Royal Enfield Bear 650 2025 Review

The 2025 Royal Enfield Bear 650 has been a long-time coming.

Any betting man would have told you when the Interceptor 650 debuted back in 2018 that a scrambler version would follow.

There was, of course, plenty of concepts and customer builds that replicated the classic scrambler style, but it took six years for Royal Enfield to offer up a production version. 

Not that we’re complaining, because the Bear 650 was well worth the wait.

But the Bear 650 story started a long time before the 650 Twins platform launched in Santa Cruz in 2018.

Actually, it started nearly 64 years ago. 

In 1960, young Eddie Mulder from Lancaster, California lined up for the infamous Big Bear Run desert race with some 800 other riders. He was just sixteen years of age. 

Minutes before the race, nature called, and the young fella returned to find he had missed the start. He fired up his bike and tore off in pursuit of his opponents. 

Within 50 miles he had passed most of the field, but an encounter with a boulder broke off a footpeg, forcing him to ride a whole lap with his boot mounted on the engine. 

He later crashed again, this time damaging a shock absorber – hardly ideal in the rough terrain of the Californian desert. 

But young Mulder was not one to give up and by some miracle he caught the front runners and crossed the line in first place. 

And what bike did he ride? A modified Royal Enfield 500 single-cylinder desert sled. 

Mulder had been given the Enfield for the race, in what some might say was his first factory race deal. 

He went on to have a successful career as a racer and as a stuntman, most notably with Clint Eastwood in Magnum Force. In fact, rumour has it that Dirty Harry himself was a fan of Mulder’s work. 

But despite his achievements, Mulder’s story was largely forgotten outside of California’s desert racing circles. 

That’s why, six decades later, Royal Enfield decided to name its new scrambler after “Fast” Eddie Mulder’s famous win in the Big Bear Run. The Bear 650 is not only a tribute to Mulder and the race that made him famous, but also the machines that carried those pioneering riders through the brutal desert landscapes all those years ago. 

We don’t know yet. But looking at other global markets, we’re anticipating the Bear 650 will be priced a little above the Interceptor 650 on which it is heavily based. Pricing for Australia is expected to be revealed in the coming months. Check back here for details. 

UPDATE: Royal Enfield Bear 650 price revealed

The Bear 650 is powered by the same 648cc parallel-twin motor found in all the 650 Twins models. For reference, that includes the Interceptor, the Continental GT, the Super Meteor, and the Shotgun. 

There are very few changes to the engine itself, but a new 2-into-1 exhaust system has allowed Royal Enfield to eek out a little more torque.  In this guise, the 650 engine is good for 56.5Nm (up 4Nm) and 46hp. Horsepower has been left alone to maintain the bike’s A1 (equivalent to LAMS) credentials in the UK. 

The Bear 650 is based heavily on the Interceptor 650, but there are a number of key changes which transform it into a scrambler-style motorcycle in the same vein as the Triumph Scrambler and the Ducati Scrambler. 

The big news is the addition of a Showa upside-down fork with increased suspension travel front and rear. The bike now offers 130mm and 115mm of travel front and rear respectively – not enough for it to be considered a legitimate off-road bike, but certainly enough for some basic dirt roads. 

Also new is a set of chunky dual sport tyres developed specifically for this model by Indian company, MRF. The design brief was to make a dual-sport tyre that would feel just like a road tyre on the tarmac. And MRF met that brief to a tee.  

The chassis is mostly the same as the Interceptor, however the back third has been redesigned for more of a kicked-up rear end. The seat is also new, and the handlebar and footpegs have been repositioned.

The Bear 650 represents the debut of the full-colour Tripper TFT display in the 650 Twins range. The unit already features on the Himalayan and Guerrilla models, but the 650 models had previously used the traditional analogue/LCD display.  

With smartphone connectivity, the Tripper display offers full-colour map navigation, as well as access to phone calls and music.

Of course, with the new display comes new switchgear, although I found the buttons to be a little cheap and fiddly. But those buttons are the only components on the Bear that I feel come across as cheap – the bike feels very well built overall.

ABS can now be switched off at the rear, which will encourage some off-road exploration, and there is a dedicated button on the right-hand switch block to do so. Also new is full LED lighting, which apparently is another first for the 650 range. 

As you’d expect, the Bear 650 rides a lot like the Interceptor. Not that it’s a problem, because the Interceptor is a very fine motorcycle. But with the various changes, there are a few subtle differences in the ride experience. 

Firstly, the Bear 650 sits higher and feels more balanced front to rear on the road. It gives you the feeling of having more presence, and it feels more imposing. 

This is made possible by the upside-down front fork, which Royal Enfield says it put a lot of work into developing with Showa. That work paid off too, because the fork is an excellent addition. It offers a great balance between sportiness and comfort. It is never bothered by little bumps and potholes in the road, but it also helps the bike turn with precision and confidence when the road gets twisty. 

It’s been a while since I rode an Interceptor, but I do feel as though the Bear handles a lot better. It feels quite agile and holds a great line through the corners. 

I also feel as though the small torque increase is noticeable. The Bear just feels a little livelier than I remember the Interceptor being. It’s only a small improvement, but a welcome one nonetheless.

The bike offers plenty of low-down grunt and a nice mid-range, but it still does lack a bit at the top end. Of course, that is quite normal for a 650cc LAMS bike, and the only real situation it becomes an issue is on highways. That said, we did a highway stint and sat on 120km/h comfortably.

Some other riders suggested shorter gear ratios might give the Bear a big more legs at the top, but if you’re just commuting or tackling some twisties, the stock setup will be more than enough for most riders. 

The ride position is also great, and I especially appreciated the tall handlebar, and upright stance. It is a comfortable bike to ride and would not be out of place on long weekend trips. Royal Enfield has designed the rear of the bike to accommodate various luggage options. 

Let’s get one thing straight – the Bear 650 is not a dirt bike. In fact, no modern scrambler is a true dirt bike. Take a 450cc enduro or motorcross bike for a spin and you’ll see what I mean. But with dual sport tyres, increased suspension travel, and switchable ABS, the Bear 650 is more than capable of tackling basic dirt roads. 

And it’s a lot of fun too. The standing position is surprisingly accommodating, and the tyres offer a solid amount of grip. The ability to turn of ABS at the rear is great too.  

You’ll find the bike’s limits quickly if you dial up the pace or encounter rougher terrain, but that’s not a criticism, because it’s not what the Bear's designed for. 

The Bear 650 is a great package overall. It’s fun, easy-to-ride, and refreshingly simple. It will equally satisfy learner and fully licenced riders, and it shouldn’t put too much of a dent in your bank account either. 

But the most impressive attribute of the Bear is the story it tells. 

Resurrecting the story of Eddie Mulder for a modern audience helps give this new model a degree of substance, style, and spirit that many modern motorcycles lack. And it doesn’t feel forced or inauthentic. It’s the real deal. 

It might be a relatively simple motorcycle, but the Bear gets back to the very essence of motorcycling – fun, freedom, and having a go. It’s a great reflection of the pioneering spirit that the early desert racers like Mulder embodied. 

And that’s exactly why you should buy it. 

ENGINE
Type: Air/oil-cooled, SOHC, eight-valve, four-stroke parallel-twin
Capacity: 648cc
Bore x stroke: 78mm x 67.8mm
Compression ratio: 9.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 47hp (34.9kW) at 7150rpm
Claimed maximum torque: 56.5Nm at 5150rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Tubular steel double cradle
Front suspension: 43mm USD fork, 130mm travel
Rear suspension: Twin shocks, adjustable for preload, 115mm travel
Front brakes: Single 320mm disc with twin-piston caliper
Rear brake: Single 270mm disc with single-piston caliper
Tyres: MRF NYLOREX-F – 100/90-19 front, 140/80-17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 214kg
Seat height: N/A
Wheelbase: 1460mm
Fuel capacity: 13.7 litres

OTHER STUFF
Price: TBA
Colours: TBA