Text/photo: Ole-Andreas Isdahl
Paa2hjul.no had the pleasure of driving the newcomer first by the entire press corps here at home and it was great. We’ve been waiting a long time for this model and expectations are undoubtedly high, after all we’re talking about the legacy of Eddie Mulder who in the 1960s, as the youngest driver ever, made a name for himself when he was late for the start of the California Desert Race (the Big Bear run), but still won the whole thing after catching up and passing about 765 participants. This gave Eddie legendary status and Bear 650 should be able to match that.
Technical data
Engine: 648 cc
HP: 47
Nm: 56
Cooling: Air cooled
Gears: 6-speed manual
Front damping: Showa 43 mm, up/down fork, 130 mm water ring
Rear damping: Dual dampers with 115 mm travel
Front brakes: 310 mm single disc, Bybre, 2p
Rear brakes: 270 mm single disc, 1p
Front tires: 100/90-19 M/C 57H
Rear tires: 140/80-R17 M/C 69H
Wet weight: 216 kg
Tank: 13.6 liters
Much better than expected and stands out as one of the best Royal Enfield has made
It doesn’t take many minutes or meters of riding before I notice that the Bear 650 exceeds my expectations and there is no doubt whatsoever that Royal Enfield has once again managed to “up” the game further with some absolutely hefty notches. There is also no doubt that RE has managed to create a true scrambler that goes straight for the throats of both Triumph and Ducati, which are the biggest players in this segment here at home. But take note,
Royal Enfield does this better than the competition, with less power, a better product with better driving characteristics and at a lower price. People need to take note of that.
The power and performance figures belong in the A2 class, but it feels like something completely different and it’s downright fun. So much so, in fact, that I find myself laughing on my Bear 650 rides. I’m familiar with all the models in Royal Enfield’s portfolio and have no difficulty in concluding that the manufacturer has once again impressed by delivering a new model that surpasses anything they’ve done before.
A hairy design
The design is tough, rustic and hairy, quite rough but very appealing. On my first trip to the city, I stopped at a traffic light and got both a smile and a wink from a passing beauty who walked in front of the bike in the crosswalk – THAT HAS NEVER HAPPENED BEFORE. There was no doubt that she liked what she saw and then of course I think of the bike. I immediately thought “head-twister” category – check.
Royal Enfield does, however, get a mention for the hoop that sits at the back of the seat. This has a slightly shabby design and an incomprehensible function. They simply have to do something about this over time, no big deal, but this is not good enough when the rest is so good.
Despite this small design flaw, Bear has its own distinctive character, the model may not be as sleek as some of its competitors, but it’s tough, cool and full of identity. The sound is just as hairy and I simply feel like a million bucks when I drive it. The color combinations are many and cool so the model must be defined as a real image pump. The more I look at it, the more I love it. Maybe it’s because it’s not so jolly, but rather tough as nails.
The performance emotions are perceived to belong in the A-class
All performance ratios deliver better than I expected. The engine is strong, relatively fast and has a nice and precise throttle response that contributes to the bike being absolutely outstanding and not least fun to ride. The shocks don’t have the longest travel with 130 mm at the front and 115 mm at the rear, but the Bear 650 still works brilliantly on all types of surfaces. A little stiff, but ditto fun to ride. The steering is fun and precise and follows my gaze like an obedient and fast hunting dog. The tires are great and glue the bike to all surfaces, this works just as well on asphalt as on gravel and the bike therefore works brilliantly as a scrambler.
The model is great on gravel and handles just like a scrambler should. I have enough power to spin and steer a little and it’s comfortable to ride standing up. The pegs could have been wider (although this is a standard width) and I would have liked a little more space between the peg and gear pedal to make it a little easier to shift. The brake pedal on the right side is also a little narrow and could have been a little larger and on the pedal part itself. These are nitpicks and points of improvement and have absolutely no or little bearing on your choice.
Rarely well balanced
The Bear 650 is slim and differs from its competitors by being unusually well balanced. The model therefore has good cornering characteristics that create a hefty driving pleasure and in combination with the powerful engine, we get a motorcycle that is really fun to drive, brake or skid with, or just lie in a long sweeper curve at high speed. This is a true classic “racer” and I’m simply impressed with how well and how much riding pleasure this model delivers, completely in line with what a scrambler should be.
Royal Enfield uses the same instrument that we find on the Himalayan 450 and this works really well. The instrument is one of the components that enhances the overall impression and contributes to a better and greater driving experience.
Unfortunately, mid-range scramblers often have poor rear shocks. The rear wing and seat frame can therefore often be perceived as wobbly and imprecise on some models and this certainly doesn’t impress me. I have myself on several occasions chosen to sell the bike because of this and I was therefore now extra excited to see if the same would be the case on the Bear 650. But fortunately and thankfully, the dual shocks and rear end just deliver so much better than expected and I can breathe a sigh of relief. In fact, far better than, for example, Triumph’s 900 Scrambler, which I personally find annoyingly poor in this area.
The engine sound and exhaust are absolutely outstanding, delivering a wonderful, deep, delicious sound under both acceleration and braking. Even the horn is good and many times better than those we normally find on motorcycles.
For some reason, the model has not been fitted with a belly pan and is therefore vulnerable at the front under the engine. As recently as last weekend, I witnessed a Honda with the same design having its belly pan punctured, which was pretty bad, but there are options to solve this with retrofit solutions, so “no worries”.
The Mear 650 has a nice wet weight of 216 kg and never feels heavy, it is nice and easy to handle in and out of garages and that is just as important. “Handling” is an essential part of everyday life and living with a model, and many accidents happen precisely during “handling”. That’s why it’s important that this part also works well.
First impressions summed up
As I said, this really exceeded all my expectations and I really hope that people open their eyes to this very capable motorcycle. The Bear 650 has unusually good capacities and can undoubtedly serve many needs. It works just as well as a poser machine or a slightly heavier and rocking bully bike. The handling is so good that every time I use it I just want to ride it more. I have an unusually good contact with my front wheel, which makes for high perceived safety while riding. The wheelbase and steering angle provide outstanding lateral mobility and make it a real joy to drive. The sound is masculine and the ergonomic capabilities are just phenomenal.
Keep one thing in mind. Designing and building a success always involves making compromises that almost always have consequences, but in this case the consequences are virtually zeroed out and eliminated and that doesn’t happen very often. Depending on personal preferences, this is undoubtedly one of the best purchases you can make if you are shopping in this segment. The quality and driving characteristics are high, the investment cost is low. This is simply a potent and very good five-star “bad ass” bike that many will get a lot of pleasure from.
(I went on a binge here myself)
Well done.
