Royal Enfield has been digging into its heritage once more, this time celebrating a Californian desert race win with a contemporary scrambler tackle its Interceptor 650 twin
It’s vital to know your historical past. The recognition of TV programmes centred round celebs discovering their ancestors testifies to this. As does the success of companies who’ll analyse the DNA in cells scraped from inside your mouth, then let you know that you just’re 30 per cent Viking, 20 per cent Mongol warrior and 50 per cent middle-class bloke from Milton Keynes…
Corporations know this, too. In the event you can level to a deep heritage in your space of enterprise, then you’ll be able to assemble an attention-grabbing story round that, and perhaps persuade folks that you just’re not solely after their cash. You perceive their ardour, too – whether or not it’s for a flowery wristwatch, a malt whisky, a sports activities automotive or, after all, a bike.
Royal Enfield has a protracted and complicated historical past. It frequently claims, with justification, to be the oldest model of bikes in steady manufacturing, beginning out again in 1901 in Redditch. Now, after all, it’s an arm of the large Indian automotive agency Eicher Motors. Nevertheless it’s clearly pleased with its heritage – it’s the one bike agency I do know that brings its personal official historian alongside to press using launches (he’s a really good man and is aware of A LOT about Royal Enfield…).
And that historical past is why I’m in Palm Springs, California (which has a bear as its state animal, after all), for a busy 64-hour go to to the US. We’re right here to trip the brand new Bear 650 – a gentle road scrambler, named after the Large Bear Run desert race which takes place close to the city of Large Bear.
Again in 1960, a younger 16-year-old racer known as Eddie Mulder gained the gruelling 150-mile, two-day occasion on a Royal Enfield 500 Fury. It was an unbelievable achievement for such a younger rider, and catapulted Mulder to on the spot fame within the US desert race scene. And Mulder is right here, because the Enfield workers unveil the brand new Bear 650, the 80-year-old racer sharing his reminiscences, and shedding a tear or two.
Emotional stuff. However we’re right here to take a look at this new bike, so I give it a once-over up on the show stand on the presentation. Just like the Traditional 650 Twin I rode earlier than, it’s positively a good-looking piece of equipment. Enfield has nailed the paint, end, model and high quality very well now, and I’m taken by the deep colors on the tank and aspect panels, in addition to the purposeful stance given by the 19-inch entrance wheel and the marginally taller suspension. Particulars just like the embossed tank badge, chromed gasoline cap and branded LED headlamp have a extremely relatively premium really feel; the spherical full-colour LCD sprint lends an air of sophistication; and the Showa labels on the gold-anodised upside-down entrance forks promise sharp dealing with.
The blacked-out engine seems to be good, too – although I’m already involved concerning the lack of any point out of upgrades to the powertrain. A two-into-one silencer marks this bike out from the opposite 650 twins, which all have twin cans, however I’m shocked it’s a standard low-slung pipe relatively than a slick high-level design which might be extra consistent with the Sixties scrambler ethos. The black-painted can even seems to be a bit much less premium than the remainder of the design.
Subsequent morning, after about 4 hours of sleep, my jet-lagged mind is attempting to recollect what day it’s as I climb on board the Bear for the check trip. We’ve acquired a reasonably lengthy day forward of us, with a route of practically a few hundred miles, up into the mountain roads south of Palm Desert. The climate is ideal, with not a cloud within the sky, and I’m wanting ahead to a correct trip.
The Bear has an honest seat top, somewhat greater than the likes of the Interceptor, however no drawback even for my comparatively stumpy 30-inch inside leg. The black-finished aluminium Enfield switchgear and controls are acquainted sufficient, as is the off-beat idle from the air-cooled 270° parallel twin motor beneath me. What’s new is the sprint: a big, spherical, trendy LCD panel, with a crisp, clear show. It has the function I hate on many new bikes, although: the flip sign indicator is simply an simply missed inexperienced arrow icon on the LCD, relatively than a separate brilliant LED bulb, that means I (and virtually everybody else) go away the symptoms on too lengthy all day.
We’re off now, although, and following certainly one of Enfield’s notoriously succesful check riders (this one usually spends June on an island within the Irish Sea…) off down the freeway, then up into the hills. On the quick freeway part, the Bear is very similar to its siblings: there’s mainly no wind safety; the engine is nearly highly effective sufficient to maintain up with site visitors; and the using place is cozy sufficient. Is it excellent for tackling 40 miles of the M40 on a chilly, depressing autumn morning? Most likely not, however the Bear would definitely do the job.
Fortunately, we’re not on the straight and slender Route 10 for too lengthy, and earlier than I nod off, we take the subsequent flip and are quickly charging up a reasonably quick, quiet, twisting mountain street. My sleepy synapses are groggily grappling with the scenario, however the Enfield man is off, and I’ve to essentially put some effort in to maintain him in sight. I come spherical one tight horseshoe bend, and the low Californian solar hits me proper within the retinae, briefly blinding me, even by means of my Arai’s darkish visor. The shock and gentle terror as I wobble not far away, with nothing in any respect in sight, wakes me up, eventually…
Over the subsequent few hours, we absorb some wonderful stretches of asphalt, and the Bear 650 behaves itself properly. The steering is straightforward and instinctive regardless of the larger 19-inch entrance wheel; it’s simple to throw the bike over on its aspect; and there’s respectable floor clearance, too. The engine is nearly as much as the job, however once you’re heading uphill, the throttle is completely jammed in opposition to the cease at 100 per cent the entire time, and I’d positively like a bit extra go. It’s not a foul engine – I’ve written a couple of instances now about how nice the torque curve and fuelling are – however the low peak output is unquestionably a limiting issue.
Conversely, on downhill sections the scenario is reversed: now you’re counting on the brakes a bit extra, and once more, they’re nearly as much as the job. The Bear’s no light-weight at 214kg, and having only one disc up entrance, with a twin-piston caliper feels a bit stingy, even on a 60s-style road scrambler. The suspension is somewhat curious, too. That good-looking Showa entrance fork feels a bit too agency, skipping and bouncing when you occur to hit a pothole or clip one of many chunky cat’s-eyes in the course of the street. However the entrance finish feels good on the brakes, and the rear finish is best all spherical, with a plusher really feel.
On the finish of the day, Enfield engineers additionally advised that they had been nonetheless engaged on last suspension settings, and had been taking suggestions, so full manufacturing equipment might need a tweak or two there. These gentle dirt-style MRF (Madras Rubber Manufacturing facility) tyres work positive, however with heat and dry desert Tarmac all day, you’d most likely anticipate that. The load and geometry make for a steady trip, and when you get into the groove, it’s simple to keep up respectable nook speeds around the extensive, sweeping curves up within the San Jacinto State Park.
We’re properly out into the sticks now and are heading for a small off-road check space for some pics. It’s not rather more than a mile or so of dry desert street, with some deeper sand sections, so a reasonably mild check. And the Bear does okay. It’s under no circumstances a critical off-road machine, with simply 130mm entrance suspension journey and 115 rear to deal with its 214kg mass, along with these MRF street tyres and their gentle filth pretensions. For the odd gravel street or (dry!) inexperienced lane, although, you’ll have the ability to potter alongside with out an excessive amount of grief.
So, on the finish of a really good day in California, what was the ultimate impression of the Bear 650? On the plus aspect, it’s a good-looking piece of equipment certainly. Glinting within the golden desert mild, the premium-finished alloy elements, gold-anodised forks, and deep, shiny paint look absolutely the enterprise, and completely belie the finances price ticket. The spec sheet is scant with regards to fripperies like IMU-assisted rider aids, huge color screens, cruise management, quickshifters and the like – however that’s not what you purchase an Enfield for.
As a dynamic expertise, it falls down somewhat on some fundamentals: 46bhp merely isn’t sufficient energy for a 214kg bike in 2025 I’d recommend, and whereas the agency says it desires to stay to the A2 licence energy limits, the subtext is that they’re completely happy to work to the Indian market, the place 46bhp is lots. On UK roads, I’d positively choose an additional 15-20 ponies, however even an additional 10 would put the 650 Enfields again within the race. The chassis would cope – however can be even higher with one other brake disc on the entrance finish, or at the very least with a four-piston brake caliper (which even probably the most primary Chinese language 125 appears to come back with nowadays).
As with the entire Enfield vary, although, the large tick for the Bear comes with the worth tag. Beginning at simply £6749 for the Petrol Inexperienced paint scheme, rising to £6849 for the black/gold silver Golden Shadow paint, and £6949 for the ‘249’ Eddie Mulder reproduction, the newest Enfield 650 is cracking worth. Compared, a Ducati Scrambler 800 begins at £9500 and the Triumph Road Scrambler 900 from £9795, each round £3k extra, albeit for rather more succesful engine and chassis packages.
When you think about the styling and the texture of the Royal Enfield Bear 650 although, it’s a lot nearer than a easy spec-sheet comparability makes it. And when you consider that nearly indefinable heritage and historical past, the Bear is true again in competition.
A bit extra element…
Body
Based mostly on the Interceptor 650’s metal tube cradle design, however with some additional bracing on the steering head to go well with the brand new taller USD entrance forks. The geometry has been tweaked as properly, with an extended rear swingarm. The obvious change to the body is behind the seat, the place there’s a brand new upward sweep to the rear subframe loop.
Engine
The identical 648cc parallel twin SOHC 4-valve air-cooled motor that I rode again in 2018 on the Interceptor and GT650 launch in northern California, just about. The 2025 model has been fettled for Euro5+ emissions compliance, and the Enfield of us say the two-into-one exhaust system provides some low-down torque, however the peak energy stays on the A2-friendly 46bhp.
Electronics
LED lighting, color LCD sprint with navigation and media connections, USB-C charging port, dual-channel ABS with switchable rear, and that’s just about it. No traction management or rider energy modes right here.
Operating gear
Showa Large-Piston forks have 130mm journey however no adjustment, and there’s preload adjustment solely on the 115mm-travel Showa twin-tube rear shocks. Single brake discs at every finish, 320mm entrance and 270mm rear, are paired with dirt-style twin-piston sliding calipers by Brembo’s Indian arm, ByBre.
Wheels/Tyres
Tube-type wire-spoked wheels are shod with MRF (Madras Rubber Manufacturing facility) Nylorex dirt-styled tyres. The entrance wheel is a 19-inch rim, for somewhat extra off-road functionality, with out affecting street dealing with an excessive amount of.
Colors
Sadly, the UK isn’t getting a few of the most tasty color schemes – we get the Petrol Inexperienced, Golden Shadow and Two 4 9 schemes (249 was Eddie Mulder’s race quantity in 1960). The white/blue/orange and the black/yellow schemes are solely out there in different markets, which is a disgrace: the black/yellow particularly is de facto good-looking within the flesh.
SPECIFICATION: Royal Enfield Bear 650
Engine: SOHC 4v, parallel twin, air-cooled, 648cc, 78×67.8mm bore/stroke
Max energy: 46bhp (34.3kW) @ 7150rpm
Max torque: 41.6lb-ft (56.4Nm) @ 5150rpm
Body: Metal tube double cradle
Wheelbase: 1460mm
Rider aids: Connectivity to cellphone & Tripper sat-nav, switchable ABS
Brakes: (F) Single 320mm disc, twin-piston sliding axial-mount caliper, (R) 270mm disc, twin-piston sliding caliper, twin channel ABS, switchable on rear
Transmission: Six pace gearbox, moist clutch, chain last drive
Suspension: (F) 43mm USD Showa Large Piston entrance fork, non-adjustable, (R) Metal swingarm, preload-adjustable Showa twin shocks
Wheels/Tyres: (F) Wire-spoke tube kind, 100/90×19” MRF tyre, (R) Wire-spoke tube kind, 140/80×17” MRF rear
Seat top: 830mm
Gasoline capability: 13.7 litres
Weight: 214kg
Guarantee: 3 years limitless mileage
Contact: www.royalenfield.com
Value: £6749-£6949, relying on color
