Royal Enfield Bear 650: The Real Scrambler Test

The Royal Enfield Bear 650 promises to be the scrambler the Indian market has been waiting for a perfect blend of the Interceptor 650’s refined parallel-twin engine with genuine off-road capability. But after testing it on gravel trails, analyzing owner feedback, and comparing it against competitors, does it deliver on the scrambler promise, or is it just an Interceptor in adventure clothing ? This comprehensive review covers real-world performance, honest limitations, and whether the ₹3.72 lakh starting price justifies the upgrade over its cafe racer sibling.​​

What Is the Royal Enfield Bear 650?

Scrambler Heritage Meets Modern Engineering

The Royal Enfield Bear 650 is Royal Enfield’s answer to the growing scrambler segment, launched in November 2024 as a tribute to Eddie Mulder the youngest-ever winner of the brutal Big Bear desert race in California, who completed it on a 500cc Royal Enfield Fury. Built on the proven Interceptor 650 platform, the Bear transforms the cafe racer into a dual-purpose machine designed for urban commuting, highway touring, and light trail riding.​

At its core sits the same 648cc air-cooled parallel-twin engine producing 47.4 PS at 7,150 rpm, but with a crucial upgrade: a new two-into-one exhaust system that boosts peak torque to 56.5 Nm an 8% increase over the Interceptor’s 52 Nm. This torque bump arrives at 5,150 rpm, making the Bear more responsive in off-road situations and low-speed technical riding. Power delivery remains characteristically smooth, with minimal vibration and a six-speed transmission that’s less cluttered than higher-revving singles.​

Bear 650 vs Interceptor 650: What Changed?

The Bear 650 shares 70% of its DNA with the Interceptor 650 but diverges in critical areas that define its scrambler character. The most significant upgrade is the suspension: a 43mm Showa Separate Function Big Piston (SF-BP) upside-down fork replaces the Interceptor’s conventional telescopic fork, delivering 130mm of travel versus 110mm. This USD setup not only looks premium but significantly improves rough-road composure and gives the front end sharper steering response.​

Out back, new Showa twin shocks provide 114mm of travel (up from 88mm) with five-stage preload adjustment crucial for varying loads and terrain types. The wheel sizes change to a 19-inch front and 17-inch rear (versus 18/18 on the Interceptor), wearing MRF Nylorex-X tires that bridge street and light dirt use. Ground clearance remains unspecified by Royal Enfield, but the taller suspension and larger front wheel clearly improve obstacle clearance.​

Ergonomics receive a complete overhaul: the handlebar rises and widens for an upright, command riding position; the seat lifts to 830mm (versus 804mm), benefiting taller riders but potentially challenging those under 5’7″. The footpegs stay in a neutral position not aggressively forward like a cruiser or high like an adventure bike making standing on the pegs for off-road riding more natural. Weight climbs to 216 kg (476 lbs) wet, 14 kg heavier than the Interceptor due to the beefier suspension, bash plate, and reinforced frame.​​

Price & Variants

Ex-Showroom Pricing Across India

Royal Enfield offers the Bear 650 in four variants differentiated by paint schemes, with prices ranging from ₹3.71 lakh to ₹3.94 lakh ex-showroom. The Base variant in Boardwalk White starts at ₹3.71 lakh, while the mid-tier Petrol Green and Wild Honey options cost ₹3.79-3.86 lakh. The top Golden Shadow variant is priced at ₹3.89 lakh, and the Special edition Two Four Nine (a racing-inspired black and yellow livery) commands ₹3.94 lakh.​

All variants share identical mechanical specifications, meaning your choice comes down to aesthetic preference. Royal Enfield implemented a price hike of up to ₹26,841 in September 2025, pushing the Bear further into premium territory. Compared to the Interceptor 650 at ₹3.32 lakh, you’re paying a ₹40,000-62,000 premium depending on which Bear variant you choose.​

On-Road Costs in Major Cities

On-road pricing varies significantly based on state road tax structures and insurance costs. Delhi buyers pay approximately ₹4.24 lakh for the Base variant, while Mumbai buyers face ₹4.44 lakh due to Maharashtra’s higher tax rates. Bangalore shows the steepest on-road price at ₹4.71 lakh, reflecting Karnataka’s premium vehicle taxation. Chennai, Hyderabad, and Pune cluster around ₹4.40 lakh, while Ahmedabad offers the most competitive on-road pricing at ₹4.18 lakh after Delhi.​

These figures include registration, insurance, and applicable state taxes but exclude optional accessories or extended warranty packages. Current waiting periods across major metropolitan areas range from 30-45 days, with popular color options like Petrol Green experiencing slightly longer delays. Deliveries commenced in early December 2024, and production has stabilized after initial supply constraints.​

Which Variant Offers Best Value?

The Base Boardwalk White variant delivers the best value proposition, offering full mechanical capability at ₹3.71 lakh while saving ₹8,000-23,000 over painted variants. If aesthetics matter, the mid-tier Petrol Green strikes a balance between visual appeal and cost at ₹3.79 lakh. Skip the ₹3.94 lakh Special edition unless you’re specifically drawn to the Two Four Nine livery that money approaches Shotgun 650 territory. Remember, all variants share identical suspension, engine tuning, and feature sets, making paint the only differentiator.​

Engine & Performance

648cc Parallel-Twin Specifications

The Bear 650’s 648cc air/oil-cooled parallel-twin engine is Royal Enfield’s most refined powerplant, producing 47.4 PS at 7,150 rpm and 56.5 Nm of torque at 5,150 rpm. This represents a significant torque increase over the Interceptor’s 52 Nm, achieved through a redesigned two-into-one exhaust system with less restrictive routing. The engine features a 270-degree firing order that provides character without excessive vibration, fuel injection for consistent performance, and a SOHC eight-valve configuration.​

Bore and stroke measure 78mm x 67.8mm, giving the engine an oversquare design that favors smoother high-rev operation over pure low-end grunt. A wet multiplate clutch with cable actuation transfers power through a six-speed gearbox, though some early-production bikes experienced shifter issues that Royal Enfield has since addressed. Compression ratio sits at 9.5:1, balancing performance with fuel economy and heat management in India’s varied climate conditions.​

Power Delivery & Torque Characteristics

Power delivery is the Bear 650’s standout feature smooth, linear, and devoid of the vibration that plagues many parallel twins. The engine pulls cleanly from 2,000 rpm, making low-speed trail riding and urban traffic far less clutch-dependent than single-cylinder competitors. Peak torque at 5,150 rpm means the sweet spot sits right in the middle of the rev range, perfect for highway overtaking and dirt road acceleration.​

Professional dyno testing shows the Bear produces slightly more mid-range torque than the Interceptor across 3,500-6,000 rpm, validating the exhaust upgrade’s effectiveness. Throttle response is smooth and predictable, critical for off-road riding where abrupt power surges unsettle the chassis. The engine remains composed up to the 7,500 rpm fuel cut, though it doesn’t beg to be revved like high-strung singles. Vibration remains minimal below 5,500 rpm, with a pleasant buzz emerging at highway speeds that enhances rather than detracts from the riding experience.​​

Real-World Acceleration & Top Speed

While Royal Enfield doesn’t publish official acceleration figures, rider testing suggests 0-100 kmph arrives in approximately 6.5-7.0 seconds, respectable for a 216 kg scrambler but not a sports bike quick. The Bear’s strength lies in 40-80 kmph roll-on acceleration, where abundant mid-range torque makes passing effortless without downshifting. Top speed reaches an indicated 170-175 kmph, though the upright riding position creates significant wind blast above 140 kmph.​

Real-world performance feels stronger than the 47.4 PS figure suggests, thanks to the torque advantage and gearing optimized for usable speed ranges rather than outright velocity. First gear is low enough for technical off-road work, while sixth gear provides relaxed highway cruising at 3,500-4,000 rpm. The engine’s character suits the Bear’s scrambler mission perfectly; it’s not about outright speed but rather accessible, confidence-inspiring power delivery across all conditions.​

Design & Ergonomics

Scrambler Styling Elements

The Bear 650 nails the scrambler aesthetic with purposeful details: a high-mounted two-into-one exhaust with heat shielding, a genuine bash plate protecting the engine’s underside, and wire-spoke wheels shod with block-pattern tires. The circular LED headlight maintains Royal Enfield’s classic roundel design while providing modern illumination, and the compact tail section with LED lighting keeps the rear end tidy. Braced handlebars, fork gaiters, and a single-piece bench seat complete the retro-scrambler look without feeling overwrought.​

Four color schemes offer varying levels of visual drama: Boardwalk White provides clean simplicity, Petrol Green and Wild Honey deliver vintage appeal, Golden Shadow adds metallic richness, and Two Four Nine brings racing heritage with its black/yellow livery. Tank capacity remains 13.7 liters with classic Royal Enfield knee recesses and a separate chrome filler cap though owners note the detachable cap is less convenient than hinged designs. Build quality matches modern Royal Enfield standards: improved over the brand’s 350cc lineup but not quite matching Japanese fit-and-finish.​

Rider Triangle & Comfort

The Bear 650’s rider triangle is significantly more upright than the Interceptor’s semi-forward crouch. Wide, flat handlebars position your hands naturally without excessive reach, reducing wrist strain on long rides. The footpegs sit in a neutral position beneath your hips, allowing you to stand comfortably for off-road sections or simply shift weight during extended highway stints. This creates an ergonomic package that works equally well for 30-minute urban commutes and 300 km touring days.​

The single-piece bench seat measures 830mm from the ground 26mm taller than the Interceptor and offers excellent comfort for both rider and passenger. Seat padding is generous without being overly soft, maintaining support during spirited riding while cushioning rough roads. Owners report minimal discomfort during 3-4 hour rides, with only the hardest rear suspension settings causing issues on broken pavement. The pillion seat provides adequate space and comfort, with grab handles integrated into the tail section.​

Seat Height & Accessibility

At 830mm, the Bear 650’s seat height challenges shorter riders; those under 5’7″ may only achieve toes-down footing at stops. The bike’s 216 kg weight compounds this, requiring confidence when maneuvering at walking pace or in parking lots. Riders between 5’8″ and 6’2″ report ideal ergonomics, with taller riders particularly appreciating the upright position that doesn’t cramp knees like the Interceptor.​​

The seat height is adjustable via rear preload settings, though lowering the rear shock too much compromises suspension performance and ground clearance. Royal Enfield offers an optional low-profile seat, but it’s not available at launch. If you’re concerned about height, test ride the bike with a full tank at a dealership rather than relying on the lighter showroom model. The neutral footpeg position and wide handlebars do help shorter riders maintain control compared to adventure bikes with aggressive foot-forward stances.​

Suspension & Handling

Showa USD Fork Setup

The 43mm Showa Separate Function Big Piston (SF-BP) USD fork is the Bear 650’s headline upgrade, delivering 130mm of travel, 20mm more than the Interceptor. This fork separates damping and spring functions between the left and right legs, improving response consistency across varying terrain. While not externally adjustable like fully-featured USD forks, it’s tuned specifically for the Bear’s weight and intended use, striking a balance between plush comfort and controlled compression.​

On smooth pavement, the fork provides a planted, confidence-inspiring feel that removes the Interceptor’s occasional vagueness during aggressive cornering. Over rough surfaces, broken city streets, gravel roads, rural highways the fork absorbs impacts without harsh feedback to the handlebars. Off-road testing on farm tracks and dirt trails shows the fork handles moderate obstacles well, though deep ruts and large rocks can overwhelm the 130mm travel. Fork gaiters protect the stanchions from debris, a practical touch for mixed-surface riding.​​

On-Road Ride Quality

On tarmac, the Bear 650 delivers exceptional ride quality, arguably Royal Enfield’s best. The combination of USD forks, revised rear shocks, and the parallel-twin’s smooth power creates a refined experience that belies the ₹3.72 lakh price point. Urban potholes and highway expansion joints disappear beneath the suspension, while the 19-inch front wheel rolls over road imperfections more gracefully than the Interceptor’s 18-inch setup.​

Highway stability at 100-120 kmph is excellent, with minimal wind buffeting given the upright bars and predictable handling in crosswinds. The bike feels planted and secure, inspiring confidence for fast touring or spirited back-road riding. Corner entry is neutral neither pushing wide nor tucking in aggressively, requiring deliberate input but rewarding smooth riding. The 216 kg weight is noticeable in tight switchbacks, but on flowing roads, the mass contributes to stability.​

The rear suspension, however, draws mixed reviews. Set to softer preload positions (1-2 of 5), the rear feels under-damped on rough roads, wallowing through compressions. Crank it to the hardest settings (4-5) and the ride becomes harsh, transmitting sharp impacts directly to the seat. The sweet spot sits at position 3 for most riders, balancing compliance with control, though Royal Enfield could improve damping rates.​​

Off-Road Capability Testing

This is where reality tempers expectations. The Bear 650 handles light off-road work, gravel roads, farm tracks, dirt paths, and mild trails with competence that genuinely surpasses the Interceptor. The suspension travel, 19-inch front wheel, and switchable rear ABS (turn it off for dirt) provide the mechanical foundation for mixed-surface riding. Rider feedback shows the bike confidently tackles fire roads, forest service paths, and moderately rutted surfaces.​​

But hardcore off-roading exposes limitations. The MRF Nylorex-X tires are road-biased, offering minimal grip in sand, mud, or loose dirt; the front washes out easily, and the rear struggles for traction. The 216 kg weight becomes a major handicap in technical sections: lifting the bike from drops is exhausting, slow-speed balance requires significant effort, and momentum is your enemy when traction disappears. The 114mm rear suspension travel bottoms out on larger impacts, and the limited ground clearance (though unspecified) results in bash plate strikes on modest obstacles.​​

Real-world testing suggests thinking of the Bear as an Interceptor 650 that can confidently roll onto gravel roads and dirt shortcuts, not a Himalayan replacement. Upgrading to proper dual-sport tires significantly improves capability, but the weight and suspension travel remain inherent constraints. For weekend riders who occasionally explore dirt backroads during longer tours, the Bear excels; for dedicated off-road enthusiasts, the Himalayan 450 or a proper adventure bike makes more sense.​​

Features & Technology

4-Inch TFT Display

The Bear 650 features Royal Enfield’s 4-inch TFT color display with the Tripper Dash interface, a significant upgrade over analog instrumentation. The screen provides crisp readability in direct sunlight, showing speed, tachometer, gear position, fuel level, trip meters, and real-time fuel economy. Smartphone connectivity via Bluetooth enables turn-by-turn navigation from Google Maps, incoming call/message notifications, and music playback control.​

The interface is intuitive, with handlebar-mounted switches allowing menu navigation without releasing the grips. Two ride modes Standard and Eco adjust throttle response and display relevant efficiency data. The Tripper functionality mirrors the system found across Royal Enfield’s premium lineup, ensuring familiarity for existing owners. While not as feature-rich as KTM or Triumph’s systems (no Bluetooth tire pressure monitoring or lean-angle displays), it covers essential functions reliably.​

Switchable ABS System

Dual-channel ABS comes standard, with a crucial feature for off-road use: switchable rear ABS. A handlebar toggle allows you to disable rear ABS while maintaining front-wheel protection, enabling controlled rear-wheel slides on dirt and gravel. This is essential for scrambler credibility locked rear ABS in dirt robs you of braking control and directional adjustments.​​

Braking hardware includes a 320mm front disc with a dual-piston caliper and a 300mm rear disc with single-piston caliper. Braking performance on pavement is adequate rather than exceptional lever feel is somewhat wooden, and initial bite could be stronger. However, once engaged, stopping power is sufficient for the Bear’s weight and performance envelope. Owners report the system requires a firm squeeze for confident stops, particularly during aggressive riding. The rear switchable ABS works as advertised, disengaging smoothly without affecting front-wheel protection.​​

Standard & Optional Accessories

Royal Enfield offers an extensive accessory catalog for the Bear 650, recognizing that scrambler buyers love customization. Standard equipment includes an engine bash plate (non-removable), fork gaiters, and a USB charging port in the left side panel. Optional accessories range from practical (panniers, crash bars, auxiliary lights) to cosmetic (fly screens, seat covers, tank pads).​

Popular upgrades include the Genuine Motorcycle Accessories (GMA) range: fog lamps (₹4,500), touring mirrors (₹2,800), and center stand (₹3,200). Soft panniers cost approximately ₹8,500 for the pair, while aluminum hard cases run ₹18,000-22,000. Royal Enfield doesn’t offer off-road tire upgrades through dealerships, so most owners source aftermarket dual-sport tires independently. The comprehensive accessory lineup allows you to tailor the Bear for urban commuting, long-distance touring, or weekend trail riding based on your priorities.​​

Ownership Experience

Daily Commuting Impressions

For urban commuting, the Bear 650 proves surprisingly practical despite its size and weight. The upright ergonomics reduce fatigue in stop-and-go traffic, and the 648cc twin’s torque eliminates constant gear-shifting and third gear handles most city speeds. The seat comfort stands out during longer commutes, with owners reporting minimal discomfort even during 60-90 minute rush hour crawls.​

The weight (216 kg) and seat height (830mm) demand respect at parking-lot speeds, making tight U-turns and filtering through traffic more effort than lighter bikes. First-time 650 owners transitioning from 350cc bikes mention a noticeable adjustment period. Fuel economy in city-only riding drops to 15-18 kmpl, making the 13.7L tank good for roughly 200 km between fills adequate but not exceptional. Heat from the air-cooled engine is noticeable in summer traffic, though not as severe as fully-faired sports bikes.​

Long-Distance Touring Capability

Highway touring is where the Bear 650 truly shines. The combination of comfortable ergonomics, smooth engine, plush suspension, and generous torque makes eating miles effortless. Owners report 300-400 km days without significant discomfort, with fuel stops every 250-280 km based on real-world highway mileage of 24-26 kmpl. The seat remains comfortable through 3-4 hour stints, though some riders add aftermarket gel pads for extended multi-day tours.​

Wind protection is minimal due to the naked styling; riders exceeding 120 kmph consistently report significant buffeting. An aftermarket flyscreen helps but doesn’t transform the bike into a windscreen-equipped tourer. The parallel-twin’s refinement keeps vibration minimal at cruise speeds, with only a pleasant buzz through the bars and pegs. Pillion comfort is good for day trips, though the passenger experiences more wind blast than the rider.​

Touring range improves dramatically with auxiliary fuel cans or upgraded capacity, as the 13.7L tank limits adventure into remote areas. The accessory ecosystem supports touring with pannier options, though you’ll need to be selective to avoid exceeding the rear suspension’s capacity. Overall, the Bear 650 handles weekend getaways and week-long tours admirably, provided you accept its naked-bike limitations.​

Common Issues & Solutions

Early-production Bear 650s (first 1-2 months, November-December 2024) experienced gear shifter issues: false neutrals between gears, difficulty engaging first gear from neutral, and clutch cable adjustment needs. Reddit and Team-BHP reports show these problems typically resolve after the first service (500-1,000 km) with proper cable adjustment and break-in. Royal Enfield acknowledged the issue and improved quality control on later production batches.​

The rear suspension remains a consistent criticism: too soft at low preload settings, too harsh at maximum preload, with limited damping adjustment. Most owners find a workable compromise at mid-range settings, though aftermarket shock upgrades are popular among enthusiasts seeking better tunability. The detachable fuel cap design frustrates some owners who prefer traditional hinged caps that can’t be lost or misplaced.​​

The service reminder light persists after the first service on some bikes until manually reset by the dealer, a minor software quirk rather than a mechanical issue. Spoke wheels require more maintenance than cast wheels, with periodic spoke tension checks recommended every 5,000 km. Overall, the Bear 650 demonstrates better initial quality than early Royal Enfield 650 launches, with most issues minor and dealer-resolved under warranty.​

Service & Maintenance

Service Schedule & Intervals

The Bear 650 follows Royal Enfield’s proven 650-platform service schedule: first service at 500 km (free), followed by services every 5,000 km or 6 months, whichever arrives first. This schedule includes oil changes, filter replacements, brake inspections, chain adjustments, and general safety checks. Major services occur every 10,000 km with additional component inspections and fluid replacements.​

The first three services are free under Royal Enfield’s warranty program: 1st service ₹1,099 (parts only, labor free), 2nd service ₹1,428, and 3rd service ₹2,258. These costs cover engine oil, oil filter, air filter cleaning, and standard adjustments. Fourth service onward becomes payable, with typical costs ranging ₹2,500-3,500 depending on required parts and dealer location.​

Cost Breakdown (First 50,000 km)

Cumulative maintenance cost for the first 50,000 km is approximately ₹9,899 excluding wear items like brake pads, chain/sprocket replacements, and tires. This breaks down to roughly ₹0.20 per kilometer for scheduled services competitive with other 650cc twins but higher than single-cylinder Royal Enfields. Owner reports suggest actual costs run ₹500-800 higher per service when factoring in dealer-recommended add-ons like chain lubrication kits, brake cleaners, and miscellaneous adjustments.​

Brake pad replacements typically occur around 15,000-20,000 km depending on riding style, costing approximately ₹5,000 for a front set and ₹3,500 for rear pads. Chain and sprocket kits run around ₹6,000 and last 20,000-25,000 km with proper lubrication. Tires represent the largest wear-item expense: the MRF Nylorex-X tires last 12,000-15,000 km and cost ₹7,500-9,000 per set. Over 50,000 km, expect ₹25,000-30,000 in total maintenance including scheduled services and wear items.​

Parts Pricing & Availability

Royal Enfield’s extensive dealer network ensures parts availability across India, with major components sharing inventory with the Interceptor and Continental GT 650. Common service items like oil filters (₹280), air filters (₹450), and engine oil (₹650 per liter) are readily available. Specialized Bear 650 parts like the USD fork seals and specific suspension components may require ordering at smaller dealerships, with 3-5 day lead times.​

Genuine spare parts carry Royal Enfield’s warranty but command premium pricing aftermarket alternatives exist for non-critical components but may void warranty coverage. The Bear 650’s USD fork shares components with other Royal Enfield and Honda models using Showa systems, potentially easing long-term parts sourcing. Overall, ownership costs track closely with the Interceptor 650, making the Bear’s maintenance predictable for existing 650-platform owners.​

Fuel Efficiency

Claimed vs Real-World Mileage

Royal Enfield claims 22-24 kmpl for the Bear 650 under standard test conditions. Real-world owner reports paint a more varied picture: mixed city/highway riding yields 18-22 kmpl, with aggressive throttle use and traffic conditions pushing figures toward the lower end. Highway-focused runs at steady 80-100 kmph achieve 24-26 kmpl matching or slightly exceeding claimed figures. City-only riding in dense traffic drops mileage to 15-18 kmpl, particularly in hot weather when the air-cooled engine runs rich.​

The Bear’s fuel economy matches the Interceptor 650 despite the 14 kg weight penalty, thanks to revised exhaust tuning and gearing optimization. The 648cc parallel-twin’s inherent efficiency, smooth power delivery reducing throttle cycling, reasonable compression ratio, and fuel injection precision helps maintain respectable numbers for the displacement. Eco mode on the TFT display provides real-time fuel economy data, helping riders optimize their right wrist for maximum range.​

City vs Highway Economy

The contrast between urban and highway mileage is stark, a 40-50% difference in extreme cases. City riding combines the worst conditions for fuel economy: frequent stops requiring clutch slipping and acceleration, low-speed operation outside the engine’s efficiency band, and heat soak increasing fuel richness. First and second gear get heavy use, and the 216 kg mass requires meaningful throttle input to overcome inertia from stops.​

Highway riding plays to the Bear’s strengths: sixth gear at 3,500-4,000 rpm sits in the engine’s efficiency sweet spot, minimal braking preserves momentum, and aerodynamic losses remain manageable below 110 kmph. The torque advantage means you can short-shift aggressively hitting sixth gear by 70 kmph and let the engine lug rather than constantly downshifting for passing power. Touring riders report 300+ km tank ranges on highway-heavy days versus 200-220 km in pure city use.​

Tank Range & Touring Viability

The 13.7-liter fuel tank provides 250-300 km practical range based on typical mixed riding, with conservative touring potentially stretching to 320-350 km. This range limitation requires planning on multi-day tours through remote areas fuel stops become strategic considerations rather than afterthoughts. Compared to dedicated touring bikes with 18-20 liter tanks, the Bear demands more frequent stops.​

Owners report the reserve warning light illuminates with roughly 2.5-3 liters remaining, providing 50-70 km of emergency range. Touring riders often carry auxiliary fuel in jerry cans or saddlebags when venturing into sparsely populated regions. The limited range is manageable for most riding scenarios India’s fuel station network provides adequate coverage on major routes but represents a genuine constraint for hardcore adventure touring. Royal Enfield could improve future scramblers with 15-16 liter capacity without significant weight penalties.​

Bear 650 vs Competitors

Royal Enfield Interceptor 650

The Interceptor 650 remains the Bear’s most direct comparison, sharing the engine platform but diverging in execution. At ₹3.32 lakh, the Interceptor costs ₹40,000 less than the Bear’s ₹3.72 lakh base price, a significant difference for buyers focused on value. For that premium, you receive 43mm USD forks (versus conventional), 8% more torque (56.5 vs 52 Nm), a 19-inch front wheel (versus 18-inch), taller handlebars, and switchable rear ABS.​

Performance differences are subtle: the Bear feels slightly more responsive in mid-range acceleration and more planted over rough roads, but the Interceptor counters with 14 kg less weight (202 vs 216 kg) that improves city maneuverability and cornering agility. The Interceptor’s lower 804mm seat height benefits shorter riders, while the Bear’s 830mm seat and upright bars suit taller riders better. Fuel economy is virtually identical, as is top speed.​

Choose the Bear if you want scrambler aesthetics, occasional dirt capability, modern suspension, and don’t mind the weight/price premium. Choose the Interceptor if you prioritize pure road use, lighter weight, lower cost, and classic cafe racer styling. Both bikes share the 650 platform’s reliability, smooth power delivery, and Royal Enfield’s extensive dealer network. For many buyers, the decision reduces to aesthetic preference and whether ₹40,000 justifies upgraded suspension and scrambler capability.​​

Triumph Scrambler 400X

The Triumph Scrambler 400X approaches the segment differently: smaller displacement (398cc single-cylinder versus 648cc twin), lighter weight (~175 kg versus 216 kg), and lower price (₹2.79 lakh versus ₹3.72 lakh). The Triumph produces 39.5 PS and 37.5 Nm adequate for its weight but significantly down on the Bear’s 47.4 PS and 56.5 Nm. This power deficit shows on highways where the single-cylinder vibrates and works harder above 110 kmph, while the Bear’s twin cruises smoothly.​

Off-road, the Triumph has clear advantages: 150mm suspension travel front and rear (versus 130/114mm), lighter weight for technical sections, more aggressive tire options, and superior build quality with genuine adventure bike pedigree. The 400X feels more purposeful on trails, while the Bear feels more competent on tarmac. Triumph’s global reputation for quality exceeds Royal Enfield’s, though service networks in smaller Indian cities favor Royal Enfield.​

Choose the Triumph if you want serious off-road capability, lighter weight, European build quality, and can sacrifice highway refinement and torque. Choose the Bear if you prioritize highway comfort, smooth twin-cylinder power, cruising ability, and comprehensive touring capability with occasional dirt thrown in. The ₹93,000 price difference buys significant displacement and refinement advantage with the Bear; whether that matters depends on your riding priorities.​

BSA Scrambler 650

The BSA Scrambler 650 shares its 652cc parallel-twin engine architecture with the Bear (both derived from Royal Enfield’s platform under common ownership), producing similar specifications: 47 PS and 55 Nm. Priced around ₹3.6 lakh, it slots between the Interceptor and Bear, offering scrambler styling with retro BSA heritage. Suspension specs mirror the Bear with USD forks and twin rear shocks, though specific travel figures aren’t publicized.​

The BSA differentiates through classic British styling cues, unique tank graphics, and arguably prettier detailing, but mechanical differences from the Bear are minimal. Availability is more limited BSA’s Indian dealer network is far smaller than Royal Enfield’s, potentially complicating service and parts. Real-world reviews suggest nearly identical on-road performance and capability, making the choice primarily aesthetic.​​

Choose the Bear for Royal Enfield’s proven service network, broader parts availability, and established 650 platform reputation. Choose the BSA if you want classic British heritage, slightly lower pricing, and don’t mind limited dealership access. Both bikes appeal to similar buyers; your choice likely depends on brand preference and local dealer proximity.​​

Yezdi Scrambler

The Yezdi Scrambler uses a 334cc single-cylinder engine producing 29.7 PS and 29.9 Nm, dramatically less than the Bear’s 648cc twin. Priced around ₹2.1 lakh, it targets budget-conscious buyers seeking scrambler style without premium pricing. The massive displacement disadvantage means highway performance and two-up touring capability pale compared to the Bear.​

Yezdi’s advantage lies in lighter weight and lower running costs, making it adequate for urban use with weekend light trails. However, build quality and refinement don’t match Royal Enfield’s standards, and Yezdi’s dealer network is significantly smaller. The Scrambler 400X offers better value in this segment only ₹30,000 more than the Yezdi but with Triumph quality and performance.​

Choose the Yezdi only if budget constraints exclude all alternatives; otherwise, the Bear justifies its ₹1.62 lakh premium with double the displacement, vastly superior highway capability, and genuine touring potential. The Bear and Yezdi occupy different segments despite scrambler styling; one is a serious 650cc twin-cylinder tourer, the other a budget-friendly city bike with trail aspirations.​

Pros & Cons

What We Loved

The Bear 650’s smooth, torquey 648cc parallel-twin engine stands as its greatest strength refined, vibration-free, and endlessly tractable across all riding conditions. The premium 43mm Showa USD forks represent a meaningful upgrade over the Interceptor, delivering excellent ride quality on pavement and improved off-road composure. Switchable rear ABS functionality is essential for credible scrambler capability, allowing controlled rear-wheel slides on dirt without compromising road safety.​​

On-road comfort rivals bikes costing significantly more, with exceptional seat quality, upright ergonomics reducing fatigue, and suspension that absorbs broken pavement effortlessly. The 4-inch TFT display with smartphone connectivity brings modern convenience without overwhelming complexity. Compared to imported scramblers, the ₹3.72 lakh price represents strong value, undercutting European alternatives by ₹1-2 lakh while matching or exceeding their road performance.​

The 19-inch front wheel improves obstacle clearance and rough-road composure versus the Interceptor’s 18-inch setup. Better mid-range torque (56.5 Nm versus 52 Nm) enhances passing power and low-speed trail work. Royal Enfield’s extensive dealer network and proven 650 platform reliability provide peace of mind for touring and ownership. The comprehensive accessory catalog allows tailoring the Bear for diverse riding styles.​

What Could Be Better

At 216 kg wet weight, the Bear is heavy for scrambler duty technical off-road sections and slow-speed maneuvering requires significant effort and confidence. The MRF Nylorex-X tires are road-biased, struggling in sand, mud, and loose dirt where true dual-sport rubber excels. Limited rear suspension travel (114mm) and harsh damping at maximum preload settings compromise both on-road comfort on broken pavement and off-road capability over larger obstacles.​​

The ₹40,000 premium over the Interceptor 650 represents a tough value proposition for riders who won’t utilize the Bear’s dirt capability; you’re paying significantly more for suspension and styling without additional power. Early-production shifter issues frustrated initial owners, though Royal Enfield appears to have addressed the problem in later builds. The detachable fuel cap design is less convenient than traditional hinged caps, risking loss or misplacement.​

The higher 830mm seat height challenges shorter riders, potentially limiting market appeal. No tubeless tire options due to wire-spoke wheel design increases puncture vulnerability and repair complexity on tours. The Bear isn’t a true adventure bike; it lacks the suspension travel, ground clearance, and weight balance for serious trail riding, positioning it awkwardly between road and dirt. Finally, the 13.7-liter fuel tank limits touring range, requiring strategic fuel stops on longer rides.​

Should You Buy the Bear 650?

Best For These Riders

The Bear 650 excels for riders who spend 80% of their time on pavement but want confidence and capability for the 20% spent on gravel roads, dirt shortcuts, and light trails. It’s ideal if you’re upgrading from a 350cc Royal Enfield and want the 650 platform’s refinement with scrambler aesthetics and enhanced versatility. Taller riders (over 5’10”) will appreciate the upright ergonomics that don’t cramp knees during long-distance touring.​​

Buy the Bear if you value the Interceptor’s smooth power but want modern USD suspension, better ground clearance, and weekend adventure capability without committing to a full adventure bike. It suits touring enthusiasts who occasionally venture off-pavement through forest service roads, scenic gravel paths, and rural byways rather than hardcore trail riding. If you own multiple bikes and the Bear will be your relaxed tourer with occasional dirt capability, it fits perfectly.​

The Bear makes sense for riders prioritizing engine refinement, build quality, and on-road comfort over outright off-road performance. If you loved the Interceptor but wished for better suspension and scrambler style, the Bear delivers exactly that. Budget-conscious buyers seeking European scrambler aesthetics and capability at Indian pricing will find strong value here.​​

Skip If You Need This

Pass on the Bear 650 if you need serious off-road capability; the Himalayan 450, Triumph Scrambler 400X, or proper adventure bikes offer better suspension, lighter weight, and genuine trail credentials. If you’re under 5’7″ and concerned about seat height, test ride thoroughly or consider the lower Interceptor 650. Shorter riders prioritizing easy footing should look elsewhere.​

Skip the Bear if you rarely venture off tarmac the ₹40,000 premium over the Interceptor doesn’t justify suspension upgrades you won’t use. Pure road riders get better value from the lighter, nimbler, cheaper Interceptor. If you need maximum off-road capability per rupee, the Triumph 400X offers ₹93,000 in savings with superior trail performance despite the highway refinement sacrifice.​​

Avoid the Bear if you prioritize light weight for aggressive riding 216 kg is heavy for spirited cornering and technical terrain. Riders seeking tubeless tire convenience or frequently touring in remote areas with limited fuel stations should consider alternatives with larger tanks. Finally, if you want cutting-edge electronics, adjustable suspension, or modern adventure bike features, the Bear’s relatively simple specification won’t satisfy.​​

Comparison Table: Bear 650 Vs Key Competitors

Specification	Royal Enfield Bear 650	Royal Enfield Interceptor 650	Triumph Scrambler 400X	BSA Scrambler 650
Price (Ex-showroom)	₹3.72 – 3.94 L ​	₹3.32 L ​	₹2.79 L ​	~₹3.6 L ​
Engine	648cc parallel-twin ​	648cc parallel-twin ​	398cc single ​	652cc parallel-twin ​
Power	47.4 PS @ 7150 rpm ​	47 PS @ 7150 rpm ​	39.5 PS @ 8000 rpm ​	47 PS @ 7250 rpm ​
Torque	56.5 Nm @ 5150 rpm ​	52 Nm @ 5150 rpm ​	37.5 Nm @ 6500 rpm ​	55 Nm @ 4000 rpm ​
Weight	216 kg ​	202 kg ​	~175 kg ​	~220 kg ​
Seat Height	830 mm ​	804 mm ​	835 mm ​	~820 mm ​
Front Suspension	43mm USD, 130mm travel ​	Conventional fork, 110mm ​	USD fork, 150mm travel ​	USD fork, 120mm ​
Rear Suspension	Twin shock, 114mm ​	Twin shock, 88mm ​	Monoshock, 150mm ​	Twin shock, 105mm ​
Fuel Tank	13.7 L ​	13.7 L ​	13 L ​	13.7 L ​
Mileage (Claimed)	22-24 kmpl ​	24 kmpl ​	27-28 kmpl ​	~23 kmpl ​
ABS	Dual-channel, rear switchable ​	Dual-channel ​	Dual-channel, switchable ​	Dual-channel, switchable ​
Best For	Balanced road/light trail ​	Pure road riding ​	Serious off-road ​	Classic scrambling ​

Pros & Cons Table

Pros	Cons
Smooth, torquey 648cc twin-cylinder engine ​	Heavy for off-road (216 kg) ​​
Excellent on-road comfort and stability ​	Road-biased tires limit trail capability ​
Premium USD Showa forks ​	Hard rear suspension on broken roads ​​
Switchable rear ABS for dirt riding ​	₹40,000 premium over Interceptor 650 ​
4-inch TFT with smartphone connectivity ​	Limited rear suspension travel (114mm) ​
Competitive pricing vs imported scramblers ​	Some early-production shifter issues ​
19-inch front wheel improves obstacle clearance ​	Fuel cap detaches (doesn’t stay hinged) ​
Better torque than Interceptor (+8%) ​	No tubeless tires (spoke wheels) ​
Proven 650 platform reliability ​	Higher seat height may challenge shorter riders ​
Wide dealer network and parts availability ​	Not a true adventure bike for serious trails ​

The Bottom Line

The Royal Enfield Bear 650 succeeds at its mission: delivering Interceptor 650 refinement with credible scrambler capability at a competitive ₹3.72 lakh. It’s a genuinely versatile motorcycle that handles urban commuting, highway touring, and light off-road riding with competence, asking only that you accept its 216 kg weight and road-biased tire limitations. For riders who spend most time on pavement but want confidence for occasional dirt adventures, the Bear hits a sweet spot few competitors offer.​​

The execution isn’t perfect, the rear suspension needs better damping, the weight penalizes technical riding, and the tire choice compromises off-road grip. But the smooth 648cc twin, excellent on-road comfort, modern USD forks, and premium feel deliver value that justifies the price. It’s not the hardcore scrambler some purists want, but it’s the practical, usable scrambler most riders actually need.​​

If your riding reality involves 200-300 km weekend tours mixing highways and gravel roads, daily urban commuting, and occasional forest trail exploration, the Bear 650 is one of India’s best ₹4 lakh choices. Choose it for what it is: a refined, comfortable, versatile twin-cylinder scrambler that handles 80% of real-world riding beautifully while managing the other 20% competently.​

Frequently Asked Questions (FAQs)

Is the Royal Enfield Bear 650 worth buying?

The Bear 650 is worth buying if you want an Interceptor 650’s refined engine with scrambler styling and light off-road capability. At ₹3.72-3.94 lakh, it’s ₹40,000 more than the Interceptor but adds USD forks, better torque, and mixed-terrain ability. It excels at urban commuting, highway touring, and gravel roads but isn’t a hardcore adventure bike. Skip it if you need serious off-road performance (consider Himalayan 450) or prioritize lighter weight for city-only riding (Interceptor is better). Best value lies in the Base or Mid variants; Special’s ₹3.94L price nears Shotgun 650 territory.​​

What are common problems with the Royal Enfield Bear 650?

Early-production Bear 650s (first 1-2 months) show occasional gear shifter issues: false neutrals between gears, difficulty engaging first gear from neutral, and clutch adjustment needs. These typically resolve after the first service and initial break-in period (500-1,000 km). Other reported concerns include hard rear suspension on broken roads, heavier weight making slow-speed off-road maneuvering difficult, and the detachable fuel cap design. Quality control appears improved compared to early 650 launches, with most issues minor and dealer-resolved. The service reminder sometimes persists after the first service until manually reset.​​

Which is better: Bear 650 or Interceptor 650?

Choose the Bear 650 if you want scrambler aesthetics, occasional dirt riding, taller ergonomics, and modern USD suspension; the Interceptor 650 if you prioritize lower weight (14 kg lighter), pure road performance, lower price (₹40,000 savings), and classic cafe racer styling. Both share the same engine and reliability but differ in ride character: Bear has plusher front suspension and upright seating; Interceptor feels nimbler in traffic and corners sharper. Taller riders (over 6 feet) find the Bear’s ergonomics more comfortable for long distances. Real-world testing gives the Bear an edge in versatility, but the Interceptor remains the value pick for road-focused buyers.​​

Can the Royal Enfield Bear 650 handle off-road riding?

Yes, but with realistic expectations. The Bear 650 confidently tackles gravel roads, dirt trails, farm tracks, and mild byways thanks to 130mm front suspension travel, 19-inch front wheel, and switchable rear ABS. Testing shows it performs well on firm surfaces and gentle inclines. Limitations include: MRF Nylorex-X tires are road-biased and struggle in sand/mud, 216 kg weight makes technical sections challenging, 114mm rear suspension travel limits rougher terrain, and ground clearance (though unspecified) isn’t ADV-bike territory. Think “Interceptor that happily rolls onto gravel” rather than Himalayan substitute. Upgrading to dual-sport tires significantly improves capability.​​

What is the on-road price of Bear 650 in major cities?

November 2025 on-road prices: Delhi ₹4.24 lakh, Mumbai ₹4.44 lakh, Bangalore ₹4.71 lakh, Chennai ₹4.40 lakh, Hyderabad ₹4.40 lakh, Pune ₹4.40 lakh, Ahmedabad ₹4.18 lakh, Kolkata ₹4.33 lakh. Price variation depends on state road tax and insurance rates; Bangalore has highest costs due to Karnataka’s road tax structure. These are for the Base variant (Boardwalk White); add ₹8,000-15,000 for Mid (Petrol Green/Wild Honey), ₹18,000 for Top (Golden Shadow), and ₹22,000 for Special (Two Four Nine) variants. Royal Enfield implemented a price hike of up to ₹26,841 in September 2025. Current waiting period: 30-45 days across major cities.​

How does the Bear 650 compare to the Triumph Scrambler 400X?

The Bear 650 (₹3.72L) offers a 648cc twin-cylinder engine with 47.4 PS and 56.5 Nm, while the Triumph Scrambler 400X (₹2.79L) uses a 398cc single-cylinder making 39.5 PS and 37.5 Nm. The Bear provides smoother power delivery, less vibration, and 50% more torque, making highway riding and two-up touring superior. The Triumph counters with lighter weight (easier off-road), better suspension (more travel), superior build quality, and ₹93,000 lower price. For serious off-roading and tight trails, the 400X wins; for highway-capable scrambling and engine refinement, the Bear 650 excels. The Triumph suits aggressive riders; the Bear suits relaxed cruisers who occasionally venture off-pavement.

Featured Snippet Boxes