Here is our road test review of the 2025 Royal Enfield Classic 650, a new twin-cylinder addition to the Classic line with timeless styling and modern updates... Pics: Heather Ware HMC

This latest addition to the Royal Enfield line-up brings a larger engine to the Classic family, offering traditional styling with modern updates. We spent time on the road to assess performance, comfort, handling, and came away impressed. Here’s our Classic 650 test.

The Classic joins the Shotgun, Super Meteor, Bear, Interceptor and Continental GT 650 Twins…

Royal Enfield, a name that most riders that have been around for a while would know. It’s not a brand that everyone desirers or understands that well. Much older riders will know and remember the original Royal Enfield’s as a British brand that was extremely popular from 1901 through to the ’60s. It was a staple diet of British motorcycles that swept the world back in those times. They were affordable, abundant and reasonably reliable for the times…

Royal Enfield started life in the UK but in the 1950s was sold to an Indian consortium, but never stopped production of the fabulous 250cc and 350cc models.

Royal Enfield is the oldest continuously produced motorcycle in the world. Harley-Davidson comes in second as it started in 1903. There are no other brands of motorcycle that can lay claim to those facts. Harley has always been produced in America. Royal Enfield started life in the UK but in the 1950s was sold to an Indian consortium, but never stopped production of the fabulous 250cc and 350cc models. They weren’t a reincarnation with close connections to the original Enfield, they were Royal Enfield, just relocated to another continent…

The company continued its ways with the very popular small models, but in the last few decades the company has caught up with the 21st century. With help from designers and engineers around the world a concerted push developed within the company to produce far better and more modern motorcycles, but still retain the very classic and desirable features of the original models from the early 1900s, has been a great success.

Adding the Classic 650 to the 650 Twins lineup is a great move by Royal Enfield.

The development of the 650cc parallel twin was a major milestone for the company and the early models quickly showed what a capable 650cc engine could do. The Interceptor and the Continental GT showed the way with the 650 engine and were an instant success. Recently the range has been expanded to include the Bear 650, a scrambler style of bike, the Shotgun 650 Bobber, Super Meteor Cruiser and now the Classic 650, which is a real switch back to the early days of Royal Enfield with that early classic styling, so there are plenty of 650s to choose from.

Now, don’t think that just because it is styled as a classic bike that it lacks any of the modern features required and needed by owners today. The engine is modern, reliable and quiet, with fuel injection and modern management to keep an eye on the power train. It’s married to a six-speed gearbox with a wet clutch. Ignition is electronic and it has electric start, and is oil/air-cooled.

Paul was extremely impressed with the finish and quality of the Classic 650, and he is a fussy guy with that stuff.

Suspension is by SHOWA and it works well, with the limited adjustment that it has (rear preload), but it has been well sorted for the style of the bike and performed well over the days that I had it, nothing bothered the ride and it was very compliant and sure footed when ridden as it should be, not thrashed all the time just cruise and enjoy the ride.

The Nacelle is a great mixture of classic styling with modern tech, such as the Tripper Navigation system.

The retro styled dash features digital analogue display with all the usual expected features plus the Tripper Navigation System. All fitted into a very tidy dash layout mounted on a classic and very traditional nacelle and headlight shroud that is very much the ’40s and ’50s style. In fact, everything about the Classic 650 is about the classic times of motorcycling. It’s wonderful.

The whole bike is made of metal, there is no plastic on this bike! It’s all solid metal finishes with layers of lush paint, chrome and alloy. The Classic 650 is built to last the test of time in my opinion. It’s the same for all the Royal Enfield models, good solid materials that will last and can be repaired.

With SHOWA suspension the Classic 650 handles really well for a heavy motorcycle.

The Classic 650 has its fair share of modern touches, disc brakes front and back with duel channel Bosch ABS is part of the package. The front disc is a 320mm ventilated rotor that is grabbed by a twin piston Brembo (ByBre is By Brembo) floating calliper. It does a good job of pulling up the 243kg wet weight motorcycle, add to that a 270mm oversized ventilated disc on the rear, also with a ByBre caliper, and there is good reliable stopping power on offer, with good feel as well.

Tyres and wheels are what you would expect to see on a bike like this, a 100/90 – 19in front and a 140/70 – 18in rear, they are on alloy spoked wheels that are also so typical of this style of motorcycle, clean and neat and very practical. The tyres aren’t a brand we know here in Australia, but that is because the Indian Government has decreed that all vehicles produced in India must be fitted with tyres from local manufacturers, this may seem odd and make you think just how good could the tyres be. Well, again they suite the purpose of the bike very well. Absolutely no problems with grip, feel or wear that I was able to feel or see, they just do the job well and are a compliment to the bike.

Cornering clearance is a bit low, however, not bad for a cruiser. The tyres are excellent.

The suspension is simple with only rear preload adjustment available on the twin shocks, as mentioned. The forks are 43mm telescopic with no adjustment. It works so well with the rest of the motorcycle, so that you can just sit and enjoy the ride, there is no pressure to push the bike hard, it is just not that type of motorcycle…

The rider seating and comfort are right up there, with a very neutral riding position with wide flat ‘bars that are at just the right height to match the rider footpegs. The seat is a solo design but offers good comfort with a nice wide stance that felt quite nice even after a couple of hundred kilometres. Well styled and executed to give the rider a good level of comfort and confidence to do a big ride. This bike was set up with the pillion seat, it looked just fine and was big enough for pillion comfort.

“Get your head into the mindset of becoming part of the traditional classic scene of motorcycling and you’ll have thousands of kilometres of carefree and enjoyable riding on this bike”…

The engine is the now famous parallel twin with a displacement of 647.95cc, it produces 34.6kW at 7200rpm and also makes 52.3Nm at 5650rpm. Now, they are not mind boggling numbers, but it suits this bike to a tee. Use this engine as intended, riding the torque curve and enjoying the cruise, not the head down bum up carving of a sportsbike, and it is totally enjoyable, not once did I feel I needed more power for the riding I was doing…

Get your head into the mindset of becoming part of the traditional classic scene of motorcycling and you’ll have thousands of kilometres of carefree and enjoyable riding on this bike. Add the benefits of electronic injection and ignition plus a six-speed gearbox and it all adds up to enjoyment. The Classic weighs in at 243kg, which is 41kg heavier than the 650 Interceptor. I’m sure that if you rode these back to back you would feel that difference in performance(as Jeff pointed out in his launch report here), so it really gets down to what style of motorcycle you want and what you need to understand it can do…

The handlebars are perfect for cruising and offer great comfort. The switchblocks have all the usual controls and work and look just fine, it is nice to see adjustment on the front brake lever for those that like the lever close or far away. Big tall mirrors help with seeing what is behind with no restrictions, which again is a nice thought out feature.

The foot controls are made of steel, I like this, it means if you happen to drop the bike in the driveway or parking lot you aren’t going to break the controls, they may bend, but then they can be pulled back into shape without breaking as would be the case if they were aluminium. The left exhaust pipe just behind the riders ‘peg was scarred with some sort of plastic burned on to it.

The previous tester had been riding it in the rain and must have caught his or her wet weather gear on the exhaust pipe, a small heat shield here would avoid this sort of mess, and it’s never easy to get that sort of stuff off chrome.

One of the best features of the 650 Classic in my opinion is the finish of the bike. I said earlier there is no plastic, but more so is the quality paintwork and attention to detail of the fit and finish. Royal Enfield is really being serious about the painting of the motorcycle, to stick to its traditional roots with this model and many of the other models in their line-up.

“Quality paint and quality parts of metal are a big plus in my books”…

Quality paint and quality parts of metal are a big plus in my books. The three paint colours are Vallam Red, Teal Green and Black Chrome. White is used to contrast colours, which are just so classic in style, apart from the Black Chrome, which is just so very typical of the period the bike is portraying.

My time with the Classic 650 Royal Enfield was very enjoyable; riding a classic styled bike just relaxed me in my riding, knowing that I didn’t need to ride it hard to get the most of it. It was really good fun just riding it around my area and enjoying the ride and the bike for what it is. A capable enjoyable bike that offers heaps of classic styling, with the right amount of modern tech to make it a very simple, balanced and satisfying motorcycle to ride.

“It was really good fun just riding it around my area and enjoying the ride and the bike for what it is”…

It’s not an old man’s bike. It’s more than that. It can give any rider of any age or gender a sense of fun, enjoyment and satisfaction. Riders that get the real meaning of what a classic bike is but want the modern touches of reliability and quality will find the Royal Enfield Classic 650 just the bike for them.

Royal Enfield Classic 650 Tech Talk

The 2025 Classic 650 is powered by Royal Enfield’s proven 648cc SOHC air/oil-cooled parallel twin, featuring a 270-degree crank for character and strong midrange pull. It makes a claimed 34.6kW (46.4hp) at 7250rpm and 52.3Nm at 5650rpm. Fuel injection is Bosch, with Euro 5 compliance and smooth throttle response. Power is sent through a six-speed constant mesh gearbox and a cable-actuated wet multi-plate clutch. The steel double-cradle frame is a collaboration with Harris Performance, tuned for relaxed road manners and low-speed composure.

Suspension is via 43mm front forks (120mm travel) and twin rear preload-adjustable shocks (90mm travel). Braking is handled by a 320mm single front disc and twin-piston ByBre caliper, with a matching 300mm rear disc and dual-piston caliper. ABS is Bosch, dual-channel.

Wheels are traditional wire-spoked 19-inch front and 18-inch rear, fitted with CEAT Zoom Cruz tyres (100/90 front, 140/70 rear). The instrument panel includes an analogue speedo with a digital inset for trip, gear and fuel data. Lighting is full LED, and a USB port is neatly mounted under the switchblock. The Tripper nav pod is standard on Aussie bikes.

The Classic 650 comes standard with a solo seat, with a pillion option included free (requiring shock relocation). Pricing starts at $11,190 ride away with a 3-Year Warranty and Roadside Assist. Colours include Vallam Red ($11,190), Teal Green ($11,390), and the Black Chrome tested here ($11,890). National shipments are arriving now.

2025 Royal Enfield Classic 650 Specifications

royalenfield.com.au

Price (R/A): From $11,190 Ride Away
Warranty: 3 year factory warranty & 3 year roadside assistance
Colours: Black Chrome (as we tested, $11,890), Vallam Red ($11,190) and Teal Green ($11,390) and shipments arrive this month Nationally.
Claimed Power: 34.6kW [46.4hp] @ 7250rpm
Claimed Torque: 52.3Nm [38.5ft-lbs] @ 5650rpm
Weight: 243kg (wet)
Fuel Capacity: 14.8L
Fuel Consumption (Claimed): N/A
Fuel Consumption (Measured): N/A

Engine: SOHC air/oil-cooled 648cc parallel twin four-stroke, eight-valve
Bore x Stroke: 78mm x 67.8mm, Compression Ratio: 9.5:1, Crankshaft: 270º firing order, Fueling: Bosch EFI with throttle body, ECU: Bosch EMS Gearbox: Six-speed constant mesh Clutch: Wet multi-plate, cable actuation, two-into-two peashooter exhaust.

Frame: Tubular steel double-cradle chassis, Harris Performance developed
Rake/Trail: N/A
Suspension: Front: 43mm Telescopic Forks, 120mm travel Rear: Twin shocks, 90mm travel, preload adjustable Brakes: Front: 320mm disc, twin piston ByBre floating caliper, ABS Rear: 300mm disc, twin piston ByBre caliper, ABS Tyres: Front: 100/90 – 19 M/C, Rear: 140/70 – 18 M/C CEAT Zoom Cruz

Dimensions:
Wheelbase: 1475mm
Seat Height: 800mm
Ground Clearance: 154mm
Overall Width: 892mm
Overall Length: 2318mm
Overall Height: 1137mm (w/ mirrors)

Instruments & Electronics: Analogue clock with LCD inset: speedo, trip, gear indicator, fuel gauge Optional Royal Enfield Tripper pod (turn-by-turn navigation) USB charging port (LH switchblock) Bosch dual-channel ABS.

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