[ss11011988]

Congratulations OP on owning the Bear 650, wishing you many happy and trouble-free miles with the bike. The color looks lively and youthful, makes it much desirable over the Interceptor 650, I feel barring the tubeless spoke rims. Once they start shipping the same, I belive that would make this bike pretty much the complete package. Looking forward to your ownership experience, requesting you to update the ownership thread as and when time permits, thank you

[glvenubt11]

Typical Indian question here Can someone confirm the mileage on this bike or any RE 650 cc bikes ? I assumed we may get around 20 - 25 kmpl, however the reality appears to be different. Met couple of Continental GT 650 owners; who claimed they obtain was than 15 kmpl. I am planning to replace my 13 year old pulsar 200 NS, in March 2025. If it's anywhere less than 20 kmpl, I think I would settle for the 350 cc bikes. Thanks in advance.

[vamship]

I just did test drive of Bear 650 for about 30 km with a mix of dense traffic and highway riding.

My Observations below

1. The seating position is much more upright and comfortable when compared to its elder siblings (Interceptor and GT 650)

2. The clutch was very hard, and my forearm was paining by the end of the test drive, and bumper-to-bumper traffic was only for around 15-20 mins.

3. I have big hands, but I found myself reaching for the indicator switch because the handlebars were long(which is good), but the indicator switches were too far from the end of the handlebar.

4. The heat seems to be handled better here when compared to Interceptor and GT 650

5. Not having tubeless tyres for their flagship models is a big miss, as pushing this heavy bike would be impossible.

6. The bike is a looker and RE has nailed the aesthetics.

7. The bike felt nimble and more manageable in traffic when compared to Interceptor and GT 650.

[tharian]

Originally Posted by glvenubt11

Typical Indian question here Can someone confirm the mileage on this bike or any RE 650 cc bikes ? I assumed we may get around 20 - 25 kmpl, however the reality appears to be different. Met couple of Continental GT 650 owners; who claimed they obtain was than 15 kmpl. I am planning to replace my 13 year old pulsar 200 NS, in March 2025. If it's anywhere less than 20 kmpl, I think I would settle for the 350 cc bikes. Thanks in advance.

20-25 kmpl in city is right. Expect low 20's if traffic is dense. On the highway, you can get around 30 kmpl or more. It depends on how you are on the throttle. If you are someone who keeps revving hard all the time, then it may drop below 20. On the highway, if you are doing constant speeds around 90-100, you can easily get 30-32 kmpl. On the Bear, I think the fuel efficiency figures will be slightly better too because of the increased torque.

[DieselAnna]

Anyone who has got the Bear 650 and figured out the Tubeless tyres and suspension?

[100Kmphormore]

Just rode the Bear 650 a couple of hours ago and am still in confusion as to what RE intended to achieve with this bike. Apparently road Scrambler is what the marketing screams, but its a stiff highway bike, which irons out the deficiencies of the Interceptor 650. The observations are from the standpoint of my daily, the 2017 Duke 390 and the experience of all others in the segment from 200 - 650 cc. The test bike had done 371 km and my ride was for 20 km, 40 mins.

Looks - the biggest selling point. The wild honey colour was given for the test ride and it looked splendid!

Engine - lovely sounding, extremely smooth 648 cc parallel twin. There is noticeable change (for the better) despite the already torquey Inty 650 due to the 4 nm extra. The torque is the main talking point for most REs and this is the case again. From 500 rpm upto 3000, makes traversing through traffic jams a breeze in one gear. Unleashed from 3000 rpm is insanity, coupled with the loud brap and quick get go like a V8 muscle car. Took it to 95 kmph in 4th gear on the Turahalli road and grinning like a monkey end to end. Heating is well managed, but you will need to wear jeans or trousers and boots as any rider should. No vibrations at any point! I felt some on the NX500 after 5500 rpm.

Make no mistake, this is no KTM-like exciting. Many have sold their Interceptors and gone to the Duke or purchased the ADV/Duke alongside it for excitement. In the city, certainly you wont cross the 2nd gear or 3rd gear. Effortless to ride in the city. Gearbox is slick shifting and no false neutrals even once. Clutch is neither here or there in terms of hardness. Adjustable levers would have been welcome. This is the main reason why you will buy this bike for. Yes, me too. The Duke is frustrating sometimes, being totally dead below 2500 rpm.

Ergonomics - horrendous. I am 5'8 with riding boots on and the positioning of the handlebar and the gear shifter/foot brake is the biggest pet peeve for me here. You sit comfortably, but the troubles start below the waist. My boots (size 46) wouldnt fit on both and shifting gears was a chore. I had to keep a slant angle to avoid grazing my boots on the engine casing and the levers, resulting in a slight right knee pain. The tiny pegs do not inspire confidence for standup riding as riders who wear XL and above size boots run the risk of slipping on them onto the seat, is very real. The round mirrors are woefully inadequate and show you nothing but a small space next to your arms. Overtakes felt like a Rottweiler on a tight leash due to this. Double take mirrors ordered? Yes!

The handlebar felt too wide, is neither low nor high and your arm will have some tension while riding it which will cause pain, you will need to change to one that is comfortable. This is a bit of a problem to me even on my Duke when on long rides (250 km+), but not at the scale of misery the Bear inflicted on me. The Continental GT with its shorter handlebar, felt far better. I felt relieved when I was back on my Duke. Seat is soft, will require a firmer touring seat option for long distances. Those round switches, especially the high beam and starter need to be discarded and normal ones put in place. The horn switch seems placed rather too much to the left.

In general, in this segment on naked bikes, being at the middle in terms of height (not 5'3 and not 6 foot and above either), has anyone faced this arm pain issue? Please let me know. I find keeping my forearms parallel to the ground ensures a comfortable ride and most stock handlebars do not make the cut.

Handling - Coming from a noticeably lighter and extremely nimble motorcycle, the weight is one thing you will notice while changing directions and overtaking if aggressively riding. Ofcourse you wont feel the weight, its reasonably quick and stable on long sweepers. This being a test bike, did not want to push it as it seemed a little hairy to dip and quickly get back to its line. Previous RE owners like the Classic/Meteor 350 or the Himalayan 411 wont even notice this at all. The USD forks really deserve the extra money paid cent percent. No noisedive under heavy braking.

Suspension - stiff, but did not observe the head nod on white topped or tar roads like the KTMs (pre 2022). The KTMs are the hallmark for stiffness (apart from supersports but they are not daily commuters). You will need to slow down for potholes and bigger speedbreakers post 30 kmph to save your spine. No longer wallows or bounces like the Inty. Have requested a longer test ride to confirm the head nod. Did some mild trails (read dusty gravel on the dug up left side) and it handled it with aplomb, offroading is not for this bike yet. The second reason you will buy this as an improved Interceptor, not as a scrambler. Adjustability at the front should have been a must.

Wheels and tyres - MRF Nylorex 100 and 140 section, resembles the Pirelli Scorpion Trail II, tubeless tyres with spoked wheels. Spoked wheels in 2024? No sir! The MRF Nylorex was grippy on both wet and dry conditions, not sure how it will corner. though I saw signs of wear which is not typical for 371 km. A bit too much for my liking.

Brakes - great brakes. I cant believe I am saying this for a RE! The front certainly shed speed quickly for the 314 kg load it carried (I am 98 kg). The Interceptor I had ridden was a little spongy, but that bike had 6500 km on the odo and probably was due for brake pads replacement. The rear is okay, provides stopping but ABS intervenes a lot. Not at all recommended for wet or gravelly surfaces. Use the front!

Headlights - Lousy. All show and no go. No two ways about it. Even worse than the candle lights of my ex-Himalayan 411. Just like the stock headlight of almost 80% of vehicles. No night riding for me without Bajas. The tail light looks nice!

Would I plonk my money on this? Probably not at this point. RE has to prove that this is indeed a scrambler that functions as marketed. RE must get feedback from its customers at the dealership level and present this to the engineering team. Accessing long test rides for 30 mins + duration itself is a chore, asking for PAN card, original aadhaar card and what not despite filling a form with the details!

[CrAzY dRiVeR]

Originally Posted by 100Kmphormore

Would I plonk my money on this? Probably not at this point. RE has to prove that this is indeed a scrambler that functions as marketed.

Loved reading this writeup. Thanks for sharing

I guess the Royal Enfield Interceptor Bear 650 is in a similar proposition as the Guerilla 450? Just ignore the tyres that RE is positioning the bike with, swap some sporty and sticky rubber and you have an excellent roadster for everyday use.

Didn't quite get your complaint with the handlebar ergonomics though, especially since you mention that the Continental felt better.

[100Kmphormore]

Originally Posted by CrAzY dRiVeR

Loved reading this writeup. Thanks for sharing

I guess the Royal Enfield Interceptor Bear 650 is in a similar proposition as the Guerilla 450? Just ignore the tyres that RE is positioning the bike with, swap some sporty and sticky rubber and you have an excellent roadster for everyday use.

Didn't quite get your complaint with the handlebar ergonomics though, especially since you mention that the Continental felt better.

Thanks crazydriver!
The Guerilla seems extremely good as a package compared to the Interceptor Bear 650. I wouldnt say they are similar (for me atleast) - but have abilities clearly cut out for them - for me, Guerilla for the city (lightweight, comfortable, outrageously fun and furious) and mild highway runs and offroads, the front telescopic forks being the sore thumb in the equation. Bear for the highway touring that can tackle some bad sections after I make those changes (an Airavata club class, planted, sorted suspension and engine).

Regarding the handlebar I have elaborated on how it was painful for my arms and shoulders as a whole, I missed one very important point that I felt right off the start - the slight forward lean that amplifies those problems. The Continental with its lowset, shorter handlebar width and sporty leaning position makes it apt as I can keep my arms straight without a bend at the elbow like the Bear.

[hikozaru]

Originally Posted by 100Kmphormore

Ergonomics - horrendous. I am 5'8 with riding boots on and the positioning of the handlebar and the gear shifter/foot brake is the biggest pet peeve for me here. You sit comfortably, but the troubles start below the waist. My boots (size 46) wouldnt fit on both and shifting gears was a chore. I had to keep a slant angle to avoid grazing my boots on the engine casing and the levers, resulting in a slight right knee pain.

It seems that all test riders and racers have duck feet and simply do not care about this anymore. It is either that or a packaging problem of some sort.

Originally Posted by 100Kmphormore

In general, in this segment on naked bikes, being at the middle in terms of height (not 5'3 and not 6 foot and above either), has anyone faced this arm pain issue? Please let me know. I find keeping my forearms parallel to the ground ensures a comfortable ride and most stock handlebars do not make the cut.

I am 175cm tall without boots and I agree, it is too easy to ride with stiff shoulders with this setup. Sportsbikes with low clipons are the kinder to shoulders and the more the clipons are tucked in (r15 vs rs457), the kinder it is to elbows, although this comes at the cost of leverage and street manners. Dukes and MT handlebars can be rather miserable at times. Scrambler handlebars are made for standing up and riding though, so it is not really fair to complain about this.

[contessa]

Hello, Is there any vendor in Bangalore who can install outex kit on Bear 650. Inputs will be much appreciated. Thanks. CS.

[vinaygeorgeroy]

Dedicated to all my dear bear 650 owners who are struggling with the stiff suspension. This claims to make it “livable” by adding preload. This sounded counter intuitive to my common sense, but seem to be working for other RE stiff motorcycles such as the super meteor also.

https://youtu.be/vPsCKrn8Av8?si=NODaD7OZWkRXhfMv

[b16h22]

Originally Posted by vinaygeorgeroy

Dedicated to all my dear bear 650 owners who are struggling with the stiff suspension. This claims to make it “livable” by adding preload. This sounded counter intuitive to my common sense, but seem to be working for other RE stiff motorcycles such as the super meteor also.

https://Youtu.be/vPsCKrn8Av8?si=NODaD7OZWkRXhfMv

Preload let's the shock sit and work in the designed range for a certain weight. If he fixed it by adding preload, then the stock preload was too little for his weight and the shock was compressing too much and hitting the bump stop. It's more of a band-aid solution and may not work for riders of different weight. Ultimately, a poorly tuned shock cannot be 'fixed' by just adding preload.

[vinaygeorgeroy]

Originally Posted by b16h22

Ultimately, a poorly tuned shock cannot be 'fixed' by just adding preload.

Agreed, hence i double quoted “livable”. The video doesnt promise to fix the suspension, just that it made it a little more ”bear”-able, if I may. I shall wait for a few owners of various builds to try it out and see if it results in any noticeable improvements.

[BullettuPaandi]

I call bullshit.

I think he's conflating spring tension with spring rate. The video is about 8 minutes long, but essentially the claim is that (I'm paraphrasing a bit here): "Adding preload makes the suspension more reactive, which helps loosen up the stock stiffness a bit". Part of this very sentence contradicts with itself. Added stiffness is in fact what makes a suspension feel 'more reactive'.

If you want the suspension to take less time absorbing the impact and be ready for next one, you add stiffness by adjusting compression and rebound- but in this case, only preload is available; so you just give up (necessary) sag and add preload. Bikes that are meant for highway speeds need to be stiffer- or 'more reactive', if you insist- to handle the minor road undulations at speed. Scramblers such as the Bear need this stiffness to some extent, at least on rebounds, to be able to reach higher speeds on moderate trails, than the Cruisers that these are derived from. This is why it makes sense that we find the Bear's suspension too stiff on Indian roads, where you typically need the suspension to absorb the impact and gradually release- 'dampen' in technical terms, or 'less reactive' if you still insist.

Basically 'more reactive' is just a different expression for 'stiffer'. And saying 'I made the suspension more reactive, which fixed how too stiff it was' is nonsensical.

Anecdotal evidence is only evidence for the presence of an anecdote, but still, the only explanation I can think of is that: perhaps adding all the preload increased enough height on the rear to alter the geometry, and now there's more load on the front forks as well. This should make the bike feel planted on straight line speeds, which I think made him feel good enough about the mod. After all, we only see him riding on more than decent roads and flat trails- both feel better on stiffer suspension- and not on potholes and broken roads. If this is how specific your use-case is, it might help, depending on your weight, but it comes with less agility and more nose-dives.

[Shonith]

https://youtu.be/uZ6Rmc_ljvg?si=P0Ero6-Ctv-rPnjS

He spoke about setting the preload on the gen2 390 duke review 7 years ago. At 4:50 he says “i just wish that the rear shock was a little on the stiffer side because its still quite soft even when you bump up the preload and that makes the bike move around a fair bit especially now with the wheel base being even shorter”.

If you set the preload to 10 (for a rider weighing 70kg) on the duke it feels like the suspension is non existent. You feel every bump, every undulation on the road, you can forget about riding on potholes. The bike stays inclined with the nose pointing downwards, on the corners the rear feels light almost like it’s going to lose grip.

This is what i understand about the 390 suspension. The stock set up has very slow to respond rebound and quick compression which is why in uneven surface the suspension can cope with the first undulation well, but if it is subjected to continuous undulation before it can recover then the suspension action becomes very unpredictable (depending on how much it has compressed) the bike feels like its moving left and right. The problem here is the rebound and compression and not the preload.

Sagar claims to have raced with the bs3 RC390 and for him to not understand this just shows how much he has actually understood the very bike he owns and rides.