On the road
B-ROADS
The Interceptor wafts along backroads politely, rather than scratching down them purposefully. And while its natural pace is, shall we say, somewhat steadier than an experienced rider might expect from a brand-new motorcycle in 2019, it never pretends or purports to be anything it isn’t. Whistling through the countryside, everything about the Interceptor — from its styling, to its riding position, to the motor’s even-handed delivery, to the adequately damped (if slightly undersprung) suspension, to the brakes’ gentle bite — feels in balance with one another. Every component is there for the same purpose and all in agreement. The question is: are you?
If you’re happy plugging along at 50 or 60mph, so’s the Interceptor. Its parallel twin grunts gently, but willingly. Fuelling from a shut throttle is excellent, and the bulk of what drive it has is served up smack-bang in the middle of the rev range, from 4000 to 6000rpm. It’s far happier on quiet roads, as overtakes at speed need keen timing and measured aggression: down two, wrench the throttle to the stop and chase the 7500rpm limiter. Most ungentlemanly.
At least the motor’s 270° crank contributes to its character, with rich, rounded pleasing power pulses and no hint of the harsh, stabby vibration that some other ‘classic’ parallel twins can exhibit. For a 650 twin with Euro4 exhausts, it sounds great too.
Steering is similarly pleasing, with a well-balanced chassis and obedient turn-in despite the Interceptor’s 18in spoked wheels, super-skinny crossply tyres and budget suspension. It could hold a line better, but making a collection of unsophisticated components behave this well is very impressive. Perhaps it’s something to do with the fact that in recent years Royal Enfield bought out Harris Performance, then opened a technology centre in Leicestershire staffed with a number of experienced, former Triumph employees. It shows.
MOTORWAYS
Whether it’s by purposeful design or sheer coincidence, motorway cruising speed (an indicated 75mph) happens in top gear when the engine is running exactly at the revs it makes peak torque (5000rpm). The motor feels quite content to sit there, with no intrusive vibration and just enough power and revs left in hand to not feel too laboured. The Interceptor can pull a bit faster if it has to (in fact, it’s theoretically geared for over 100mph), but up the pace somewhat and it very quickly feels outside its comfort zone.
The 650 twin sips fuel with polite modesty, rather than astonishing frugality. There’s a seven-bar fuel gauge incorporated into the LCD strip beneath the rev counter and the first blob disappears after 50 miles. The second goes at 75 miles and the third has vanished by the time our 100-mile
‘If you’re happy plugging along at 60, so’s the Interceptor’
motorway loop is complete. That equates to just shy of 60mpg, which gives a range of around 140 miles to the fuel light, and 170 to bone dry.
The two things that limit the Interceptor’s mile-munching ability will come as little surprise: its modest proportions; and the total lack of wind protection. The Interceptor is a physically small thing, offering nothing to shelter behind. When you’re sitting naturally your knees don’t even touch the slim tank, so you have to consciously tuck your legs in tight to stop them catching the wind and becoming a sail. With the slim, firm seat and exposed frontal area, holding on for our two-hour test is physically tiring: you’ll want to stop for a breather or a coffee before the fuel light comes on or it runs out.
TOWN
With its short gearing, low seat and upright stance, the Interceptor is more than happy cutting quite the dash through a congested town centre. Low-speed balance is sublime and steering lock is plentiful, making feet-up U-turns a cinch. First gear feels quite spritely, pulling away from traffic lights eagerly and with a surprisingly fruity exhaust burble. Peak torque arrives at 30mph, and first will rev on to about 40mph. There’s enough torque to pull away in second gear if you miscount your downshifts (there’s no gear indicator, of course), while the gearbox changes lightly and crisply.
The fuelling and clutch both feed in smoothly, though the lever action isn’t quite as ultra-light as expected — perhaps the prevalence of slip-assist clutches across all styles and sizes of bikes in 2019 is beginning to show up the weight of a regular clutch.
Otherwise, the Interceptor has all the elements that make for a smart, summertime city commuter. The handlebar offers plenty of leverage without making the bike too wide and the seat feels much lower than its claimed 804mm, giving huge confidence for those who prefer to plant two feet on the ground. Braking power is on the gentle side of things, though feel through the lever and pedal is good, and the basic ABS can be trusted in an emergency stop.