 lbs (216 kg)
MAX WEIGHT CAPACITY880 lbs (400 kg)
FUEL TANK CAPACITY3.6 gallons (13.6 liters)
BRAKE SYSTEMDual channel ABS, switchable
FRONT320 mm disc, ABS
REAR270 mm disc, ABS
FRONT TIRE100/90-19 M/C 57H MRF NYLOREX-F
REAR TIRE140/80R17 M/C 69H MRF NYLOREX-X
LIGHTINGLED
INSTRUMENT CLUSTERTripper Dash – 4 Inch round TFT Display with phone connectivity, Full Map Navigation (Powered by Google Maps), Media Controls
CHARGER PORTUSB 2.0 Type C 5 V 2 A output

Photos by Royal Enfield/Bluerock Creative

Author: Jenny Smith

After riding strictly sportbikes for more than ten years, Jenny got her first taste of adventure when she picked up a KLR650 in 2009, and she never looked back. Her early adventures took her all over the American West and Northeast, and later Africa and Europe. She spent ten years working in the motorcycle industry, including a five-year stint as the Managing Editor of Rider magazine, where her focus was — and still is — inspiring others to discover the same joy and excitement that captured her heart way back when.

Author: Jenny Smith
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Omari Omari
Omari Omari
December 3, 2024 1:55 am

I like it

stoddardD
stoddard
December 3, 2024 6:03 pm

Being old, it makes me think of all the interesting scramblers from back in the 60s. As I age, I’m looking for lighter, smaller displacement bikes that are still road worthy. I don’t need to go 90 all day any more. Wish RE would get more dealers in the US. Hope the MPG is high, like many of the current, Honda twins.

D WD
D W
December 5, 2024 10:45 am

No matter what one thinks about RE motorcycles, we can’t deny they’ve got style for days. If it rides half as nice as it looks, it’ll be a winner.

Seth Mulder
Seth Mulder
December 11, 2024 11:29 am

My dad bought the interceptor 60 and loves it. Far from a speed machine but a joy to ride nonetheless. I may have to get this version just to mix things up a little!

Seth Mulder
Seth Mulder
December 11, 2024 11:29 am
Reply to  Seth Mulder

650*

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