2018-on Royal Enfield Interceptor 650 Review: A classy, affordable retro that oozes classic charm
Highlights
- Amazingly good value for money
- Classic styling, air-cooled engine, bags of character
- Easy to work on for the home mechanic
At a glance
| Owners' reliability rating: | |
|---|---|
| Annual servicing cost: | £200 |
| Power: | 47 bhp |
| Seat height: | Medium (31.7 in / 806 mm) |
| Weight: | Medium (445 lbs / 202 kg) |
Prices
Overall rating
Next up: Ride & brakesThe Royal Enfield Interceptor 650 is a naked middleweight retro motorbike with a 649cc engine that makes 47bhp, meaning it's A2 compliant. It's one of the best-value bikes on sale in the UK, with a list price below £6000 including a full warranty and dealer support. It was launched alongside the Royal Enfield Continental GT roadster, but the Interceptor is the most popular model by a significant margin. In fact, it's one of the best-selling bikes in the country at time of publication.
The engine is lively without being intimidating, the handling is fun without being patronising, and the finish is good without breaking the bank.
When you take into account the price, it really is a suspension overhaul away from being a five-star bike. I’ve saved the best bit till last too: the average age of an Enfield owner in India is 27. If they can repeat that trick over here, we could be looking at the bike that saves the sport.
And thanks to its relatively low cost, the Interceptor makes a great base for a custom bike, with plenty of parts available. Jump to the Equipment section for more on that.
Owners in the UK are able to join the Royal Enfield Interceptor 650 Owners Group on Facebook.
Royal Enfield Interceptor 650 Euro5 updates
Royal Enfield have updated the Interceptor 650’s air-cooled 648cc twin to meet more stringent Euro5 emissions standards. Much like its café racer alternative, the Continental GT 650, power and torque remain at around 47bhp and 39lb.ft respectively.
Alongside Euro5 goodness, Enfield have also given the Interceptor a fresh lick of paint, with five new and updated designs to choose from. Prices start at £5899 and climb to £6399, dependant on the complexity of the livery. All single tone designs now also feature blacked-out rims and mud guards.
Popular favourites, such as the single-block 'Orange Crush' and red and white 'Baker Express' remain, however there are now two new single-colour and two-tone designs. The most expensive design incorporates chrome and red, in a livery called 'Mark 2.'
Reasons to buy a Royal Enfield Interceptor 650
- Great engine: Torquey twin cylinder engine has bags of oomph at low rpm and in its midrange – perfect for gentle road riding, and also handy for avoiding too many shifts from the gearbox that throws up false neutrals for fun (it’s grunty enough to pull sixth from under 30mph without too much fuss). In terms of character, reliability, drive, and feel the RE unit combines classic charm with modern punch.
- Bags of character: The Interceptor is a genuinely enjoyable motorcycle to ride, packing the essence of classic ownership and the joy of simple mechanics without the cost of a genuine classic. Looks an absolute treat, too.
- Lots of potential: As we proved with our MCN long termer (see video) there are numerous potential updates and improvements that can improve the Interceptor at a variety of different price points: shocks, fork upgrades, exhausts, seat etc.
- Fabulous value for money: It’s little wonder RE has sold thousands of 650’s the world over given the bike’s staggering value for money. Brand new they’re only £5500; used examples start at just over £3000. You’d barely get a wrecked classic project for that… Cheap to run, too.
Reasons not to buy a Royal Enfield Interceptor 650
- Comfort: Ergonomics are not an Interceptor strong point. Many owners criticise the strangely positioned handlebars, which feel too far forward. Subsequently the 650 isn’t that comfortable over distance. Pillions don’t fare any better, with high pegs and a flat seat that put the passenger into a squat that on a long ride becomes more like a stress position. A touring seat goes some way to addressing the issue.
- Low speed handling: Twins are usually thought of as relatively light and agile, but the Interceptor can feel cumbersome and awkward at low speeds, especially when negotiating traffic in town, due to the bike’s odd weight distribution and ergonomics. If you ride a lot in an urban environment the 650 may not be the bike for you. Get a test ride first. Ride quality and handling improves at speed.
- Service intervals: If you like clocking up the miles, the RE’s 3000-mile service intervals can become something of an inconvenience. That said, most riders will only cover that or less over a year, so it coincides with an annual service. The Interceptor is easy to work on too, even for an inexperienced mechanic and parts are relatively inexpensive. Dealer servicing works out around £200 per year. Valve clearance inspection is every 6000 miles.
- Tyres: Not really a reason not to buy, but be aware that the OE Ceat tyres are rubbish, lacking both grip and feel. If you’re considering buying a 650 still on its original rubber, factor in the cost of a new set. They’ll transform the bike.
- Build quality: Overall finish on the Interceptor is a mixed bag – the engine, styling and concept of the 650 are great, but the electrics, ergonomics and detailing let the side down. Be thorough when inspecting to buy, but also be aware that these bikes are cheap, even when new, so a few teething issues here and there are to be expected.
Ride quality & brakes
Next up: EngineThe Royal Enfield test riders say their brief for this bike was to make it fun and they’ve succeeded. Because it doesn’t make huge amounts of power, you can rev the nuts off it and spend the whole day stretching your throttle cables without feeling like you’ve had the stuffing knocked out of you.
When a corner approaches, the Bybre brakes scrub off speed well with a decent bite and good modulation – hell even the budget Pirellis do a great job of sticking to the road, although they're not brilliant in the rain or slippery conditions. An aftermarket upgrade is a massive improvement.
Riding along you start wondering where they’ve saved the money, then you come across some challenging corners and it all becomes painfully apparent.
When you really start to push on, the budget suspension starts to struggle. The Interceptor is very soft, at the request of the Indian market, and can wallow on fast, sweeping roads.
When you do hit a bump, it’s under damped so it blows straight through the first part of the suspension and pops back with a jolt.
Royal Enfield Interceptor 650 price: seriously good value
When you consider the price, you can forgive the bike a few faults – there are more expensive bikes with naff suspension too – but it’s still disappointing.
In truth, a suspension swap wouldn’t be the hardest job in the world nor the most expensive, and Royal Enfield did hint that posher suspension options might find their way into the catalogue in the near future, but for now it does mar the finish on an otherwise great bike.
Many owners report the standard seat is a little firm, which makes extended riding a bit of a chore. You can buy a Touring seat for the Interceptor from Royal Enfield dealers for around £150 and this is a far better option if you want to cover big miles.
One thing you do have to go without is adjustable brake and clutch levers, but firms like Tec Parts can supply aftermarket items at relatively low cost.
Aftermarket upgrades for the Royal Enfield Interceptor 650 twin
We had an Interceptor 650 in the 2020 MCN Fleet and have swapped the tyres to Continental Road Attack 3 (you have to get the rear in a 130/80 instead of the 130/70 that comes as standard) and upgraded the suspension with K-tech rear shocks and fork cartridges.
The new parts have transformed the bike’s handling from adequate to sharp without sacrificing comfort.
Engine
Next up: ReliabilityThe Interceptor is fitted with Enfield’s brand new, air-cooled 650 parallel twin, also used in the Royal Enfield Continental GT. It doesn’t make huge amounts of power or torque, but that’s not really the point and it has ‘enough’.
Down low there’s a reasonable amount of torque with most of it arriving before 2500rpm, so you can chug it out of corners but you can rev it too without it ever feeling like it’s going to bite. The throttle is lovely and smooth too, plus it’s A2 compliant.
Royal Enfield Interceptor 650 will do 100mph
Holding on to gears brings you a bit more power while also rewarding you with a fantastic exhaust note. It sounds like it’s straight out of the ‘60s, which is a miracle in a Euro4 strangled world – there are even some S&S cans for noisy types.
The new six-speed gearbox (an Enfield first!) is slick and if you keep feeding it gears it will clamber all the way to the magic ton.
Watch and listen: Royal Enfield Interceptor 650 with S&S slip-on pipes and air filter kit
During our time with the Interceptor on the MCN Fleet in 2020, we installed some S&S slip-on end cans, a high-flow air filter and an air filter restrictor removal kit. These make the engine note considerably more interesting,
Reliability & build quality
Next up: ValueFor the brief 150 miles we rode the bike on the launch in September 2018, nothing broke. In all seriousness Royal Enfield doesn’t have the best rep for reliability but that’s something they want to change.
All the new bikes that come off the line will have gone through a 1007-point-check, which Enfield said took over six hours to complete. If that’s not enough, every new bike came with a three-year unlimited mileage warranty, so there was peace of mind when purchasing an Interceptor, too.
Speaking personally – we wouldn’t have any concerns about buying one and it falling apart on the ride home. To find out what the Interceptor's reliability is like over the course of a year, check out our long-term Royal Enfield Interceptor 650 review from 2020.
In May 2020 a recall was issued for this bike due to corroding Bybre brake calipers.
We've got nine Royal Enfield Interceptor owners' reviews on the site, with an overall score of 4.4 stars out of 5. Comments include the firm standard seat, relatively expensive servicing costs and a few electric issues.
What goes wrong?
False neutrals: Not so much something that will go wrong, it happens anyway. Be positive with you up and down changes or the gearbox will throw up false neutrals – not what you want when you’re barrelling into a bend. Excess freeplay in the shift linkage seems to be part of the issue. Finding genuine neutral when you come to a standstill can be problematic too. Well, you do want the classic experience, right?
Water ingress in the electrics: Avoid using a jet wash, particularly around the front of the bike and instrument binnacle. Water finds its way into the clocks all too easily, leading to a number of issues: condensation inside the clocks; warning lights coming on randomly, and erratic readings from both the speedo and tacho.
Inaccurate fuel gauge: Even when the bike hasn’t been near moisture for months, the fuel gauge is happy to throw up dodgy readings. Showing that the tank is full, even when it’s not, is a common problem.
Breaking frames: Reports of cracking frames are too common to be treated as a one-off issue. Inspect the frame carefully, paying attention to areas that are welded – if you spot any cracks, walk away. Down tubes have been known to snap clean in half. A Regular visual inspection is best practice if you own an Interceptor.
Fuel pump: Failure will usually start to show its hand by the engine’s unwillingness to restart until sufficiently cooled down after use. Some owners report erratic running or the engine cutting out. This can be down to faulty relays and/or other electrical issues, usually traced back to poor earths or corrosion.
Video: A year with the Royal Enfield Interceptor 650
Value vs rivals
Next up: EquipmentRoyal Enfield are known for the budget bikes and the Interceptor continues that crusade, starting at just £5500 for the standard 'Orange Crush' model, rising to £5990 for the 'Glitter Dust' option.
A brand new 650cc twin bike with a three-year unlimited mileage warranty for under £6000. Sounds like a bargain to us.
The new kid on the block in the retro roadster market is, of course, the BSA Gold Star, released in 2022. We compared the BSA and the Enfield in a straight shootout video review.
Rival bikes you may consider include the vastly more expensive Triumph Speed Twin 900 (formerly known as the Triumph Street Twin) and the Fantic Caballero 500.
We took the Interceptor around the MCN250 test route against two of its main rivals in the form of the Triumph Street Twin (£8100) and Kawasaki W800 (£8645).
Royal Enfield Interceptor 650 vs Triumph Street Twin
Forget everything you know about old Royal Enfields because the new Interceptor 650 is in a different league. It still oozes old-school Enfield simplicity, but it’s well-built, classily finished and packed with well thought-out detail touches. It’s light, easy to ride, fun and handles incredibly well. At normal MCN250 road speeds, it’s as capable as any retro roaster, but at a fraction of the price.
Slicker, with funkier styling, more equipment, presence and more of a big bike feel, the Triumph is a class act and, compared to the BMWs and Ducatis of the world, decent value. It’s packed with character, superb handling, grunt, speed with easy road manners.
It’s worth some of the extra cash over the Interceptor 650 for all its niceties, but for the pure riding experience there’s little to separate the two, which just goes to show what an incredible job Royal Enfield have done and why the 650 is our winner.
Royal Enfield Interceptor 650 vs Kawasaki W800
Attracted to retros for a taste of classic motorcycling? Kawasaki’s W800 hits the spot. Actually, it does more than that. Yes, it has the sensations and charisma of a British classic, but build quality and finish are far superior to how bikes used to be. And though its focus is on leisurely outings, the engine and chassis are more than capable of dealing with the frantic modern world.
Royal Enfield’s Interceptor also has traditional appeal, but in a package capable of more all-round use. It’s got the famous old name, classic looks and ample authenticity, enhanced by its basic nature and the fact it’s built to a price. But the 650 has far more grab-it-and-go versatility than the 800 – and is the best value retro on the market, too.
For laid-back Sunday morning thrums, sun-drenched evening pootles to the local meet and touchy-feely garage encounters, buy the Kawasaki. If you want a practical, affordable, jump-on-and-ride bike with plenty of old-school appeal, go for the Enfield.
Royal Enfield Interceptor 650 vs Fantic Caballero 500 Deluxe
Royal Enfield’s Interceptor 650 shook up our ideas of what was possible from a circa-£6K retro, but it’s no longer the only option. Last year, historic Italian brand Fantic came out with the fun and funky Caballero 500 Scrambler at a shade over £6K and it’s just been improved further with this latest Deluxe version. So how do the two measure up when pitted head-to-head around the MCN 250?
The Interceptor is almost unchallenged at being the most affordable retro. By ticking literally all the retro roadster boxes, proving to be a decent, pleasant ride and chiming in for almost £2500 less than the cheapest Bonneville (which, though better performing, can’t match all the retro details), the Enfield is so compelling.
But this test also revealed three further things: The Enfield’s not perfect and, pushed hard, reveals its slightly budget nature (although for many that might matter little). The Caballero, starting at £6399 (although not in this Deluxe spec), is priced close enough to be a valid, if slightly niche, alternative that a B-road connoisseur will enjoy.
The good news is that the spirit of the ‘street trailie’ is alive and well. If you’re of an age that remembers the hooliganistic joy of a Honda Dominator shod with Avon Gripsters, Fantic have rekindled that – and then some.
The Caballero might not be a true retro, it might not be as cheap as the Enfield and have limited range. But as a real-world B-road blaster or town bike with bags of on-trend ‘cool’, there are few bikes better.
Royal Enfield Interceptor 650 vs A2 restricted Triumph Street Triple and Honda CB650R
The Royal Enfield Interceptor 650’s modest power output means that it can be ridden on an A2 licence without the need for a restrictor. But how does it compare to more expensive and powerful bikes that have been modified to fit the licence laws?
We took the Interceptor around the MCN250 test route with low-power versions of the Honda CB650R and Triumph Street Triple S to find out.
With the traffic travelling at a steady 60mph, all three bikes merrily slot into a commuter role and as there is no requirement to rev their engines we are hard pressed to spot their limited power. However, try an overtake and caution is advised.
Pull out on the Honda, drop a few gears, and just where you expect the inline-four to take off it remains static in its acceleration as the revs plateau and its power is curtailed. Shifting down a gear doesn’t help. If you want to find acceleration you are better off going up a gear and remaining low in the rev range.
It’s a similar story on the Triumph, whose triple doesn’t feel muted but certainly responds better at lower rpm than it does at high revs. That’s the sacrifice for remaining under 47bhp; more revs equals more power and that’s not allowed. But what of the Enfield, whose performance is unaltered by being A2-legal?
Enfield designed their parallel twin to hit 100mph, which it may do, but it’d require a long run up! Far happier at legal speeds, the Interceptor’s motor has a linear power delivery that means it too doesn’t thrive on being revved. In fact, the one time I did drop too many gears in an attempt to perform a speedy overtake I hit the rev limiter. I really wasn’t expecting it to chime in because the motor hardly felt like it was working.
By the time we had fought our way through to Boston the general consensus was that, yes, you could certainly commute on these three, but they aren’t the machines for zipping past fast moving traffic unless there’s plenty of room to build up momentum for the overtake. Momentum being the key word here... Through Boston and onto the clearer A52 and A607 towards Leicester and all three of these A2-legal bikes start to shine.
With clearer roads to build up and then conserve speed it was impossible not to thoroughly enjoy the ride as we flowed through the faster bends. Unlike some ‘budget’ bikes the fact all three come with known-brand tyres ensured loads of confidence in grip levels despite the damp surface. And with ABS and even traction control on the Triumph and Honda, we could relax and focus on the bends ahead.
Once going we wouldn’t have spotted they were A2-restricted and it was only accelerating out of 30 and 40mph limits that we felt a bit lacking in terms of oomph. However, with the tarmac drying and a twistier B-road route ahead, would the afternoon’s riding change our perception?
Owning an A2-legal bike should be a fun experience because for many riders it is their entry on to two wheels, so they’ll more than likely spend more time on enjoyable roads such as the ones that make up this section of the MCN250.
Both the Triumph and Honda sit reasonably high in the price scale at £8100 and £7199 respectively, so you’d expect them to deliver in terms of the ride quality through high-spec components. Sure enough, while a couple of quid has been scrimped on the design of Street’s calipers and adjustability on its forks, both machines respond brilliantly on this B-road section.
Costing just £5699 the Interceptor doesn’t feel as high quality as the other two. And there are obvious compromises not only in the interest of budget restraint but also in terms of looks, such as the single brake disc, twin shocks and skinny tyres.
While its light weight and agile chassis mean that you can whip through bends with pace, it isn’t quite as composed as the heavier and more modern Triumph or Honda and its motor also lacks that bit of zing. On the Enfield you learn to enjoy the slight bounce and wobble you get through its suspension as it gives the bike a bit of character and spirit.
It’s in no way a slouch through the corners, it’s just happier at a slightly slower pace than the other two and rewards flowing riding rather than hard braking and acceleration.
If you aren’t in a rush I’d recommend the Interceptor to riders with a full licence, not just those on an A2. It’s fun to ride, cheap and cool-looking; perfect for those who want to take it easy. But if I was starting on my path to discovering the delights of motorcycling, I’d want something with a bike more fizz – or in other words, the Triumph Street Triple S.
Equipment
Despite its budget price there’s some decent kit. Brakes are from Brembo subsidiary ByBre and they’re paired with Bosch’s two-channel ABS. Pirelli provide the tyres (although 18" sizes don’t leave many aftermarket options).
The retro clocks are nice too and they’ve even got a fuel gauge, although they’re not as feature rich as the ones on the Royal Enfield Himalayan, which is a bit of a shame. The fit and finish of the rest of the bike isn’t bad either – the only thing that really lets it down is the budget suspension.
Royal Enfield Interceptor collector and dealer, Jeremy Pendergast, has been riding Royal Enfields since the '90s. Watch the video above to hear Jeremy talk about the golden age of the Interceptor and how he celebrates the bike's greatest following on the American West Coast.
The bike's available in six tank colours: Orange Crush, Mark Three or Silver Spectre (all £5699), Baker Express - below - or Ravishing Red (both £5899), and Glitter and Dust, which costs £6199. See the full range of colours here.
Royal Enfield Interceptor 650 custom mods
This roadster is a great base for a custom build. There are myriad options out there to make the Interceptor your own.
- Related: best custom base motorcycles
You can choose exhaust options from the likes of Zard Exhausts, Tec Bike Parts and upgrade specialists S&S, and the latter company can also supply various motor mods to increase performance, including an 850cc big-bore kit and wilder cams.
In fact, even Royal Enfield themselves offer a range of mods for the Interceptor. You can pick from parts like bar end kits, Scorpion exhausts, engine guards, taller windscreens and bike covers at the Royal Enfield website.
Specs |
|
| Engine size | 648cc |
|---|---|
| Engine type | Air-cooled 4v parallel twin |
| Frame type | Steel twin spar |
| Fuel capacity | 13.7 litres |
| Seat height | 806mm |
| Bike weight | 202kg |
| Front suspension | Non-adjustable 41mm RWU forks, 110mm travel |
| Rear suspension | Preload adjustable twin shocks, 88mm travel |
| Front brake | Single 320mm disc, dual piston caliper |
| Rear brake | 240mm disc, dual piston caliper |
| Front tyre size | 100/90 – 18 |
| Rear tyre size | 130/70 – 18 |
Mpg, costs & insurance |
|
| Average fuel consumption | 62 mpg |
|---|---|
| Annual road tax | £117 |
| Annual service cost | £200 |
| New price | £5,500 |
| Used price | £3,200 - £5,000 |
| Insurance group |
8 of 17 How much to insure? |
| Warranty term | Three year |
Top speed & performance |
|
| Max power | 47 bhp |
|---|---|
| Max torque | 38 ft-lb |
| Top speed | 105 mph |
| 1/4 mile acceleration | - |
| Tank range | 190 miles |
Model history & versions
Model history
- 2017: The Interceptor 650 was launched in 2017, which was debuted at EICMA, Milan by Royal Enfield CEO Siddhartha Lal and President, Rudratej Singh. Powered by an air-oil cooled parallel 650 twin, the 2017 Interceptor came with 7" headlight, twin clock front and quilted twin seat. The narrow tank is stamped with a classic badge and topped with a Monza-style fuel cap. A dual cradle frame with a rear loop makes up the core, by way of a nod to the original Interceptor.
- 2021: Updated for Euro5 emissions including more colour options.
Other versions
- There is also a Royal Enfield Continental GT 650 released in 2018, which is very similar to the Interceptor 650.
MCN Long term test reports
MCN Fleet: Video round-up of 2020 with the Royal Enfield Interceptor 650
See the video above to find out what Gareth thinks of the Interceptor after spending 2020 riding, modifying and working it. Update 8: Further afield on our Enfield First published 25/11/2020 After 2020’s false start, I’m thrilled to tell you I’m finally getting some longer rides in on t…
Owners' reviews for the ENFIELD INTERCEPTOR 650 (2018 - on)
31 owners have reviewed their ENFIELD INTERCEPTOR 650 (2018 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Review your ENFIELD INTERCEPTOR 650 (2018 - on)
Summary of owners' reviews |
|
| Overall rating: | |
|---|---|
| Ride quality & brakes: | |
| Engine: | |
| Reliability & build quality: | |
| Value vs rivals: | |
| Equipment: | |
| Annual servicing cost: | £200 |
Year: 2019
Annual servicing cost: £120
Nice, willing engine, good value. Seat uncomfortable after quite a short time.
Easy to ride. My sidecar was attached from new to a 500 Royal Enfield, when I bought it. Not enough, so bought and attached it to the Interceptor. Much better and can sit on the motorway at 70. Happiest around 55-60 mph on smaller roads. I fitted a gel pad to seat, which helps. You can get a comfort seat. My wife likes the sidecar, so no pillion issues!
Engine pulls well, even with sidecar. Great fun. Very different from solo. I was used to all sorts of different bikes over the years from R1s to Harleys, and the Enfield is a really decent all rounder. I also have a 350 Forza, Harley Sportster and Honda C70, so plenty to play with.
Been very reliable. Some parts built to a price, but generally very good.
Besides MoT cost, service parts very reasonable. I self service the bike, so that cuts costs. Easy to service. I have a Watsonian Grand Prix sidecar attached, which makes the left side access a little tight, but fine otherwise.
Would be good to have cruise control as an option. I have Oxford heated grips, which are great. Standard equipment is clear, and easy to read. Good riding position. As stated, comfier standard seat would be good. Would not mind twin front discs as I have the sidecar fitted (with sidecar brake). But that’s only because of the extra weight.
Buying experience: Bough from dealer. Traded in the 500 Enfield, but only paid an extra 2k. Overall, just over 4k price tag. Great value with 4000 on the clock.
Year: 2023
Annual servicing cost: £280
Great bike to ride, well balanced, and easy to ride, puts a smile on your face. Good fuel economy too. Worst feature was the standard seat, but good now Ive upgraded to the touring seat.
Adequate for the bike performance, but include ABS
Beautiful sound from this engine, with good performance through the rev range.
No problems so far, but only 3000 miles to date
Servicing costs are its only let down, otherwise it’s a great value for money motorcycle
Pretty basic equipment as standard but enough to keep you informed on all the essentials
Buying experience: Bought new from a dealer, no discount given, but I did trade in a high value bike.
Version: Red/black
Year: 2021
Annual servicing cost: £150
Yes I would recommend this bike. It does what it was designed to do and it does it well. Only criticism is that the touring seat is no more comfortable than the standard seat. It is a style not a long distant seat.
Adequate for the design and demographic
Right for the design and simplicity
No issues
Regularly get 73 to the gallon with all types of riding
Not really applicable. ABS is all you need
Buying experience: Dealer. First class service and paid the going price at time of purchase.
Version: Glitter & Dust (chrome)
Year: 2020
Annual servicing cost: £50
Great to ride, very light clutch, easy throttle and good in corners once the original suspension has been upgraded. Once you realise it's a 650 twin with 47hp you won't expect those snappy overtakes, however the performance is fine for local and A road riding at all legal speeds. Can cruise at 70 on the motorway. The narrow seat is difficult after an hour or so, and I can tell no difference between the standard and touring seats.
Brakes are fine, both front and rear. I don't often use them much though but they work really fine when needed. Front suspension is underdamped and bouncy, however the full YSS cartridge upgrade (with stanchion holes enlarged) is a stunning improvement. The rear suspension is also underdamped and can be unnerving going round bumpy bends at speed. The Tecpro units cured that problem, and now the bike is happy with 80mph rides along bumpy C roads.
A good linear range of power throughout the revs. No improvement or burst of power high up. Overtakes need good planning and execution to be safe. No oil leaks, no noises just a smooth twin.
After two years of ownership there is no sign of rust anywhere. The fasteners are all bright and shiny despite often riding in rain all year round. I do my own servicing and all parts fit well..
Owner servicing including valve clearances etc
Basic equipment is fine, reflected in the price. Sometimes it's good to just ride without relying on trip computers and tehnical gimmicks. Only problem encountered is the perpetual misting up of the speedo and tacho. They all seem to do it, but it's the only bike I've had with this issue
Buying experience: Bought cash from a dealer with excellent service.
Version: Chrome edition
Year: 2023
Annual servicing cost: £280
Value for money has to be on top, but the engine is great, there’s more than enough performance from the 650cc for every day use. It’s very well balanced, is easy to ride and takes corners with ease. Keeps a smile on your face. Minus points …. None for the price but some of the components are poor quality, and the rear brake lacks confidence. Regular Dealer Servicing costs are high.
Ride quality is good with great handing, and easy to ride at slow speeds around town, but rear brake is poor. Seat was uncomfortable for first few 100 miles.
Great power delivery from a 650 cc engine and sounds brilliant.
Reliability….So far so good, only done just short of 1000 miles, but all good.
Expensive dealer servicing costs
Lots of accessories available for the Enfield, I’ve fitted a short fly screen, rear rack and free flow air filter. All are good, I have however removed the lower section of the rear mudguard which I feel improves the look of the bike.
Buying experience: Bought new from a Enfield dealer, who was very good, but no discount offered.
Version: Dark
Year: 2023
Annual servicing cost: £200
I have dreamed of have a brand new bike for almost 60 years. I thought that it never happen as I have enjoyed my bullets so much. It was pointed that a unto date bullet is new bike it just rides like an old bike. Saw that the Interceptor had been priced down £500 looked and sat on one it felt OK. Got a part ex price test ride was like a dream, everything was right. The 6 speed box is so good and the ride so smooth.
Discs front and back with ABS
I did not think you could have bike engine that was so smooth.
This was told to me and the reason for looking.
Again this info given to me. A bicker friend said his was the best bike he had ever owned. Great gear box, good brakes, are 80 mpg in North Yorkshire!
Is there any, apart from ABS.I have fitted a fly screen and top box.
Buying experience: I bought it from a dealer. I got an OK part ex deal. But what a cock up in the paper work!
Version: Interceptor 650
Year: 2021
Annual servicing cost: £150
Not reccomended, mediocre, and even dangerous. It is a cool bike when it works, for bopping around town, but its really mediocre, the parts are all mediocre, everything is mediocre, from ignition switch, to blinkers switch, to kickstand sensor, heavy clutch, crap tires, everything is inferior and on a budget, engine is cool, no vibrations, gearbox is ok, looks are great but isnt worth hassle. Theres a reason people that are "happy" with these are retirees with 5 bikes in garage and ride 300 miles from May to September.This brand new bike, from day 1 can cutout on a busy road, this is not safe !! This bikes have issues not even going 5k miles, dealers will be worthless unless a straight big failure shows up, otherwise they wont waste their time looking for electrical gremlins, and its a shame for the consumer.Heed my advice, dont fall in love by the bike looks, it is not worth it, the quality is sub standard, everyone is telling a fairytale and being dishonest, electrical problems will haunt you, drain you, its not worth it, and from day 1 mind you ! If i can save anyone from my horrible experience, i will.
Brakes are terrible, rear brake is non existant. Comfort is low , 1 hour and half your bum will be destroyed.
The engine is quite sweet, it really is, super smooth, vibrations only start really after 5k and very minimal, theres no big vibrations in this engine, its a peach, for bopping around town the low torque is really sweet. I disagree with how designed the valve tappets, needs more frequent maintenance, but its ok. Its not a great quality engine, but perfectly decent.How long it will last ?...Cant say, i have my doubts.
Bike from the get go, can cut out randomly, there´s a relay issue well known, constantly talked about, and dealers, RE ignore it, and discussed in forum, and this is dangerous enough where can make someone get in trouble, specially on a busy highway. Extremely poor electrics, your bike may get random cuts and you will spend more time gremlin hunting than riding, can be relays, can be center stand, can be ignition switch, you might never find out, do not trust users who write love letters to this bike, they will sell it quietly, and pretend they are great. Rust is a non issue, mine sits outside with a cover for over a year, just the exhaust exit where touches engine gets corroded, and the oil guard, nothing terrible.
Valves can be done home easily, services compared to other brands is cheaper, but since components are crap you might end up using dealer service more, so may not be worth it, not a coincidence so many RE owners sell bike after warranty ends eheh. They love Interceptor so much, yet selling them. I agree with Motorrad when they say the constant things dip value of it.
Bike has minimal gear, center stand comes included which is great, bike needs proper tires.
Buying experience: Bought new from dealer, paid website price, announced on top.
Year: 2020
Fun bike let down by dubious fit and finish issues.
Lots of issues with false neutrals, and bike suddenly shitting off. Oil change, shifter adjustment, and replacement of stock relays helped, but did not eliminate all issues.
The stock exhaust is incredibly heavy, fit and finish is marginal, but acceptable at the price point.
Year: 2021
I opted to upgrade fork internals, rear shocks and exhausts. If you enjoy getting the spanners out, modifying or customization, this is a great platform to start with. Can feel underpowered for overtaking but enough power for real world everyday use.
The touring seat makes a massive difference. Have spent hours in the saddle without issue. Best on A and B roads. Can do motorways etc but at it's best on the back roads.
For a 47hp engine, it's great. Very smooth power delivery from quite low down the rev range. Sweet spot from 3500 rpm upwards. Slipper clutch is effortless with crisp gear changes. If Enfield produced a 70-80hp version of this engine it would be epic
Problem free
Major service (valve clearance) every 6000 miles with oil and filters every 3000. Using a main dealer gets pricey but you can do these yourself.
Very basic motorcycle. Mine came with Zoom Cruz tyres (due to covid) that were shocking. Changed to a set of pirrellis with good michelin inner tubes. ABS is the only standard equipment. But for this type of bike, what else do you really need?
Buying experience: Bought from a main dealer for just over 6k all in.
Year: 2022
Annual servicing cost: £180
For the price of just over six grand, you get a brilliant bike for this. Looks good, with all round performance, bought from an excellent dealer, highly recommended. Bad points, motorway riding is hard work, although there is enough there power wise to keep up with average traffic speeds, there is no wind protection whatsoever so head winds and cross winds, hamper the ride, and at speed around 70, the suspension struggles on our UK lumps and bumps. Not an all year round bike, recommended fair weather riding.
Excellent handing for the bike and controls are nimble and in easy reach. After about 90 mins. Constantly riding seat begins to feel hard. Plenty of room and comfy for a pillion, does, notice on suspension as you catch every lump bump with the extra load. Best ridden on, the sweeping A roads where its at its best and, will bring a smile to the face for sure. Motorways not so comfortable.
Plenty of torque, very responsive engine gives enough power to enjoy the open road and wiggly bends but it's never designed as a race bike and won't perform to that standard.
Basic technology with basic instrument cluster. If you don't need all the bells and whistles look nowhere else. Bike engine and exhaust in chrome, choice of main colours to chose from. I can't fault the build of the bike or presentation but the chrome, like most chrome I guess, wouldn't stand up too well during the wet salty winter months. Engine and frame are open with no guards. Never experienced anything failing. Interceptor has a good reliable reputation.
First service from new 300 miles, then, 5000, second. Given its more of a fair weather bike, that should do me for the year.
Thing about Royal Enfield, there is plenty of scope to replace bits like tail lights, indicators etc, to give them your personal touch and taste. Plenty of room at the back if you wanted to add luggage bags or panniers. Engine sound is good and sounds similar to V twin. I love the look of the chrome and my choice of colour complements the bike lovely. I tend to keep my bikes factory original. Personally the tyres as standard, hold the bike well, are good and responsive.
Buying experience: Bought from a dealer in Medway towns. Chose straight from show room following a test ride. Dealer is excellent, friendly and professional, but due to this very busy, which is a good sign but sometimes 10 day booking in advance for service. Can't just rock up and, they have a look. Price was just over 6250. Paid a few hundred more for my choice of colour but i traded in another bike towards deposit.
Year: 2019
Annual servicing cost: £1
seat is hard, underpadded. engine pulls great at low revs.
not a super, hyper, rocketship. Ridden accordingly it's brilliant. Pillion is slightly cramped ( footrests ) and the seat slopes forward at rear so not giving full length for pillion. seat restricts you to about 80/100 miles before stop for bum wriggles.
slightly low powered but you know this when you buy it. plenty though for ussual ridding and bombing about. not a race bike. bags of torque so great for most usage.
the brakes were replaced as a recall. the stator/rec/reg failed under warrantee. mirror have corrosion on the glass/mirror (motogb are trying to kick back warrantee claim.) tyres are tubed but i have fitted a tubless kit to sort this. seat isnt the most comfortable, but aftermarket customisers are out there. only had the one breakdown ( the charging issue)
I service myself, qualified mechanic.
no bells, no whistles. but i don't want them.
Buying experience: paid £5500 approx. I hear newer models are 1k more?
Year: 2021
Annual servicing cost: £150
It does exactly what it was designed to do. It rides itself! So easy to control.
Style of bike dictates the style of riding and as such the brakes are more than adequate.
Compared to the 60's bikes that it is styled from, the engine is great and delivers a smooth ride with enough acceleration to make you grin.
Kept outside with only a cover (only used in dry conditions) but is still looking good after nearly a year.
Not had first service yet
Clocks and gauges are adequate. Switch gear could be more robust. Starter button starting to play up by not engaging sometimes.
Buying experience: Following reading many articles about the Interceptor, I waited for the winter (and Covid lockdown) to clear before buying one in March 2021. Price as recommended
Year: 2020
For me an excellent ride and once modified bar risers. New exhausts straight through air filter and fuel cheer. An excellent ride and green laner. For me a black engine and casings would save a lot of cleaning time.
Excellent low cost bike
Most of what I’ve fitted and engine bars and bottom cover as standard would make for a much better out of the box bike.
Buying experience: From a dealer full RRP
Version: 650 GT Continental
Year: 2021
Annual servicing cost: £250
The bike looks great. Everything else is low to average.
Rear brakes have literally no feel to the pedal. front brakes you have to squeeze hard for a response.
It has even distribution but is slow. acceleration is non-existent. you really notice it when riding in the city where you have to run off the line when the light turns green.
engine failure after a few days of ownership. Bike wobbles at 80km/h. These bikes also no longer come with pirelli tires. They come with cheap CEAT brand tires now.
Valve adjustment is easy and cheap compared to more modern bikes.
as mentioned, these bikes no longer come with pirelli tires. The Ceat tires they come with now are basically immediate throwaways.
Year: 2021
Annual servicing cost: £190
Looks and sounds great switch and electrical components poor quality
Suspension poor quality brake calipers performance good reliability poor.
Good good and good but never really excites.
It's my front brake caliper frequently gets stuck on the royalenfield dealers are not really interested.
Expensive to service next to other bikes I own
Tool kit
Buying experience: I brought new from a dealer
Version: Orange Crush
Year: 2019
Annual servicing cost: £145
Missing hazard indicator, possible gear selector.
Seat not comfortable, touring version available, should be fitted as standard.
Very smooth, sounds good as standard.
Every 3000mls.
Apart from the seat, maybe heated grips.
Buying experience: Dealer, paid £5300.
Year: 2020
Quite heavy to move around at standstill, but fine once on the move. I have recommended this bike to several people.
Brakes ok, but could be sharper. Suspension fine until pace is upped.
Enough grunt to keep you interested.
Build quality excellent for price.
Seems expensive for a basic bike.
Fuel gauge erratic
Buying experience: Dealer at Smalley Cross, Derbyshire. Excellent service
Year: 2019
Annual servicing cost: £125
Lovely engine and gearbox.
Seat slightly hard, brakes good.
Very smooth.
Not used when the roads are gritted.
Service only.
Its basic, no modern modes etc. Clock would be good, but fitted later as with engine bars and rack.
Buying experience: Dealer.
Year: 2020
Annual servicing cost: £115
I would not hesitate to recomend this bike to a friend. Its best feature is its utility; as good for everyday local errands, as for a hundred plus miles blast into the mountains. The engine is an absolute gem, with plenty of power and torque for the speed limits on open roads. This is not a track day bike. Brakes are good for hauling up the bike and my extra weight; I particulary like the feedback from the back brake pedal. Paint and chrome finishes are very good and the engine cases polish-up nicely. Three year guarantee would be a bonus but the ridiculously high charges for servicing here (southern Brazil) have already ruled that out for me.
A very decent all round bike; in fact I find this one of its best characteristics. Something I personally enjoy is being able to 'o wild' with the throttle coming off a curve without worrying if the back wheel is going to overtake me (previous bike Kawasaki ZZR1100) Distance between comfort stops would be about 150 miles, but this would not necessarily be becuase of the firm seat!
I love it, this engine is a little gem.
I rated 4 out of 5 due to some minor issues that probably cropped up pre-delivery assembly: brake hoses chaffing at rear of headstock, clutch cable incorrectly routed and pinched between bottom fork yoke and headstock, throttle cables incorrectly adjusted and loose, exhaust/silencer joint cover - brackets bent,
The servicing cost is approximate based on Brazilian Reais converted to sterling. I do the work myself and think this is cheap. Service items are easily accessible. Fuel consumption, an average of all conditions, has been 70mpg.
Favourite features would be the chassis; frame, front and rear suspension which i find to be very easy to use and confidence inspiring. When I first got the bike I was a bit scared of the tyres, having put too much stock in what others had written, but now i find them to be more than adequate. (i am a fair weather biker these days). Some luggage hooks on the rear frame under the seat would be useful.
Buying experience: Bought new from a dealer. Advertised UK equivalent price at today exchange rate was £3205, including 'delivery' the price was £3282.
Year: 2020
Foot peg position is awful, it makes paddling the bike around difficult.
It’s best suited to gentler riding, ok if not pushed too hard.
More go than you would expect from the modest power output.
Clocks mist up all too easily.
Very helpful dealer.
No electronic gizmos or rider aids, it doesn’t need them. Fork gaiters are worthwhile, also engine guards. Loads of accessories available.
Buying experience: Bought from a dealer , Newcombe Brothers, Chelmsford. Excellent friendly advice and service, helpful and not pushy. £5700 was the advertised price and that’s what I paid as it was a good price.
Year: 2019
Annual servicing cost: £20
Best features have to be the price and 3 year unlimited mileage warrantee. But the build quality, reliability and styling of the bike are also top notch. Worst thing i found was that the seat became uncomfortable after a couple of hours, but that is an easy fix to have done.
Normally i ride alone, but on the odd times my wife came along too the bike coped very well. Alone i am happy to do 400klms days, sometimes more, only stopping for fuel when required.
The Interceptor is not about 'performance', so that's not important, it has enough power for the style of bike and plenty of torque when needed.
In over 20,000klms, not a single fault, nothing......and much of that was on far less than perfect roads here in Thailand. No corrosion issues at all.
The 20 Pounds above is for main dealer servicing here in Thailand, including lubricants. ( Exchange rate 40 Baht = 1GBP )
The Interceptor is quite basic as far as modern bike go, but that's fine as simplicity = reliability in my mind..... Loses 1 point for having 18" wheels which limits the choice of tyres when time comes to replace them.
Buying experience: Bought new from the local dealer, a small discount from the RRP and a couple of freebies such as 1 years comprehensive insurance and road tax.
Year: 2020
Smooth engine, easy handling, great looks. I just love it
Version: Intercep;tor 650
Year: 2020
Annual servicing cost: £500
Brilliant bike and evertything and more I expected. Great engine and handling. Would have had 5 stars but for the seat. Two things 1. It is uncomfortable after about 40 mins- needs a softer or gel insert. 2. It is not a pillion bike. Unless both of you are Twiggy forget taking a pillion.
Cant fault the bike. I have ridden for 50 years had Fjr 1300 and GTR 1400 as last bikes, but back and knees no need a rest. I have ridden all over Europe and done long journeys. OK the 650 is not a tourer but it is a good bike which rides well. I would (With new seat) be happy to put some clothing in a top box (Givi Fitted) and do a long weekend, and would not be concerned doing at 300 mile trip each way. Brakes are good. Nothing exceptional but nothing bad eaither. Functional.
What a great power house. Deceptive. Great torque and no problems doing good motorwary speeds. It is a naked bike (Although I have the bigger R.E. Bikini screen fitted) so you get buffeted. But it will go all day comfortably at motorway speeds and above. But when you get higher speeds on you get buffeted. But it is the person not the engine which pulls back. The engine is as good as any bike I have ridden including some with twice the CCs. It aint a sports bike but it is a proficient engine capable of good sensible speeds and overtakes.
So far 1000 miles if has not missed a beat. Lovely bike. And I have had it up to motorway+ speeds and on Motorways, A and B roads. Finish seems good, but I suspect you need to keep on top of chrome and alloys. Which is no different to if you had a Bonneville or Harley (Different league but same problems re cleaning)
I have said £400 as I expect to do 6000 miles in 12 months. I have had first service which was £170 @ dealer. @ 400 miles. The next one is likely to be around the same if not slightly more @ 3000 miles and then again at £600 miles.- so cost is based on first year, then should be about £320p.a. If you do small mileage then it is considerably less about £170 per year Price of bike is first class cant believe the value with 3 yr warranty and road assistance. Brilliant. It is only service cost which makes me wince.
The clocks the speedo and rev counter. So retro and look great. The exhausts are fantastic and look so good on the bike. Accessories? I have fitted a Halfords clock on the handlebars- I do like to know what the time is if I am out. Also R.E. Bikini screen (More cosmetic than practical) also crash bars. (Practical and look great) I have added Ultra Seal to the tyres, to help if I get a small puncture. Being tubed you cannot easily do a roadside repair and I have inserted a Broquet system into the tank- I know some of you will say 'Snake Oil' but i can get 170 miles out of the tank without any trouble now. Also even better MPG (Which is already good) Fitted Givi Top Box- which only will go on if I go away for a weekend etc
Buying experience: Very good and paid £5700 OTR Great deal and salesman was very easy going and good/
Version: orange crush /tango coloured
Year: 2019
Annual servicing cost: £300
great value for money . good fun to own. lots of add on,s out there to make it your own . finish ok . seems to be selling well. mid range bikes often do .
depends if you change the stock seat . great weekend bike
first service requires tappets checked
just a good all round bike for the money
Buying experience: purchased from a dealer
Year: 2019
Annual servicing cost: £250
I find the standard seat uncomfortable for me than 50 miles
Built to a price and it shows. You get what you pay for. But good for how much you pay.
Good little power house. But not a sports bike remember that.
Not all dealers have the same standard of servicing the bike.
Would be nice to include a clock to tell the time...
Buying experience: Varies from dealer to dealer. Need to spend sometime to research the dealers as well not just the bike you're buying.
Year: 2019
Annual servicing cost: £250
Great looking bike that does what it sets out to do at a budget price.
It’s not built for touring but great for 100 miles or so. Much longer and it gets a bit tiring. Breaks are as good as I’ve had over the years. Seat a little hard for long rides out but fine for an hour or two at a push.
Probably the best bit of this bike. Surprising torque for a relatively low powered bike. No problems pulling away and overtaking.
Nearly a year in and no faults to report.
A bit pricey to service at my local dealer.
It’s got the basics.
Buying experience: Bought from a local dealer at full retail price. Their knowledge of the bike however was woeful and after sales non existent.
Year: 2020
Annual servicing cost: £160
45 years on motorcycles, had every R1,last two bikes , new zx10r and carbon H2. Don't be put off by this little 650. it does everything it is supposed to do. twin throttle bodies give it plenty of grunt even two up. Its a whole different type of biking, jeans ,jacket, country roads at traffic speeds and above. A three year warranty on a 6 grand bike!. It takes me back to my days of the RD400,s and a more simple biking experience, no full leathers,, feeling you need to race everyone on the road. take it easy on the interceptor, enjoy the countryside and the noise of the bike. I've had no problems at all over 2000 miles on it. Ride it all day and struggle to get 10 quids worth of fuel in the tank..really sips fuels after nailing super bikes
Great ride , smiles all the way, my 23 year old police woman daughter loves coming out on it, we go all over the place. Bum ache starts at about 200 miles . stop and have a breakfast and your good to go.
The engine pulls perfectly fine and runs with no hassle. sounds great too. I've ridden mine really hard because I thought if its gonna blow up then best to do it now but it is spot on. Pull up somewhere on a new H2 and nobody even cares, pull up anywhere on the interceptor and people want to talk about it. typical!! I have put a 16 tooth final drive sprocket on it which made it a bit more long legged but still pulls fine, I mean, be reasonable, it not a zx10r but it is a lovely little engine that is bigger than the sum of its parts
Out of all the bikes enfield churn out it stands to reason someone somewhere is gonna get a fault. Mine has been fine. I changed the plugs and serviced it. took the top off and did the valve clearances. no problems. Its a pretty basic bike. 3 year warranty will take care of anyhting I would hope. Accessories and parts are dirt cheap
6000 mile service interval which is only oil,filter, easy valve clearances and plugs, hardly gonna break the bank. even though I had already serviced it the dealer had to do it again for the warranty, paid £160
well what do you need?. fuel gauge works, lights work, if you want silly gadgets and rider aids buy a GS and go to the other end of the spectrum where you're completley lost by all the modes and switches.
Buying experience: Dealer was ok. I think the oil filter is over priced . You have to give credit where credit is due. The indians have knocked out a good bike, the sales prove that. idiots moaning about silly little niggles should'nt deter you from buying one. I like to do all my own servicing but if you want to keep the warranty then you have no choice but to let someone else touch it, but you can check the bike over again in your own workshop after..no big deal
Year: 2019
Annual servicing cost: £350
Only good thing is the price poor build quality, terrible dealers network with a few exceptions Unhelpful importer that gives no regard to its dealers performance
Good
Pulls well bit underpowered
ongoing electrical problems, faulty batteries and ignition switch these are common problems RE are aware of the problems but seam reluctant to resolve the problems
Expensive to service, no standard service cost It's a dealer free for all
Basic but acceptable, cheap switchgear clock misting which Moto GB won't accept as a warranty issue
Buying experience: Original purchase was good, after sales service is non existant
Version: Interceptor
Year: 2019
Annual servicing cost: £400
Loses 1 point due to mis-placed clutch entry into right side of engine cases which sticks into your knee if you are 5ft 7ins otherwise a damned good bike with no faults in almost a year of riding, a simple uncluttered handlebar area, some bikes have got more buttons on handlebars than home pc!.
Does what it says on tin!
Had it serviced regular, no problems
Price of service depends on mileage
USB socket which I had fitted(poor quality bracket sadly) would be good option for mobile or sat Nav, don't waste your money on m/c sat nav a standard £200 Garmin does the job with bracket from ebay & cut-off rubber glove finger to stop balljoint slipping, lights could be better
Buying experience: Dealer
Year: 2019
Annual servicing cost: £200
I have fitted bar risers, a screen and a seat from a GT to make the bike right for me, otherwise everything is good. I have started using the Interceptor more than the BM 12 GS.
Handling is fine especially two up. We can easily cover 150 miles without a break. Brakes are good with plenty of feel.
Smoooooooth for a twin and enough power to keep in front of traffic.
Only covered 1400 miles but in all weathers and so far the finish is really good.
Although the book says service and oil/filter change every 3000, I have been told that the oil/filter change can be at 6000. A service only takes a couple of hours at the main dealers at a cost of £120 to £180
Good tyres which grip well both wet and dry. Basic equipment but non the worse for it.
Buying experience: Bought from Eddys Moto of Shipley. Brilliant. Very friendly and helpful with good after sales. At £5500 on the road whats not to like??
Version: Orange Crush
Year: 2019
This bike is very friendly, relaxed and cheerful: it just makes you smile. I use it for commuting a mix of rural and urban roads and it is comfortable and smooth, but, if you do need to overtake, a quick twist and it’s whooshing and purring past whatever that was. At weekends it asks to be taken out for a swoosh around a few bends but it is not a bike that makes you ride fast, so your wife probably doesn’t mind that.
I am 6ft3 and find the riding position very comfortable. Cruising at 60mph is very relaxed, I have not been on motorways much to comment on 70mph but did not feel any vibrations on the brief bits of motorway I have done so far.
Smooth as anything with lovely, fairly linear torque delivery so you can be lazy on gear selection at anything over 30mph and it’ll just work. If you really twist on you’ll find some vibration but that’ll just mean you’re in a silly gear or far beyond the speed limit and it really isn’t that kind of bike; you’ll just be grinning long before you get near the speed limit.
This is a review after only two weeks and 500 miles so nothing whatsoever to report. Purrs into life as expected every morning and gets me to work!
Clean and simple so you can enjoy some pure riding zen. My favourite feature of the bike is that smile it puts on your face when you ride it, which came as standard.
Buying experience: £5500 OTR new from dealer.
A side view of a 2021 Royal Enfield Interceptor 650
2021 Royal Enfield Interceptor 650 range
Royal Enfield Interceptor 650 in Baker Express
Fantic Caballero Deluxe vs Royal Enfield Interceptor 650
The Royal Enfield Interceptor has a 648cc engine size
The Interceptor is fitted with Enfield's brand new, air-cooled 650 parallel twin
The Royal Enfield Interceptor was made for fun and in our eyes, they've succeeded
The Royal Enfield Interceptor's slim tank with a capacity of 13.7
The Royal Enfield Interceptor's budget suspension starts to struggle
The Royal Enfield Interceptor is very soft and can wallow on fast, sweeping roads
The Royal Enfield Interceptor's top speed is 105mph
The 2018 Royal Enfield Interceptor has Bybre brakes
When you consider the price, you can forgive the Royal Enfield Interceptor's faults
We first rode the Royal Enfield Interceptor for 150 miles at the launch in September 2018
The Royal Enfield Interceptor 2018 headlight
Front view of the 2018 Royal Enfield Interceptor
Royal Enfield Interceptor 650 with S&S modifications
Royal Enfield Interceptor 650 and Triumph Street Twin
Top view of the 2018 Royal Enfield Interceptor
Royal Enfield Interceptor 650 and Kawasaki W800
Royal Enfield Interceptor Malle Mile custom
OEM Interceptor custom riding dynamically
OEM Interceptor
Royal Enfield Interceptor 650 vs A2 restricted Triumph Street Triple S and Honda CB650R
Tec brake levers for Royal Enfield Inteceptor 650
