I’m a huge fan of the Interceptor for a number of reasons – its looks, the way it rides, its simplicity, and of course its £5699 price tag for a standard bike, which includes full manufacturer warranty.
But it seems I’m not alone, because figures announced today by the Motorcycle Industry Association (MCIA) show it was the best-selling ‘big bike’ (over 125cc) in the country during June.
The firm sold 196 bikes in the month, with only the hugely popular Honda PCX 125 scooter selling more, at a whopping 445 units in the same timeframe. The Interceptor outsold every other naked in what is the most popular bodystyle of bike currently on sale. Second spot goes to the Adventure Sport class, which includes bikes like the BMW R1250GS.
Have you been one of the lucky buyers who’ve got the keys to an Interceptor? I’d love to hear what you think of the bike, and about any modifications you’ve carried out. Why not send me an email and get in touch? Gareth.Evans@motorcyclenews.com - cheers!
Update 3: Lockdown life - charged and ready to go
First published 27 May 2020 by Gareth Evans
Sure, we’re still enduring restrictions due to coronavirus, but that hasn’t stopped me dreaming about what I’m going to do with this bike once the lockdown’s lifted. Having been an avid motorsport fan for most of my life, and in particular a historic racing enthusiast, I’ve decided the natural fit for it would be to see how quickly it’ll go around a circuit. If you think that sounds like an optimistic leap of faith for a relatively green biker like myself, I’d probably agree, but then this wouldn’t be my first visit to a track. I’m just more used to four wheels than two.
And anyway, I’ve got a seriously speedy secret weapon up my sleeve: I’m going ask for some tips from Neevesy, who when not running the Road Test desk on MCN or racing himself, has spent years instructing at the Ron Haslam Race School.
He recently presented a video on the common road-to-track mistakes for MCN’s Youtube channel (youtube. com/motorcyclenewsdotcom). It’ll also allow me to indulge in more fixing and fettling along the way, which I’m rather excited about. I’m considering the wisdom of fitting the slightly sportier seat from sister bike the Continental GT, following some advice on Facebook, and I’ll be trying new tyres out too for extra grip and feedback. I’m keen to hear from anyone out there who’s tracked an Interceptor already: what did you do to make it go quickly? You’ll be able to find out what I did later this year, as I’m planning on entering the Bike Shed Festival on this 650…
Still, while it’s been tucked up in my workshop at home over the past few weeks, I’ve had some small jobs to do just to keep it primed and ready for action after a long stint under lock and key. I’d ordered an Oxford Oximiser 900 charger (£31.24) to keep the battery healthy, but I’d need to remove the latter first. It’s nestled under the triangle black panel with the Royal Enfield logo on the side, and removal involves a key, four bolts, one rubber belt, a wiring clip to break the circuit and the two screws for the positive and negative hook-ups. After wiring battery to charger this unit does the job all by itself, analysing and selecting the appropriate mode for your battery at the time. Couldn’t be easier, and it’s valuable peace of mind.
Update 2: First impressions count, but don't judge a bike by its key
First published 09 April 2020 by Gareth Evans
A key can say lots about a vehicle. So it was slight trepidation that I took the plain, lightweight Royal Enfield-branded item into hand a few weeks back.
Would the bike, which looked impressively finished in promotional pictures, stand up to close scrutiny in the metal? Or was it destined to corrode the second I looked at it and fall to bits the moment I swung a leg over? With a price tag as low as the Interceptor’s, quality is a logical concern. And let’s not forget it’s made in India by a firm that builds nearly a million new bikes every year, mainly for less pernickety emerging markets. This’ll go one of two ways.
However, my first inspection of the bike waiting outside revealed nothing but a pleasant surprise. It looks like a brilliant proposition, and – considering my relative lack of bigger- ike experience - a great learning platform. A twist of the key to ignition position and the old-school clocks illuminate in an appealing violet hue, displaying a rev counter with 7500rpm redline on the right, while on the left the 120mph shown on the speedo seems optimistic given the A2 licence-compliant 47bhp on offer from the parallel-twin motor. But nevertheless, I’m not a rider pining for points on my licence and neither is my talent anywhere near taming a 200bhp superbike.
No, I’m here for the thrill of my local country lanes, blasting between airfields, under viaducts and over humpback bridges. Thumbing the ignition, the starter motor spins the air-cooled engine into life with a reserved bark that quickly settles into a consistent pleasing aural tattoo.
Waiting for some heat to soak in before my first ride, I took the opportunity to inspect the bike’s mechanicals. I love that machined metal crank case, the curves blending well with the Interceptor’s distinctive twin exhausts. These softer shapes are in stark contrast to the horizontal cooling fins on engine and radiator, making for a purposefully nostalgic look. Anyway, I’m here to ride, and once onboard the seat is comfortable for someone of my proportions; it should be fantastic for longer jaunts. A twist of my right hand and the engine responds almost instantaneously. The clutch isn’t heavy, the gearbox feels solid, and the brakes and handling seem friendly. It’s not perfect, of course, but a few mods could change that…
Update 1: Interceptor 650 has classic appeal
First published 11 March 2020
As a new-ish rider, the modest 47bhp the Royal Enfield Interceptor 650 boasts carries big appeal – I want to learn to get the best from it, rather than spend 2020 simply holding on for dear life.
But it also speaks to my love of classic machinery, style and engineering too, with the simplicity of an old-school design and retro aesthetics married to the home comforts of modern running gear and, hopefully, reliability.
Here’s hoping for long summer evenings rumbling along my favourite country lanes, and maybe some admiring glances from like-minded classic fans.
The rider Gareth Evans, MCN Online Editor, 36, 6ft. Riding six months, likes commuting and rural runs. Gareth.firstname.lastname@example.org
Bike specs 648cc | 47bhp | 202kg | 804mm seat height
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