Bike Test 2025 Royal Enfield INT Bear 650

My first taste of Royal Enfield’s INT Bear 650 came on glass-smooth mountain roads near Palm Springs, USA. Those ideal conditions helped the launch photographers but said little about real-world performance, so I spent several weeks on home turf, commuting through Sydney traffic, carving Hunter Valley switchbacks and droning along the M1. The goal was simple: find out whether the Bear’s scrambler attitude translates into Australian usability.

The 650 Twin platform began with the Interceptor and Continental GT in 2018, a launch that moved Royal Enfield from curiosity to contender. Since then, we have seen the Super Meteor cruiser, the Shotgun bobber and the Classic retro. The Bear rounds out the family by combining tougher looks with the easy-going character that defines the earlier bikes. Riders who do not want a Himalayan, yet need more than a pure roadster, finally have an option in the middle.

Handling is the standout feature. Despite a 19-inch front wheel the Bear turns quicker than its siblings thanks to steeper geometry, revised clamps and SHOWA big-piston forks. Taller rear shocks raise the bike for extra cornering clearance. On the Old Pacific Highway I could flick it through tight esses or draw classic wide arcs; either style felt natural. The chassis stays planted on good bitumen yet prefers grip to greasy, worn surfaces. Ground clearance is generous: I only scuffed boot soles, never touched a ‘peg.

Ergonomics encourage an active ride. At 187 centimetres I find the seat-peg-bar relationship just right, though I would roll the handlebar back a few millimetres for personal taste. The narrow tank is easy to hold when standing and channels airflow neatly round the legs. The seat, thin and firm, was fine on Californian asphalt but became punishing on local potholes. Budget for an aftermarket cushion if you plan long days.

Suspension is undeniably firm. Pushed hard, it keeps both wheels tracking through bumps; at suburban speed every sharp edge is transmitted to the rider. Spring rates feel suited to pillions or luggage. Solo owners seeking comfort will want softer springs and lighter damping, along with that plusher saddle. Up front the forks support heavy braking but bottom sooner than expected off-road.

Braking hardware has been upgraded across the 650 line-up. A stainless rotor, new master cylinder and span-adjustable lever give the single front disc respectable bite and progression. Hard chargers will still wish for twin discs, though for everyday use the system works. The off-road-style rear caliper provides strong, controllable stopping once you adapt to the angled pedal shaped around a wider clutch cover.

India-built MRF tyres surprise. They resemble generic dual-purpose hoops yet offer impressive asphalt grip and stable feedback on graded dirt. Coarse concrete freeways make them feel harsh, matching the suspension, but in the hills they perform like premium adventure rubber.

Power comes from the familiar 648cc air- and oil-cooled twin. Internal parts match the Interceptor, GT and others, but a two-into-one exhaust moves the catalytic converter under the engine and, boosting mid-range torque by eight per cent. In California I felt little difference, yet on steeper backroads the Bear does pull harder than an Interceptor and noticeably harder than the heavier Super Meteor, Shotgun or Classic. Output remains 48 horsepower to satisfy learner licensing rules and keep insurance reasonable.

Revised mapping complements the intake changes, giving a crisp, carb-like throttle. Internal gearbox ratios stay the same while final gearing is tweaked for the 17-inch rear wheel. Tall sixth gear keeps revs low on tour, but with a headwind the engine sometimes drops out of the torque sweet spot at an indicated 110 km/h. Adding two teeth to the rear sprocket would fix that without hurting the top end.

Electronics are minimal but useful. The round TFT borrowed from the Himalayan shows navigation prompts, trip data and phone notifications with tidy graphics. Switchgear is gloss-finished Interceptor hardware, and thick cruiser-style grips reduce buzz on longer runs.

Royal Enfield has made several practical tweaks: a strengthened sub-frame carries soft luggage, there is a sturdy grab rail for gear or passengers, and a toolkit hides under the seat. Styling marries modern scrambler cues such as the high mudguard and gaitered forks with polished badges and deep paint that keep the classical vibe alive.

Light off-road work is part of the brief. The 19- and 17-inch spoked wheels track smoothly along smooth dirt roads, helped by leverage from the wide handlebar. Rougher tracks expose limited suspension travel, so think of the Bear as an Interceptor that will happily roll onto gravel rather than a substitute for the Himalayan.

After hundreds of kilometres, I rate the Bear as the most versatile member of the 650 Twins. It steers faster, stops better and offers a touch more grunt, all wrapped in styling that looks ready for adventure without the bulk of a full dual-sport. Australian buyers get a machine that shrugs off average backroads, breezes through city duty and still sparks joy on a favourite stretch of twisties.

Price remains a strong card. The Bear undercuts comparable European and Japanese middleweights, and the air-cooled motor promises cheap servicing and long-term simplicity. Royal Enfield’s dealer network continues to grow, so parts and support are easier to find than ever.

It will not replace a dedicated adventure machine, and riders chasing triple-digit horsepower will look elsewhere. That misses the point. The INT Bear 650 is about accessible fun. Roll it from the garage, choose a direction and trust that it will take rough with smooth. If you liked the Interceptor but craved more attitude, or you wanted Himalayan practicality without sacrificing road manners, this is likely the sweet spot. Royal Enfield’s revival shows no sign of slowing, and this latest twin confirms that the company understands what everyday riders need from a motorcycle in 2025.

SPECIFICATIONS

2025 Royal Enfield Bear 650 Specifications

Engine: SOHC air and oil-cooled 648cc parallel twin four-stroke, eight-valve, 78mm x 67.8mm bore x stroke, 9.5:1 compression, 270º firing order crankshaft, Bosch EMS/EFI

Gearbox: Six-speed constant mesh Clutch: Wet multi-plate slipper clutch, cable actuation

Frame: Steel tubular spine frame

Rake: N/A Trail: N/A Suspension: 43mm Upside Down SHOWA BPSF forks, 130mm travel, non-adjustable, twin SHOWA Shocks, 115mm travel, preload adjustable. Brakes: 320mm disc, twin piston floating caliper (f), ABS, two-piston, 270mm rotor, twin piston floating caliper (r) Wheels: tube type spoked alloy. Tyres: 100/90 – 19 MRF (f) 140/80 – 17 MRF (r)

Dimensions: Wheelbase: 1460mm Seat height: N/A

Ground clearance: 184mm Overall width: 855mm Overall Length: 2216mm Overall height: 1160mm

Instruments & electronics: TFT dash, tacho, speedo, dual trip, warning lights/fuel. Electronics: Bosch Two-Channel ABS, Bosch EMS, USB point, LED headlight, LED taillight

Claimed power: 35kW [47hp]@7150rpm Claimed torque: 56.5Nm [38ft-lbs]@5150rpm Weight: 214kg wet

Fuel capacity: 13.7L Fuel Consumption Claimed: 22km/L

Fuel Consumption (measured): N/A

Price: From $11,490 R/A Warranty: 3-year factory warranty & 3-year roadside assistance Colours: Boardwalk White, Golden Shadaow – Petrol Green – Wild Honey (+ $200), Two Four Nine (+ $400).