Bullet 650 | Photo Credit: Ruman Devmane

The Bullet has been the most significant brand/format for Royal Enfield over its 125-year-old history. That fact is all the more emphatic in the Indian context; the Bullet name first appeared on a UK-made Royal Enfield motorcycle in 1932, 94 years ago. However, it made India its home in 1955, 71 years ago. It’s safe to say that the Bullet is now more Indian than any other motorcycle made in our country. Then again, the Bullet has always been a single-cylinder motorcycle of varying capacities over the course of its lengthy lifespan. So, as it’s already a nonagenarian steeped in tradition, does it make sense to stick the Bullet badge on a twin-cylinder machine?

The answer is yes, easily made possible by the bident of platform-sharing and inevitability. Royal Enfield already had the chassis first seen on the Super Meteor 650 and an evolution of it that appeared on the Classic 650. The Bullet 650, quite aptly at that, was only a matter of time. And that sense of serendipity is even more rewarding because, immediately upon arrival, it’s the best motorcycle made on that platform. The one-word explanation for that statement is what we all crave — comfort. Through a couple of seemingly minor but vastly consequential changes, the Bullet 650 is quite simply the most comfortable Royal Enfield twin-cylinder motorcycle available today.

The only details that differentiate the Bullet 650 from the Classic 650 are the handlebar, the seat, the rear mudguard and its subframe, and the hand-painted golden pinstripes. And they all play their part in making this machine a surprisingly proper Bullet , even with the familiar but somewhat iconoclastic 650cc parallel twin for the badge. Put simply, when you sit in a more natural riding position on the Bullet 650; the arms are relaxed, the seat is thickly padded and the knees are at a right angle when the feet are on the footpegs. And it’s always easier to be in the right frame of mind when your physical frame is set right.

Riding the Bullet 650 is like being on the crest of a smooth and torquey wave. The 650cc twin makes 46.39 bhp at 7250 and 5.33 kg-m at 5650 rpm, and it remains refined at all speeds except close to the redline. Yes, in this platform that’s heavier than the Interceptor 650 and the Continental GT 650, it does feel quite a bit slower, but it cannot be labelled as slow. There’s more than enough outright performance, the higher reaches of which are still academic in the real world; for example, it can cross 100 kph in third gear with three more cogs left to go. But that’s no way to ride a grand and quaint motorcycle like this.

The Bullet 650 comes with a sense of occasion as standard equipment. It’s a large motorcycle with a commanding presence, the zenith of the archetype the name single-handedly built in India. The engine doesn’t have the straightforward old-school thump, but it does have a rather complicated modern-sounding rumble that I can’t say I like. However, the refinement and torque on offer do almost manage to offset the lack of aural appeal. The clutch and gear levers are light to operate, which only adds to the ease of riding. And despite feeling every single kilo of its 243-kg kerb weight at standstill, the substantial mass seems to disappear on the move.

composed suspension

It’s a simple and easy motorcycle to manoeuvre, even while crawling in traffic. When the going gets a bit faster, it still remains steady and composed. Even at highway speeds, it’s rock solid, though there’s obviously quite a lot of windblast to deal with on the open road. Thanks to that well-endowed seat, road imperfections have a dull conversation with your spine. There is now a sense of acceptable tautness and not a downright harsh suspension response. Would I call it plush? Absolutely not, but it’s good enough for you to enjoy the scenery at moderate velocities without any great discomfort.

However, the Bullet 650 could definitely do with better tyres; arresting this heavy motorcycle’s momentum in a hurry sends its ABS into a panicked frenzy. Also, if you try to throw the Bullet 650 around without a care, the front suspension quickly shows its limitations, giving up its designated damping functions at the first hint of enthusiasm. These setbacks are solely due to the motorcycle’s weight, along with a range of around 210 km from its 14.8-litre tank. And such a heavy machine should’ve had tubeless wheels and tyres to begin with. Then again, most of these complaints essentially constitute missing the point of a motorcycle like the Bullet 650. It certainly is not the last word in all-round practicality, but it is definitely a cornerstone in the badge’s history.

Like the first Bullet did, the latest 650 incarnation brings a lot of character and heft to its rider’s life. What’s more, at ₹3.65 lakh (ex-showroom), it’s also the cheapest motorcycle made on this platform, which is nothing but a plus. It’s a bit different with its twin-cylinder engine, but I suppose a Bullet just had to be made, too; could the things that make a Bullet make all underpinnings instantly better? That’s impossible to say. However, even though those hand-painted golden pinstripes are not perfect, one can’t help but appreciate the honest effort of traditional craftsmanship. And all I can say in closing is this — those golden lines belong on this latest Bullet, too.

@TheMotorGram

Published on June 19, 2026