Royal Enfield Bear 650 review - A Scrambler with Roots in the Wild West
As the winter months set in, Royal Enfield invited us to California for a taste of their fifth (or sixth) creation on the 650 platform. Incidentally, California has been the favourite debut spot for four of these five launches, thanks to its sunny skies, charming roads, and - let's be real - a history deeply intertwined with Royal Enfield's legacy. And their latest offering claims its own bit of that history. Not far from Los Angeles, there's Big Bear, a place known for its vast lake, but more importantly, for the "Big Bear Run" desert races of the '60s - a motorcycling haven of sorts. We even had the pleasure of hearing about it from an old fogey, Eddie Mulders. Now 80, Mulders vividly recalls the scent of fresh dirt and how, at age 16, he outpaced 764 racers in a single day to clinch victory on a Royal Enfield 500 with knobbly tyres. It was a makeshift scrambler, yet one that earned him accolades, set him on the path to racing and stunt riding in Hollywood and put the Big Bear Run on the map for countless young hopefuls.
Around the same time, Royal Enfield started exporting the Interceptor to the American market, with the US-spec models sporting knobbly tyres for that scrambler spirit. If I've got the story right, the American models bore the engine prefix "VAX," the "X" marking it as experimental. So, inspired by the VAX Interceptor and bearing Big Bear's legacy in name, we have the new Royal Enfield Bear 650.
As you might expect, the Bear 650 is the scrambler reinterpretation of the Interceptor 650. Frankly, it would've been fun to see Royal Enfield throw caution to the wind and bring out a 750 - like the VAX Interceptor - to ruffle the competition a bit more. But RE has opted to stick with its proven 650cc twin-cylinder platform, refining the essentials to make the Bear 650 a serious contender.
Design and Ergonomics
The scrambler influence is glaringly obvious: a raised rear fender, race-inspired oval number plate on the side panels, an elevated stance, and, of course, those knobbly tyres. They bear a striking resemblance to the Pirelli Rally STRs but are actually MRF creations - keeping costs and availability within reach. If you opt for the black colour, the golden forks look even beefier. Five colours are available, including an Eddie Mulders Special Edition, complete with his racing number #249 and a teal frame reminiscent of the Classic Trials edition. It's hard to pick a favourite colour here because each one is stunning. Paired with the Fuel x Royal Enfield vintage riding gear, you'll look straight out of the '60s Big Bear Run archives. Not sure if that gear will make it to our shores though given the pricing constraints.
Back to the bike, the Bear 650 sports upside-down Showa forks, similar to the Shotgun 650 but with longer tubes. At the rear, you've got conventional Showa shocks - none of that gas-charged business from the Interceptor - allowing 130mm and 115mm travel front and back, respectively.
The Bear 650 rolls on tube-type tyres with a 19-inch front and a 17-inch rear, giving it a taller stance and a respectable 184mm ground clearance, compared to the Interceptor's 18-inch setup on both ends. And no, you can't just swap on the tubeless rims from the Himalayanâ€"different sizes make that a no-go. Some Interceptor owners have turned their bikes into scramblers by fitting off-road focussed wheels and tyres, and getting the Bear's donuts on your Interceptor wouldn't be much of a challenge but would involve tinkering with the hubs.
The Bear 650 features a fairly hollow front hub, and while the front disc keeps the Interceptor's 320mm diameter, it's been replaced by a completely new rotor. At the rear, there's an upgrade to a 270mm disc from the Super Meteor, up from the Interceptor's 240mm. Rider footpegs have been moved forward, and the handlebars are slightly raised and pulled back for a more relaxed seated position, making it easier to stand up when tackling rougher terrain. The ribbed seat is flat, as a scrambler's should be, but has a bit of a rear tick-up. Royal Enfield has also beefed up the subframe and neck of the chassis to improve load-bearing capacity and make off-road riding more robust.
Engine
The Bear's power comes from the tried-and-true 650cc twin, keeping the Interceptor's 47PS output but adding an 8% torque boost for a total of 56.5Nm. RE claims that the entire torque curve has been lifted, giving an even better throttle response. The Interceptor never felt underpowered in the midrange, and the Bear only improves on this. The torque upgrade shines in 3rd gear, letting you comfortably chug along at 30-40km/h without knocking, and in 5th gear at 50km/h for smooth cruising. Even off-road tractability is quite good and the stronger low-end torque helps compensate for the Bear's hefty build.
Off-Road Capability
That said, I would stick to mild off-road trails. The Bear's two-into-one exhaust with a stubby canister sheds nearly 10kg over the Interceptor, thanks in part to a neatly hidden underbody collection chamber for emissions. Yet, with extra suspension, beefier tyres, and added frame strengthening, the Bear 650 is only 2kg lighter than the Interceptor in summation - making it a hefty piece of kit. This is no lightweight, and while it'll handle some dirt and shallow river crossings with ease, you might want to think twice about tackling challenging trails. It's not playing in the same sandbox as the XPulse, Himalayan, or 390 Adventure and needs a seasoned off-road rider to really push it in the challenging terrain. If proper adventure riding is on your radar, the Himalayan remains your best bet. It's lighter, lower, and simply easier to wrangle.
Ride and Handling
The Bear's suspension shines on twisty roads, offering confidence from the frontâ€"those forks inspire some swagger in the bends, even with the knobbly tyres. The rear, though, can feel a bit firm, especially on quick direction changes. With wildfires limiting access to Big Bear, we headed down the San Bernardino National Forest roads and into Coachella Valley, with its share of bumps and cracks. The Bear's suspension handled them admirably, absorbing them without a fuss. The weight does rear its head if you need to adjust your line mid-corner, but once you settle in, the Bear is immense fun on the twisties. Remember my Shotgun 650 review enthusiasm? Well, the Bear might just top it.
The braking, despite having the same master cylinder, hoses, and callipers as its siblings, feels enhanced, thanks to the suspension, lighter wheels, and grip of the MRF tyres. Hard braking will reveal some tyre skittering due to the tread pattern, but I'd keep these tyresâ€"swapping them out for road-focused rubber would strip the Bear of its scrambler character.
VerdictThe Bear 650's all-around performance is so good, it almost makes the Interceptor and Continental GT feel like relics. RE might want to either spruce them up or trim their prices before the Bear claws away their market share. A new Interceptor is on its way with some of the enhancements but the spy shots reveal right side up forks which means it may still leave me wanting, knowing how good the Showa USDs on the Bear and Shotgun are!
With releases like the Shotgun and Bear, it's evident that RE is stepping away from conventional body styles to plug portfolio gaps with these niche offerings. It's not just about functionality - it's about the emotional appeal. And the Bear 650 captures a bit of both: function and flair.
From an Indian point of view, the Bear might just be the best RE 650 on offer - even if scrambling isn't high on your agenda.