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Royal Enfield Interceptor 650
True, it was a little late coming, because after unveiling the new models in Milan in late 2017, RE went back to the drawing board to make detail changes to ensure the twins were totally up to scratch before an impatient public got its hands on them. Since that happened in mid2018, there’s been a positive stampede of buyers – every shipment continues to be sold out. So the question is, why?
There’s more than one reason – many more in fact – but the truth is that RE managed to float the boat with buyers right across the motorcycle spectrum. And for a model (or models) that was primarily aimed at the Retro end, that’s quite an achievement. Across the world, buyers have discovered that this distinctively traditional motorcycle is actually all you need in many cases. In a nutshell, simplicity sells, but for just under ten grand, you get a heck of a lot of motorcycle. Like smart phones, many – even most – modern motorcycles have more built-in electronic functionary than most people can comprehend. Herein lies the first part of the RE’s attraction; a straightforward parallel twin with the now ubiquitous 270degree firing order, developing a leisurely 35kW (47hp) at just 7,250 rpm, with 52Nm of torque at 5,250 rpm. It may not be all you want, but it’s probably all you need. Both the models – Interceptor and the Caféracer styled Continental GT – will zoom up hills without a second thought, pootle around the tightest roundabouts in third gear, and ‚
project the rider to legal speeds and beyond at the twist of a wrist. It’s ‘only’ a 650, but it will happily gobble up interstate motorways without raising a sweat.
Although I attended the local media launch in 2018 and was – like everyone else – extremely impressed, much of this was conducted in the barely moving traffic of Sydney’s Eastern suburbs, so I have bided my time until I could get hold of an Interceptor for an extended period, like over Christmas/New Year holidays in 2020, when Sydney’s roads were comparatively deserted. Now I was able to couple city slicking with some country cruising (mindful of the draconian NSW Double Demerit points holiday imposition), and I came away with a far better understanding and appreciation of why these bikes have found legions of loyal buyers the world over. It’s funny, but I know more than a few motorcycle journalists who generally can call up a test scoot when they feel the need who have actually purchased one of the 650s; as in, spending their own money! One such is veteran British journo and frequent OBA contributor Andy Westlake, who in mid-2020 parted with a wedge of cold hard for a sparkling new Interceptor, which he describes as, “A super bike for the money – a superb machine”. He should know, and located as he is in Somerset, with some of Britain’s most bike-friendly roads and rural byways, he has the ideal playground.
Harking back to simplicity for a moment, it’s slightly refreshing that at your fingertips there is none of the sometimes baffling range of choices that face the modern rider. The left handlebar switch has headlight beam control and an overtaking flasher, turn indicators and the horn button. One
the right you’ll find the starter button and kill switch. That’s it. No choice of modes, no menu, no wading through countless combinations and options. The conventional instruments are also devoid of choices and options; the speedo houses a digital fuel gauge and an odometer, with a trip meter selected by a button between the two clocks. The tacho reads the revs and below the dial are the usual lights for neutral, high beam, oil, and indicators. Brakes? The single front disc may look a bit out of place today, but it does its job perfectly. The caliper is made in India by Bybre, which is owned by Brembo. Handling? Neutral and decidedly non-sporty, which is fine by me. Suspension? Well, the front end feels a little on the soft side and I think could do with slightly stiffer springs, and the rear also feels under-damped, but there are no major gripes either way, and there’s plenty of ground clearance. I found the long and flat dual seat a bit firm after an hour or so – a bit more padding wouldn’t go astray but RE are no doubt mindful that this would increase the 804mm seat height. The seat on the Continental is actually 14mm lower (and even firmer).
Naturally there is an extensive range of genuine RE options. These range from very practical short and tall windscreens, to various protective bits and personalising gadgets. I also fitted a Ventura EVO rack and bag which is a very handy addition. A DNA air filter also releases hidden potential. But the biggest tick must go to the value-formoney segment. When you consider that across the range and colour schemes, all prices include a three-year warranty with 24-hour roadside assistance, this makes the purchase decision even easier. Now with more than two years of sales behind them, it is also apparent that the 650s are achieving enviable reliability, with no major warranty issues. One leading Sydney RE dealer told me that although they have sold dozens of the 650s, they have never had the need to pull one apart.
It’s no wonder that this pair of twins has found such a willing market that spans virtually all ages (including beginners as both the 650s are LAMS approved), riding experience and preferences.