Scootering magazine
The other C-word
The scooter rally season may be decimated, but the homebuilt projects are keeping the fire alive!
Well… what an epic clusterf*ck this year has turned out to be. Bring back the Brexit debate, all is forgiven! I’m not even going to get into the politics of the situation; I run a scooter magazine, not Private Eye. Nor shall I dwell on the heartbreaking losses many are suffering right now. Instead, I shall focus on what’s going on in our world of scooters… and in most areas that is, unfortunately, very little!
The rally season has been decimated, and as of yet (and I don’t hear Boris’ three-week review strategy until after this edition goes to press), it looks like we have got a tough few months ahead of us, with lots more ‘social distancing’ yet to come.
Given that our scooter community thrives off social gatherings, that’s a bitter pill to swallow… but no doubt a price worth paying in the long run given the alternative.
Aside from the devastating consequences for the rally season, there is a mixed response from the trade. Some, who rely largely on footfall to their premises, have been forced to shut up shop for the duration, hoping to still be able to surface after the storm. But others, thankfully, have managed to put their mail-order departments to full (and gratefully received) use! It goes without saying, those scooterists who can get on with project scooters are doing so.
Those one-man-band garages, who can self-isolate and continue doing work, are also doing so. Just looking at the advertising pages in the latest edition of Scootering, you immediately know who to contact for anything you need, whether it be parts, services or advice.
Those guys are delighted to keep as many scooterists plugging away on those project scooters as possible!
I guess the same can be said of the motorcycle industry. Our great team here at Mortons is still getting the news, information and reviews out to the motorcycle-thirsty public via MoreBikes. As well as communicating to those working on their bikes at home, there are those who are still offering services and parts during this difficult situation via our advertising pages.
So take the time to check out the dealers in these pages, they will no doubt be pleased to service your needs where and when they can. It’s going to be a long year, let’s get through it together. #staysafe
The 650 Interceptor, along with its café-racer stablemate the Continental and the adventure bike Himalayan, are the result of serious investment and development by Royal Enfield. Their stated game plan is to aim for the ‘middle capacity’ marketplace. The new bikes place them firmly in this arena.
Give me some spec
A steel-tubular, double-cradle frame houses a 648cc air/oil-cooled parallel twin putting out 47bhp @ 7100rpm, with 52Nm of torque @ 4000rpm. It features a 6-speed gearbox (a first for RE) with slipper clutch, and an estimated top speed of 120mph (according to the clocks).
Suspension is via non-adjustable 41mm front forks with 110mm travel and twin coil-over shocks with 88mm travel to the rear, mounted on a 100/90-18 front tyre and 130/70-18 rear with 174mm ground clearance. Bringing things (and the meagre 202kg dry weight) to a halt is a single 320mm disc, two-piston ByBre caliper (front), 240mm disc, two-piston caliper (rear), with Bosch ABS.
Any updates from last year?
Brand new model.
So what is it like to ride?
The R&D money was well spent: What a lovely little bike. ‘Little’ was the word that kept going through my head despite the Interceptor having the same capacity as my own bike.
The riding position is oldfashioned ‘sit up and beg’. This, added to the comfortable saddle, means you could ride all day in comfort. The engine is perky and keen to get on with it ; the fuelling is spot on. It builds speed briskly as well. Given the low 7,500rpm redline I was surprised to find it could hold 50+ in second comfortably.
Given my test ride coincided with the arrival of Storm Bastard (or whatever the inclement weather was called), I wasn’t taking Not My Bike on proper twisties. But I did run it along some back roads with a mix of good, bad and rippled surfaces. And the basic, quite bouncy suspension handled it all well enough.
Combine the suspension with the unusually sized 18-inch front and it feels a little strange at first, but you’re very quickly at home. The wide(ish) bars, light alloy wheels and footpegs placed just nicely to apply inward pressure, let the Interceptor tip easily and quickly.
It’s not the most accurate into the corners, but it’s tidy enough and you won’t need the full 174mm ground clearance to hustle round bends.
Clocks are simple, but work (lighting up nicely in the dark); mirrors give clear view over shoulders. Weak bits? The front brake lever needs a fair squeeze, and there is enough stopping power, but another disc would be good. And the pegs? Fine when riding, but they splay your feet at stop, making paddling awkward.
This is a cracking little bike, and at this price it deserves to sell well.
How much does it cost?
In the frankly gorgeous ‘Orange Crush’ paint scheme our test bike featured, the Interceptor is £5,699 OTR. Cost varies if you go for other schemes, up to £6,199 for the ‘Glitter and Dust’ silver paint job.