Royal Enfield Classic 650 2025 Review

Arguably the most anticipated of Royal Enfield’s 650 Twins to date, the Classic 650 has already attracted strong preorder numbers – second only to the brand’s water-cooled Himalayan 450 adventure bike.

Royal Enfield has long been adept at building distinctly different motorcycles from shared underpinnings, and the Classic 650 joins the Bear 650, Shotgun 650, Super Meteor 650, Interceptor and Continental GT in its expanding middleweight line-up, and, of them all, it’s the Classic 650 that leans most heavily into the brand’s heritage.

Where the Interceptor and GT channel 1960s Brit-bike cool, and the Super Meteor goes full cruiser, the Classic 650 takes its cues from the post-war era, echoing Royal Enfield’s long-running and important Bullet and G2 models. 

With its timeless styling, quality componentry and the proven reliability of the 650 platform, the new Classic 650 is everything a Royal Enfield should be.   

Related: Royal Enfield Classic 650 headed for Australia in 2025
Related: Royal Enfield Classic 350 2025 Review
Related: Royal Enfield Shotgun 650 2024 Review

The Classic 650 is being offered in three colour variants. Starting with the $11,190 ride-away Vallam Red, which is a two-tone deep red and white option that swaps the traditional tank badge for more playful script.

An extra $200 will buy you the distinct Teal ($11,390 ride-away) version – where the bodywork, frame, swingarm, forks and even the sidestand are all colour matched. And topping the range is the traditional Black Chrome ($11,890) variant, whose chrome guards, highlights and two-tone black-and-chrome tank complement the polished engine cases and dual peashooter exhausts beautifully. 

The Classic 650 is powered by an unchanged 649cc parallel-twin engine delivering the same 34.6kW of power peaking at 7250rpm and 52.3Nm of torque at 6560rpm as its stablemates. It uses the same tubular-steel frame as the 2024 Shotgun but, instead of the upside-down fork that was introduced on the 2023 Super Meteor 650, the Classic 650 stays true to its name with a 43mm non-adjustable right-way unit from Showa. The preload-adjustable rear shocks offer 90mm of travel.

There’s a single disc front-end with a two-piston caliper biting a 320mm disc and a 270mm disc at the rear with a single-piston caliper, both with the obligatory dual-channel ABS. Each Classic 650 comes with a both a pillion seat and a rear rack which are interchangeable, giving owners the choice between a single-seater, a single-seater with a rack, or a two-seater, and the centrestand, tripper navigation pod and a USB charging port are also standard fitment across the range. 

In terms of competition, the Classic 650 finds itself in relatively sparse company. Kawasaki’s now-obsolete W800 and Triumph’s Bonneville T100 both lean on their own rich heritage to deliver a similarly classic experience, but both are priced significantly higher. At the other end of the spectrum, bikes like CFMOTO’s 700CL-X Heritage and Benelli’s Leoncino 500 offer retro-inspired alternatives at similar price points, but neither capture the same sense of legacy. 

There’s plenty of things to like about the new Classic 650 and its sheer presence is a hard one to ignore. At 2318mm long and almost 900mm wide, it easily feels like Royal Enfield’s largest bike both when you’re standing alongside it or rolling it along twisty hillside roads in Central Victoria where the Australian launch was held. That feeling of substantiality is reflected in the high level of fit and finish, from the polished front hub through to the LED lighting, and the thick, plush seat would have to be one of the most comfortable of 2025. 

The tried-and-true 648cc engine is mapped to complement the Classic’s personality, though the final gear ratios are the same as the Super Meteor and Shotgun, meaning that renowned versatility of the parallel twin remains. That means it’s just as happy at 100km/h in fourth as it is at 60km/h in sixth gear, and while the acceleration is let down a little thanks to its 243kg heft, it’s purposeful and predictable.   

The suspension feels like it’s been setup well to suit the design brief of the Classic 650, which is something else Royal Enfield has a reputation for doing very well. The brakes have a big job to do given the weight of the bike, but they were capable of everything I asked of them, and only likely to improve as the kays on odometer increase – out test bikes only had a couple of hundred clicks on the clock. 

The ergonomics are spacious thanks to those large dimensions, making the analogue/LCD dash easy to see and read. Both the levers are span-adjustable on all variants, which is a better outcome than on the Classic 350 line-up, where only two out of the five variants gained adjustability.  

And of course, Royal Enfield’s standard three-year warranty and roadside assist is an added bonus.

The weight of the bike, while it has its advantages in terms of stability and predictability over poor surfaces, is hard to ignore. At 243kg (kerb) is the heaviest of all six 650s, outweighing the lightest of the lot, the Bear 650, by almost 30kg. While the bike is well balanced, you do feel the weight in certain low-speed situations such as tight U-turns. It’s only three and two kilograms heavier than the Shotgun and Super Meteor respectively, but it carries its weight a lot higher in the frame. The fuel tank carries 14.7 litres, compared to 13.8 litres for the Shotgun and 15.7 litres for the Super Meteor, too. 

I understand why the upside-down fork wasn’t carried over to the Classic 650 – there’s nothing classic about that kind of modernity, but I would have liked to have seen the cast aluminium switchblocks of the Super Meteor carried over the Classic 650 – but when weight is already high, chrome-covered plastic is a nice compromise. 

In terms of value, it’s hard to argue with what Royal Enfield is offering here. With a starting price of just over $11k ride-away, the Classic 650 brings timeless styling, proven mechanicals and thoughtful spec to a segment where most rivals cost a lot more. It’s not perfect – there’s a lot of weight to manage, and some materials feel more cost-conscious than premium – but that’s part of how Royal Enfield keeps the price so sharp. 

What you do get is a properly sorted motorcycle with genuine presence, a confident and comfortable ride, and the kind of nostalgic appeal that doesn’t feel forced. If you’re chasing relaxed, real-world riding and want maximum charm for your money, the Classic 650 stacks up very well.

ENGINE
Type: Parallel-twin, 4-stroke, air-oil cooled
Capacity: 648cc
Bore x stroke: 78mm x 67.8mm
Compression ratio: 9.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 46.4hp at 7250rpm
Claimed maximum torque: 52.3Nm at 5650rpm

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

CHASSIS AND RUNNING GEAR
Frame: Tubular-steel spine frame
Front suspension: Telescopic, 43mm right-way-up fork, 120mm travel
Rear suspension: Twin shocks, adjustable for preload
Front brakes: Single 320mm disc with twin-piston floating caliper, ABS
Rear brake: Single 270mm disc with single-piston floating caliper, ABS
Tyres: Spoked wheels, 100/90-19 (tubed) front, 140/70R18 (tubed) rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 243kg (90% fuel)
Seat height: 800mm
Ground clearance: 154mm
Wheelbase: 1475mm
Fuel capacity: 14.7 litres

OTHER STUFF
Price: $11,190-$11,890 (ride away)
Warranty: Three years/unlimited kilometres/three years roadside assist