There’s something about the Bullet that just refuses to fade away. I remember my uncle’s old 350 from the ’90s—that distinctive thump, the way it leaked oil on the garage floor like it was marking territory, and how it still ran despite being held together with what seemed like little more than hope and vibration. Royal Enfield has come a long way since then, and the Bullet 650 might just be their most ambitious attempt yet at honoring that legacy while dragging it firmly into the modern era.
I spent about three weeks with the Bullet 650, putting roughly 800 kilometers on the odometer across city commutes, highway stretches, and a weekend trip to the hills. Here’s what actually riding this “classic power reborn” feels like, beyond the marketing speak.
First Impressions: Familiar Yet Fresh
Pull up to the Bullet 650 in a showroom or parking lot, and your first thought is likely, “Yeah, that’s definitely a Bullet.” Royal Enfield hasn’t tried to reinvent the wheel here, and honestly, that’s probably wise. The teardrop tank, the single-pod instrument cluster area, those chrome touches—it all screams classic cruiser DNA.
But look closer and the differences emerge. The engine is noticeably wider, that twin-cylinder 648cc unit sitting where the traditional single-thumper used to live. The exhaust system has a more sophisticated look, though Royal Enfield has smartly retained enough visual simplicity to keep purists happy. The bike I tested came in the Regal Red and Chrome finish, which might be a bit flashy for some, but there’s also a more understated Jet Black option.
Build quality feels solid. Panel gaps are consistent, the paint finish is even, and nothing rattled annoyingly during my time with it. This isn’t the Royal Enfield of old where you accepted a certain “character” in the form of loose bits and questionable electrics. It feels like it was built this decade, which shouldn’t be remarkable but somehow still is for anyone with long memories of the brand.
The Heart of the Matter: That 650 Twin
Let’s talk about what makes this Bullet different from every other Bullet before it—the engine. Royal Enfield’s 648cc, air-oil cooled, parallel-twin has already proven itself in the Interceptor and Continental GT. Slotting it into the Bullet’s cruiser chassis creates a very different riding proposition.
Power output remains the same: 47 bhp at 7,250 rpm and 52 Nm of torque at 5,150 rpm. On paper, that’s not earth-shattering. A Kawasaki Z650 makes about 67 bhp. But here’s the thing about motorcycles—numbers only tell part of the story.
The Bullet 650 isn’t about screaming through redline or carving canyons at knee-dragging angles. It’s about that meaty mid-range torque that lets you roll on the throttle from 3,000 rpm in almost any gear and feel the bike surge forward with authority. Overtaking dawdling traffic on single-lane highways? Absolutely no drama. You don’t need to downshift and wring the engine’s neck; just twist and go.
The fueling is smooth, something Royal Enfield has finally nailed with their fuel injection systems. Earlier models sometimes had jerky throttle response at low speeds, but the Bullet 650 pulls cleanly from as low as 2,000 rpm without coughing or hesitating.
On the Road: Where It All Comes Together
I’ll be straight with you—the Bullet 650 is most at home between 80-110 kmph on an open highway. Sit in that sweet spot and the bike just eats miles effortlessly. The riding position is relaxed, with mid-set footpegs and a wide handlebar that doesn’t have you leaning forward or sitting bolt upright. After a 200-kilometer day, I got off without the usual lower back complaints that plague me on sportier bikes.
The seat is plush, maybe even a bit too soft for some tastes. Long term, I wonder if it might start sagging, but for now, comfort isn’t an issue. The pillion seat is generous too, and my friend who rode along for about 100 kilometers reported it was among the better pillions he’d experienced on Royal Enfields.
Vibrations are well-controlled, especially compared to the single-cylinder Bullets. Yes, there’s still a mechanical buzz that comes through the handlebars and pegs around 5,000 rpm, but it’s more of a gentle reminder that there’s a motor working beneath you rather than the teeth-rattling shake of older models. The counter-balancer does its job.
Highway stability is excellent. Even when trucks blasted past or crosswinds picked up, the Bullet 650 tracked straight without drama. The 18-inch front and rear wheels probably help here, offering a good balance between stability and maneuverability.
City riding is where things get slightly more complicated. At 241 kilograms wet, this isn’t a lightweight motorcycle. Filtering through dense traffic requires more effort than, say, a Bajaj Pulsar. The clutch is reasonably light, but in stop-and-go situations, your left hand will get a workout. Fuel efficiency in the city dropped to around 22-24 kmpl on my test, though highway cruising saw that climb to 30-32 kmpl.
Handling and Brakes: The Practical Bits
The Bullet 650 uses a twin-downtube cradle frame with 41mm telescopic forks up front and twin shock absorbers at the rear. Suspension setup leans toward the softer side, which is great for comfort but less ideal if you’re aggressive with cornering.
Push it into turns and you’ll find the bike handles predictably, if not exactly enthusiastically. Ground clearance is decent—I scraped the centerstand once on a particularly tight uphill hairpin, but normal riding won’t trouble you. The Ceat tires (120 section front, 140 rear) offer adequate grip in dry conditions. I didn’t get caught in serious rain, but a brief drizzle didn’t cause any white-knuckle moments.
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Braking is handled by a 320mm front disc and 270mm rear disc, both with dual-channel ABS. Braking performance is good, with decent bite and progression. You won’t do stoppies, but you can haul the bike down from highway speeds without panic. The ABS is a bit intrusive on loose surfaces—I felt it kick in earlier than I’d like on some gravel patches—but for most riders, especially newer ones, it’s a safety net worth having.
Features and Practicality
The instrument cluster is a semi-digital unit borrowed from other 650 twins. You get a large analog speedometer, with a small digital screen showing odometer, trip meters, fuel gauge, and gear position indicator. It’s clear and functional but nothing fancy. No Bluetooth connectivity, no turn-by-turn navigation, no TFT screen. Some might miss those features, but personally, I appreciated the simplicity.
Switchgear feels solid and well-damped. The headlight is an LED unit that throws decent light, a massive improvement over the pathetic bulbs older Bullets used to have. The fuel tank holds 13.5 liters, which combined with the decent fuel economy, gives you a real-world range of about 350-400 kilometers before you’re hunting for a pump.
One oddity: there’s no USB charging port, which seems like a strange omission in 2024-2025. You’ll need to add an aftermarket unit or rely on a power bank for your phone.
The Sound and Character
Let’s address what many potential buyers actually care about most—the exhaust note. The Bullet 650 sounds good, with a pleasing bass rumble that’s deeper than most parallel twins but obviously not the iconic single-cylinder thump purists worship. Royal Enfield has tuned the stock exhaust to be reasonably loud without being obnoxious, though I spotted several aftermarket exhausts already available for those wanting more decibels.
There’s genuine character here, that intangible quality that makes riding feel like an occasion rather than just transportation. Whether it’s the old-school styling, the mechanical feel of the controls, or just the knowledge that you’re riding something deliberately retro, the Bullet 650 puts a smile on your face in ways more clinical motorcycles don’t.
Who’s This Bike Actually For?
After spending proper time with the Bullet 650, I’d say it’s ideal for riders who want the following:
A comfortable highway tourer that doesn’t look like a spaceship or cost lakhs more. Someone who does regular 200-300 kilometer weekend rides will love this bike. The relaxed ergonomics and torquey engine make distance riding genuinely pleasurable.
Enthusiasts who value style and heritage over outright performance. If you want the fastest 650cc motorcycle, buy something Japanese. If you want something with soul that turns heads at coffee stops, this fits the bill.
Riders graduating from single-cylinder Bullets who want more power without losing that classic vibe. The jump from a 350 or 500 to this 650 twin is substantial in performance but doesn’t feel alien.
The Price Reality
At approximately ₹3.5-3.8 lakhs (ex-showroom, varying by state), the Bullet 650 isn’t cheap. You can get a Kawasaki Z650 for similar money, or a Honda CB650R if you stretch a bit. Those bikes are objectively faster and more feature-laden.
But they’re also completely different motorcycles aimed at different riders. The Bullet 650 competes more with cruisers and retro-styled bikes where the intangibles matter as much as the spec sheet. Against that context, the pricing feels reasonable if not exactly a bargain.
Final Verdict
The Bullet 650 isn’t perfect. It’s heavier than it needs to be, lacks some modern convenience features, and won’t win any performance shootouts. But perfection was never the point.
What Royal Enfield has created is a motorcycle that successfully bridges heritage and usability. It looks like a classic, rides comfortably for real distances, and has enough power to keep up with modern traffic without stress. The build quality is solid, the engine is proven, and there’s genuine charm in the package.
If you’re a rider who values character over clinical perfection, who appreciates looking good while riding rather than setting lap times, the Bullet 650 deserves serious consideration. It’s not for everyone, but for the right rider, it might just be exactly right.
After three weeks, handing the keys back felt surprisingly difficult. That’s probably the best compliment I can give any motorcycle.
