Royal Enfield Interceptor 650 (2018-on) Review
- Amazingly good value for money
- Classic styling, air-cooled engine
- But modern in all the important ways
At a glance
|Owners' reliability rating:|
|Annual servicing cost:||£230|
Overall ratingNext up: Ride & brakes
The Royal Enfield Interceptor 650 is a retro naked middleweight 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 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.
- Related: New Royal Enfield 650 cruiser spotted
- Related: Royal Enfield Interceptor 650 on MCN long-term test fleet
- Related: See this bike in our best A2 motorcycles article
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.'
Video: A year with the Royal Enfield Interceptor 650
Ride quality & brakesNext up: Engine
The 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 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.
EngineNext up: Reliability
The 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 qualityNext up: Value
For 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, we're running one on the MCN long-term fleet during 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.
Value vs rivalsNext up: Equipment
Royal 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.
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?
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.
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.
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
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 their website.
|Engine type||Air-cooled 4v parallel twin|
|Frame type||Steel twin spar|
|Fuel capacity||13.7 litres|
|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||-|
|Annual road tax||£96|
|Annual service cost||£230|
|Used price||£5,200 - £5,300|
How much to insure?
Top speed & performance
|Max power||47 bhp|
|Max torque||39 ft-lb|
|Top speed||105 mph|
|1/4 mile acceleration||-|
Model history & versions
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.
There is also a Royal Enfield Continental GT 650 new for 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)
18 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.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
|Annual servicing cost:||£230|
Version: 650 GT Continental
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.
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
Buying experience: I brought new from a dealer
Version: Orange Crush
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.
Apart from the seat, maybe heated grips.
Buying experience: Dealer, paid £5300.
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
Annual servicing cost: £125
Lovely engine and gearbox.
Seat slightly hard, brakes good.
Not used when the roads are gritted.
Its basic, no modern modes etc. Clock would be good, but fitted later as with engine bars and rack.
Buying experience: Dealer.
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.
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.
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.
Smooth engine, easy handling, great looks. I just love it
Version: Intercep;tor 650
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
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
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.
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.
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
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
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
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
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
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.