Ever since, I have ridden and worked on a number of Royal Enfield 650s. Although it is a brilliant engine and both the initial motorcycles powered by it have done well, buyers have also modded their motorcycles to suit their needs. I’ve come across many customised 650 twins, but I’ve always found the scrambler builds the most endearing. Maybe, the mere thought of being able to use all that torque on the dirt fans my fascination for them scramblers.

Come 2024, and spy shots of Royal Enfield’s 650 twin-equipped scrambler had started popping up on the internet. I was elated again, inquisitive as heck. Amidst the hordes of custom 650 scramblers, how different could the one from Royal Enfield itself be? Enter the Bear 650, with a taller subframe, bigger wheels, upside down forks, a reinforced chassis and paint jobs that make you go Ooh La La. Royal Enfield has blessed it with looks that attract attention, but I wondered how much of the scrambler persona is actually functional and not just eye candy.

Abhay rode the Bear 650 in California, the home of the Big Bear Motorcycle Run, where Eddie Mulder won the final race astride a 500cc Royal Enfield back in 1960, and came back impressed. I waited to check it out myself and see how it fared on its home turf, in India. The Wild Honey and Petrol Green paint schemes are my two favorites and coincidentally, we got the bike with the Wild Honey paintjob.

The Bear 650 is tall. Saddle height is 25mm taller than the Interceptor 650’s, though the narrow seat helps even shorter riders put their feet down properly. Footpegs have been moved towards the front and feel more comfortable than the Interceptor’s. The handlebar is also set higher, but one still has to stretch slightly forward to grip it.

Swing a leg over and the Bear 650 feels like a bigger and different motorcycle, and once it starts moving, the differences as compared to the Interceptor become even more apparent. The first thing you notice is the lighter front end and increased flickability. You also sit taller and in a more committed riding position. Riding through traffic is fun, as you have more torque available now courtesy the Bear’s two-into-one exhaust system.

A few kilometres into my first ride I was quick to notice the stiffness of the suspension. I was expecting a more pliant suspension setup meant to tackle gravel-filled roads and rocky tracks, but the suspension feels surprisingly firm. Jerks from every undulation and bump were being channeled to my body. I pulled over, pulled out my toolkit and adjusted the preload to the lightest, hoping it would reduce stiffness, but it didn’t do much. The rear suspension gets unsettled around bumpy corners, affecting your line and makes you a little conscious every time you lean in. The USD Showas at the front behave a lot better than the rear suspension but are rather quick to bottom out when you hit a hard bump. The lack of rebound damping on the front and the stiff, bouncy rear suspension does affect the motorcycle’s stability thus.

The Bear 650 runs on 100/90 R19 (front) and 140/80 R17 (rear) MRF Nylorex tyres, developed specially for it, and these look a lot like Pirelli STRs. They grip well on dry surfaces and despite the bouncy rear end, I have to say, the the Bear is a hoot to ride, and the tyres certainly have a big role to play. The rear starts to lose grip on wet surfaces though. You might think I am nuts to say this, but the Bear is a lot of fun on a wet surface, as the sliding rear end combined with some careful throttle inputs and counter steering can bring a big grin to your face. That’s something not many buyers would try though. Most would appreciate the bike’s charming looks and appeal, and the likeable engine performance.

All said and done, the Bear 650 is the crazy one in Royal Enfield’s 650cc lineup. It might not be as trail friendly as its looks suggest, but it can definitely be a lot of fun as an everyday motorcycle, and a good set of wheels for weekend excursions too.

The post Royal Enfield Bear 650: First Ride Review first appeared on Turbocharged.

This is Royal Enfield’s first bike to employ a two-into-one exhaust setup and the sound from the single can is burly and distinctive: unmistakable for any of its siblings. The reworked rear subframe looks tidy and neatly integrates a grab-handle for the pillion. RE has purposefully set the single-can exhaust lower and not high up like other scramblers to spare the riders’ and pillions’ right sides from the scorching heat which normally emanates from raised scrambler exhausts.

Royal Enfield has worked to make the Bear capable of taking the off-road punishment a scrambler is expected to endure. The Showa suspension (front & rear), including a USD separate function and big-piston forks upfront are claimed to be tuned to tackle bumps and harsh terrain. The Bear runs chunky and exclusive MRF dual-purpose tyres on its 19-inch front and 17-inch rear wire-spoked rims. Although there’s no word yet on availability of alloy rims, the tyres themselves look capable of standing up to dirt tracks and rocky terrain. The Bear gets the latest braking hardware from the recently updated Twins and front forks that Royal Enfield says are stiffer than those on the 650 Twins. These factors combined should ensure better braking performance for the Bear 650, compared the 650 Twins, of course. It also packs switchable rear ABS to enable those tailslides in the dirt. The 650cc Parallel-Twin makes 4.5Nm (8 percent) more in the Bear than in the 650 Twins. Although the power figure stays identical, this makes for a wider power band and better mid-range torque than the 650 Twins.

In order to enable riders to stand on the pegs, the Bear 650 gets footpegs set slightly forward and lower than those on the Interceptor 650. This should also make riding the Bear for longer durations more comfortable. The wide handlebars, which are also high set are claimed to offer the rider better control and a dominant riding position. The contoured and well-padded single-piece scrambler seat looks inviting and wider than the seats on offer on the Int/Conti Twins. Overall, the somewhat neutral footpeg position, the wide and tall handlebar and the long and contoured seat should offer a spacious riding triangle when sitting or standing. It also borrows the instrument cluster from the Himalayan 450, complete with Tripper Navigation and Wingman connectivity.

Royal Enfield had hosted a handful of representatives from selected automotive publications worldwide in California, where they rode the Bear 650 across roads and dirt tracks. While we came back impressed, we would definitely wait till we get our hands on the Bear here back home to truly put it through its paces and give a detailed review.

Bookings and test rides will commence from November 10. With a starting price of ₹ 3.39 Lakh, the Bear 650 sits well above the entire Interceptor 650 range and just a tad cheaper than the Mr. Clean Continental GT 650. If our first impressions are anything to go by, the Bear 650 fits the quintessential “unruly middle child” bill in Royal Enfield’s lineup quite nicely.

The post Royal Enfield Bear 650 launched at ₹ 3.39 Lakh first appeared on Turbocharged.

I think yellow is the right colour for the Scrambler despite it being a Ducati. The colour helps it stand out even amidst the sea of red Ducatis at the dealership. I’m glad that Ducati hasn’t messed with the lines of the Scrambler, it’s clean and minimalistic. I really like the X on the round headlamp and the rear tyre hugger that accentuates the rear and makes it look larger than it feels to ride. That’s the beauty of the Scrambler, while it looks large enough to qualify as a mid-capacity motorcycle, it is compact enough to appeal to novice riders. More importantly, even seven years later, the Scrambler’s quintessential Italian design turns heads. A look at the Scrambler and you won’t be able to discern that 70 percent of the motorcycle has changed. It also points out that the updates are mainly under the skin. Let’s talk about the most significant update first – electronics.

Immediately apparent is the new 4.3-inch TFT instrument console. It looks as crisp as the more expensive Ducatis and offers a plethora of information, with cool touches such as the top right corner of the display flashing yellow when traction control intervenes. The Scrambler finally gets ride-by-wire which allows for two riding modes — Road and Sport. It even gets 4-level traction control, cornering ABS and optional up-down quickshifter. It allows more flexibility to customise your ride and more importantly, adds a sizable safety net for what would be a beginner big bike for many.
The powertrain is still the same air-cooled 803cc Desmodue L-twin engine, pumping out 73PS and 65Nm. However it is now lighter and coupled with a new frame, helps shave four kilos off the Scrambler. While we at TURBOCHARGED extensively test whatever comes our way, I had the good fortune of picking up the Scrambler at Mumbai and riding it down to Pune so while the ride was long, it started with the notorious Mumbai traffic. Regardless of the engine speed, the Scrambler effortlessly picks up speed, accompanied by a dramatic rumble from the exhaust. It delivers a mechanical sound, full of intent, underlining its European industrial heritage. There were times I was able to open the throttle wide and revel in the pace with which large gaps in traffic evaporated in front of the grunt. The L-twin’s torque-laden delivery makes accelerating addictive, and I found myself slowing down and downshifting, just to enjoy the surge of torque. The ride-by-wire throttle and traction control offer a modicum of predictability, but it has a wild side which can catch you unawares. But that also makes it all the more exciting.

Performance aside, the engine transfers significantly less heat to your shin thanks to a new exhaust header which allows the air-cooled motor to radiate heat more effectively. It still runs a bit hotter than I’d prefer but is something I can live with on a daily basis. The traffic also let me properly test out the updated gearbox which feels slicker with a lightweight clutch action.

Fun engine aside, the lightweight chassis allows you to indulge in antics like slicing through traffic. The new frame is lighter and now gets a bolt-on subframe which should make it easier to service. The Scrambler has been a light and flickable motorcycle which coupled with the low 795mm seat is easy to ride. The seat is flat and wide, offering the right amount of cushioning to make it comfortable for long rides, as I found out on my 200km-long non-stop intercity trip back to Pune. That said, I would love a bit more room for my five-foot ten-inch frame.

The Scrambler is quite stable at highway speeds. That said, the aggressive-profiled Pirelli MT 60 RS tyres feel a tad vague especially at the front at high speeds. They however impress with their grip in corners allowing me to push the Scrambler through the turns. It isn’t an outright corner carver but is quick enough for you to enjoy your weekend ride in the hills. The Brembo brakes offer excellent stopping power and good feedback while the cornering ABS offers the least amount of intrusion.
It does justice to the Scrambler name too, with its ample ground clearance and dual-purpose tyres but that said, the riding position is more set up for on-road riding than off it.

The Ducati Scrambler Icon 2G is priced at ` 10.39 lakh, ex-showroom making the most affordable Ducati one of the most expensive middleweight motorcycles in India. However, the Scrambler is one of those uncommon motorcycles that offers enough performance to keep experienced riders entertained, while being friendly enough to accommodate novice riders. It’s a rare combination which the Scrambler achieves without taking away the hooliganism of the first-generation model which made the Scrambler the best selling Ducati in modern times. As to the big question, the new Scrambler brings back the essence of the original while making it friendlier to ride and own.

The post Ducati Scrambler Icon: First Ride Review first appeared on Turbocharged.