I vividly remember my first game with the stunning Royal Enfield Classic 350, which was a long-termer at the time, when I was just a trainee. It was early July and I was heading to Mumbai from Pune, where the monsoon was in full swing. Despite the unforgiving weather, that journey is etched in my memory. After that, I remember asking Rishaad (the primary guardian of the motorcycle) at every opportunity, and while I absolutely admired him, I couldn’t help but wish for a little more performance. Before this, my only other experience with RE was my uncle’s Interceptor 650, and I wished for a bike that would combine the style and comfort of the Classic 350 with the performance of the 650cc parallel twin engine. That’s (almost) exactly what the company does. Say hello to the magnificent Classic 650 Twin.

Royal Enfield Classic 650 Twin design, quality, colors

There are nice looking bikes and then there are nice looking bikes. This Classic 650 Twin definitely falls into the latter category. The overall silhouette is a combination of the Classic 350 and the Shotgun, both of which were beautiful motorcycles to begin with, and continue to evolve on top of that. You can of course describe the Classic 650 Twin as a Classic, but you won’t confuse it with the smaller one. This big engine, dual pipes and size make the 650 easy to identify.

The magnificent Classic 650 Twin has the best finish among modern Royal Enfields.

Although the images are taken from the smaller 350, the 650 Twin’s color palette is unique. There are four colors on offer: Bruntingthorpe Blue, Vallam Red, Teal Green and Black Chrome. The last two are colors seen on the original UCE Classic models, and Teal Green is by far my favorite color here. This is the only option out of the four to get a compatible frame and main stand (yes, you read that right).

The strong handlebar clamp and chrome-plated switchgear cubes are a premium touch and are unique to the Classic 650 Twin.

The fit and finish is the best yet on any Royal Enfield and there are chrome finishes everywhere. Even the key cubes and wheel hubs are chrome plated! RE wants to show you the fact that you’re on the bigger Classic, so there’s a beefy handlebar clamp (chrome, of course) and even the headlight housing to match is truly gorgeous.

Royal Enfield Classic 650 Double weight, manageability

Weighing in at 243kg, the Classic 650 Twin is the heaviest RE today (at least until the Himalayan 650 arrives). Weight isn’t an issue at anything above walking pace, but you’ll feel every ounce of the bike’s muscles flexing as you park it in the parking lot and put it on the base stand.

My only gripe on the design front is that the gap between the rear fender and the tire is a bit ugly. Don’t get me wrong, it’s not as unseemly as the Harley X440, but it’s definitely a balm on an otherwise good-looking bike. The bike you see in all the pictures has a single seat, but customer bikes will come with a rear seat and grab rails just like the Shotgun. The riding position is pretty neutral and you can easily spend a lot of time in the saddle.

Seat height is set at a relatively low 800mm, but this is perhaps the toughest bike you can get your feet on with 800mm of perch. I’m 5’7″ and could barely put both feet on the floor, so I had to sit on the lowest part of the seat. The large motor that pushes your legs out a bit is to blame for this. Shorter drivers will need to find a workaround or look elsewhere.

Royal Enfield Classic 650 Twin driving experience

Enough praise has already been heaped on Royal Enfield’s twin-cylinder engine, but I’m here to add more to the pile. This is the best engine in any Indian motorcycle – at least in my books – and for good reason. Smooth, easy-going and delivering torque almost anywhere, this engine excelled in every situation. Everything handled with reasonable ease as we passed through sleepy towns, rounded corners, and even cruised along the highway at 80 mph (124 km/h). The engine is carried like a Shotgun, with no mapping or gear changing.

The chassis of the Classic 650 is similar to the Shotgun, with the same main frame and the same steering geometry. Differences here boil down to the telescopic fork and the different wheel sizes (19/18-inch wheels like the smaller Classic – the Shotgun uses an 18/17 setup) versus the USD on the Shotgun. The Showa fork is 43mm in diameter and the twin shocks are the same as those of the Shotgun. Suspension travel is also the same fore and aft, at 120 mm and 90 mm respectively.

Stiff rear shock absorbers are the main drawback here.

While the Classic 650 is a willing companion if you’re looking to attack corners, the pegs on the mid-set can dig in without having to try too hard, and you’ll need to adjust your body position accordingly. I also miss the heel slider like on the smaller Classic, but those complaints are something I can easily ignore.

Royal Enfield Classic 650 Twin ride and handling

What I can’t ignore is the harsh and jarring ride. And I say this after driving the Classic 650 Twin in the UK, where the roads are much better than ours. While that’s literally the only thing actively stopping me from going out and buying one today (and I suspect it will do so for many others as well), the rest of the bike is that good.

The brake dimensions on the big Classic are the same as the Super Meteor and Shotgun, meaning they are powerful enough but in a progressive way. Fun fact: The calipers are RE branded but are the same ByBre units seen on the two models mentioned above. This will trickle down to other REs over time, I’m told.

Dash is the same as standard 350, Tripper in all colors.

Spec sheet worshipers may lament the absence of a USD fork, but honestly, I don’t think it’s worse without a fork; This look suits the Classic better. At no time did I feel like the front end lacked feel or stability and we had a fair go on these beautiful UK roads.

Seats and mounting points are the same as the Shotgun 650.

While lace-up rims today mean tubed tyres, Royal Enfield says tubeless wire spoke rims are being developed, which is encouraging. But it’s still early days, so don’t expect to see them anytime soon. Hopefully from now on you will be able to fit tubeless wheels even to single cylinder Classic/Bullet models.

Royal Enfield Classic 650 Twin expected price, verdict

Royal Enfield hasn’t announced the price of the Classic 650 Twin but has hinted that the starting price will be in the ballpark of the Shotgun and the top chrome finish in the Super Meteor’s territory. This will definitely make the Classic 650 Twin a product you can buy with peace of mind. You could also argue that the Shotgun and Classic are very similar in how they ride, and that the extra money you pay is just for the form factor and riding position.

With the Classic 650 Twin, Royal Enfield has made clear that it is focusing on relatively untapped export markets. With what I’ve been through, I’m sure it will be good for them and I wish them good luck. However, I can’t shake this nagging feeling that the suspension is going to cause problems on our roads and that while this is a great bike for many days, it’s not the Classic 650 I used to dream of. I hope I’m wrong, but we’ll find out soon.

See Also: Royal Enfield Classic 650 twin video review