Royal Enfield’s Classic 650 has finally arrived. Big, bold, and beautifully built, offering a unique twist on the iconic platform… Here’s our first impression… Photos: Royal Enfield ANZ
The long-anticipated Classic 650 finally joins the Twins lineup for 2025, and while our ride at the Australian media launch in Hepburn Springs, Victoria, was short and sweet, we still had enough time in the saddle to form a solid first impression. Here’s our Classic 650 quick spin…
The Australian Launch of the Classic 650 was held in Hepburn Springs. All colours were there, quite the eye candy…
Having spent time on every RE 650 Twin to date, including owning an Interceptor 650, I’ve got a pretty good read on the platform. So, when the Classic 650 was confirmed, I half expected it to be a scaled-up Classic 350 or Bullet 350. The same laid-back, thumper-style charm, but with a bit more punch. That assumption didn’t quite hold up on the road…
What Royal Enfield has delivered is something that echoes the Classic lineage visually – polished engine cases, gleaming chrome, black paint and vintage styling cues, but with a very different riding feel to the comfortable and soft, and characterful 350 series bikes. For a start, the 650 is much, much faster than the 350s, and a lot bigger physically. It can do genuine highway miles, all day long, while the 350 leaves you stuck in town riding the under 100km/h zones…
I tested the stunning Black Chrome variant, fitted with the solo seat setup. The bike is delivered pillion ready, but can be converted to solo in about half an hour at home. All you need to do is put the bike on the centre-stand, undo the top shock mounting bolts, slide the pillion seat and sub-frame off and re-fit the bolts, torquing to spec.
Royal Enfield fitted the Super Meteor centre-stand grab handle (part number RAR00321/A) to our press bikes to make it easier to get them on the centre-stand without the sub-frame there. An easy fix and a good idea.
Read our Classic 350 review here… and our other 650 Royal Enfield reviews here…
Ergo’s on the Classic 650 are spot on for me. I’m 187cm tall, and the rider triangle is natural and relaxed. The wide, gently rising ‘bars offer upright comfort, while mid-mounted ‘pegs are in a comfortable spot, wide apart and mid-positioned for a 90 degree knee flex.
“It all feels and looks premium, as we have come to expect from Royal Enfield these days.”
The mirrors deliver a clear view, are vibe free, and the traditional analogue speedo with a digital inset is easy enough to glance at, though the dual mph/km/h layout is annoying. The switchgear is well finished, too, and the overall build quality is seriously impressive at this price point. It all feels and looks premium, as we have come to expect from Royal Enfield these days.
Ergo’s on the Classic 650 are spot on for me. I’m 187cm tall, and the rider triangle is natural and relaxed.
The seat, however, isn’t as plush as you might expect. It’s compact, quite firm, and doesn’t offer the same cushioned ride the Classic 350 or Bullet 350 is known for. And that pretty much sums up the broader difference between this and its smaller siblings – where they err on the side of comfort, the Classic 650 has a stiffer, heavier, more substantial feel… not always in a good way.
Up front, the non-adjustable 43mm conventional SHOWA telescopic forks are well sorted for Aussie roads…
The firmness helps handling in many ways, but also compromises ride quality and comfort. The Classic 650 also seems to lack that rare engaging character of the other 650 Twins and of the Classic 350, it seemed a bit too ‘Japanese Refined’ to me, I could not put my finger on why, so I need more miles to get to know it. Stay tuned for that. Maybe the bike I had was just too new and tight.
Up front, the non-adjustable 43mm conventional SHOWA telescopic forks are well sorted for Aussie roads. They soak up mid-sized bumps, maintain support under braking, and handle typical rural backroads with ease while looking great under painted classic style covers. The rear suspension, however, is firmer than ideal in my oinion. The twin SHOWA shocks tend to crash over harsh edges, lack rebound control and I had to ease off over rougher surfaces as the ride quality deteriorated with the comfort. I would say it is tuned spring-wise for a pillion and perhaps luggage out of the crate.
At 243kg wet, this is a heavy bike for its class, with all of that solid steel including all bodywork (at least it is repairable more so than plastic), and you can feel that on the move at low speed, but it is ok once over 20km/h. It’s also tall at 800mm and quite wide, and it feels unbalanced at low speeds doing U-turns and parking, so that will be an issue for new riders of this LAMS approved model.
For some perspective, the Classic 650 weighs more than a 2025 Harley-Davidson Fat Boy, or a BMW R 1300 GSA, so that gives you an idea. It is 30kg heavier than the Bear, 3kg heavier than the Shotgun, 41kg heavier than the Interceptor, 45kg heavier than the GT and 2kg heavier than the Super Meteor…
“Compared to the Interceptor, GT or even the cruiser-weight Super Meteor and Shotgun, the Classic feels more subdued. Acceleration is steady rather than brisk and overtakes require more planning.”
It’s rock solid in a straight line and very sure-footed through sweepers, but that heft saps a lot of engine responsiveness. The 648cc parallel twin is a known quantity, but in this chassis, it doesn’t quite shine the same way. Compared to the Interceptor, GT or even the cruiser-weight Super Meteor and Shotgun, the Classic feels slightly subdued. Acceleration is steady rather than brisk and overtakes require a fair bit more planning. The throttle response is soft, and the engine character isn’t as lively or engaging here as it is in other more exciting and fun RE 650 models.
Still, the engine is a peach in terms of refinement. It’s smooth, sounds great, is completely vibe-free and exceptionally well fuelled. There’s a strong, usable spread of torque, and it’s happiest cruising at 100 to 110km/h. The gearbox, though, wasn’t at its best on this short ride – it felt a bit notchy. That may improve with more kays on the clock, but it wasn’t as slick as the Interceptor’s ‘box. A heavier boot was needed to shift cleanly at times. The bike only had a few hundred kilometres on it though, as the machines were only homologated 24-hours earlier and staff had very little time to run them in. It was a miracle we got to ride them at all and that they all had some miles on the dial is amazing.
The Classic 650 has the looks and the finish, the refinement and some great quality running gear from top brands.
Cornering manners are good for cruiser terms, with good ground clearance too. The bike tracks true, the chassis geometry is neutral, and while it’s not quick to change direction, it feels predictable and planted mid-turn. The CEAT tyres gripped well in the dry, but I wasn’t as confident in the wet.
The CEAT tyres, a brad we rate highly, were OK in the dry but a little lacking in confidence-giving feel in the rain. It was getting dark, and quite cold, though. We will push these tyres more when we road test the bike independently.
This is a bike that prefers being ridden at a relaxed pace. It will tolerate a spirited run if asked, but it’s clearly built for cruising, not scratching. In that sense, it’s closer to the Super Meteor than the livelier Interceptor or Bear and it certainly doesn’t have the dynamic edge of the Shotgun.
Brakes are a familiar story for the 650 range, adequate, but missing that extra needed bite. A second front disc would help immensely (are you listening, Sid?). As it stands, the single 320mm front rotor with ByBre twin-piston caliper requires a solid squeeze but is progressive, while the large 300mm rear brake is powerful and great for low-speed modulation, a truly good rear brake. Together, they offer consistent stopping power riding solo, but not quite the confidence you’d want on a bike this heavy.
“Brakes are a familiar story for the 650 range, adequate, but missing that extra bite.” We want dual front rotors.
Visually, the Classic 650 is a standout. Royal Enfield continues to set new benchmarks for finish quality in this space. The chrome, paint, engine finishes, and even the fasteners and welds all punch well above their price bracket, it truly is amazing how good these bikes are built. Some examples had a few strange orange peel paint issues around the dash, but not my press bike. The LED headlight and USB charging port add convenience without compromising the bike’s heritage styling, either, it’s a well-judged blend of old-world charm and modern function.
We managed just over 100km before the skies opened and daylight faded, so a full review will follow with a longer road test of 500 to 1000km. But even on this brief stint, it’s clear the Classic 650 isn’t just a big 350, it’s a different animal altogether. Heavier, more planted, less cheeky but solid and stylish.
Extremely comfortable riding position, great looking dash and nice steering. A pleasant place to be.
We’ll be putting more serious mileage on one soon, including back-to-back comparisons with its 650 siblings. For now, consider the Classic 650 another unique branch of the Royal Enfield family tree, one that’s more cruiser than classic single like the little sibling, and a fresh take on retro for riders chasing heritage style and everyday reliability.
A fresh take on retro for riders chasing heritage style and everyday reliability…
As for new riders, it could be a little heavy for you until you gain more experience, depending on your confidence and strength. We suggest trying one at your local dealer, as the weight is carried a little higher than some other heavy LAMS approved bikes, including the Shotgun and Super Meteor.
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
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.
2025 Royal Enfield Classic 650 Launch Gallery
Ratings | Bike Review | Royal Enfield Classic 650 Launch Test
Solid
Royal Enfield’s Classic 650 has finally arrived. Big, bold, and beautifully built, offering a unique twist on the iconic platform… Here’s our first impression…
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