Royal Enfield Interceptor 650 launch ride review

Is it any good?

It’s new, and not ‘all new’ in the sense that manufacturers like to throw about these days. The twin cradle frame has been built in conjunction with Harris Performance, the parallel twin motor being air/cooled was a conscious decision to keep costs down, and the twin rear shock absorbers were chosen for their aesthetic value over all-out performance. 

The 648cc motor generates 47bhp at 7250rpm and 52Nm at 5250rpm. The 270 degree firing order has not only made it sound somewhat like the singles at low revs, but it also means that 80 per cent of the torque is available right from 2400rpm onward. The motor isn’t shy to rev to its redline, although getting there doesn’t offer much reward. You’re better off surfing the torque from 3000-5000rpm.  That also means gearshifts aren’t necessary – you can just leave it a gear higher, and open the throttle. The Interceptor will calmly take it in stride. Which is a shame, because the first-ever six-speed gearbox that Royal Enfield has developed is genuinely good. It is comparable to any modern gearbox we have experienced, with positive shifts and never a reluctance to change gear, no matter how hurried the shifts. The slipper clutch adds an element of usability as well. The fueling is spot on – an on/off transition of the throttle mid-corner will not upset the bike. That is also a testament to the chassis of the Interceptor, which refuses to get upset by mid-corner bumps, braking while leaned over, or requests to lean more and more. Oh, the Bybre brakes don’t seem like much for a 200+kg, 650cc machine, with the single floating 320mm front disc, but they are phenomenal. They have great bite, feel and progression, and manage to shave speed rapidly and confidently. Credit also goes to Pirelli, who developed a new compound for the front tyre, and a completely new rear tyre for the Interceptor. These tyres will be the same globally, says the company. 

The upright riding position is an exceedingly comfortable one, and riding the Interceptor at city speeds is really very easy. The footpegs don’t get in the way when you put your foot down, which is certainly an improvement for a Royal Enfield! 

Are there any bad bits?

The Interceptor’s instrumentation being a twin pod console with an analogue speedo and tacho was a conscious decision to keep it looking retro. We can see the logic in this – but the digital pod has only the fuel gauge, the odometer and twin trip meters. The Himalayan’s console offers a lot more information in comparison. The warning lamps are also unreadable in direct sunlight. The company hasn’t yet got to where it needs to get with the engine vibrations. No doubt the new engine is worlds smoother than what we’ve come to expect from Royal Enfield, but the view in the mirrors is still blurry at 100kph. Riding at high speed for a long time will also make your hands go numb eventually. The seat needs to have a little more cushioning, and a lot more grip. The tank allows you to grip it while braking, but if you try to reach that magic 100mph mark, don’t be surprised if you find yourself sliding slowly backward on the Interceptor with the windblast! We also do not like the headlamp – looking retro is one thing, but a clear lens unit would have made a world of difference to the usability of the Interceptor in a market such as India, where dark highways and high beams from opposing traffic are the norm rather than the exception. 

Verdict

The Interceptor is a worthy successor to the Classic 500, and it definitely is the upgrade to have for owners who didn’t know what to upgrade to so far. However, the success of the Interceptor will depend on a good selling price – just until it manages to cultivate the cult following that the Classic has. The Rs 3.5 lakh mark, ex-showroom, would be great, but we suspect it might be a little more than that. Stay tuned.