I’ll admit it: I never saw the appeal of Royal Enfield. To me, they felt heavy, slow, and stuck in the past. My image of “Enfields” was a loud single-cylinder thumper that rattled more than it rolled. But that all changed the day I swung a leg over the Interceptor 650. One test-ride later, I was hooked.
Most riders I know lump Royal Enfield into the “nostalgia bike” category—charming to look at but lacking performance. On Facebook groups, common jabs include “dated engineering” and “too many vibrations.” Yet every so often, I’d see a post praising the 650 twins for offering real value and just enough modern refinement. That made me raise an eyebrow: could Enfield really deliver?
First Impressions
Walking up to the Interceptor 650, I was struck by its clean, classic lines. Sitting on it felt natural—upright posture, knees slightly bent, hands relaxed on wide handlebars. A fellow rider in the showroom noted, “The build quality has come a long way; the paint and fit feel more premium than I expected.”
I hit the starter button and the parallel-twin sprung to life with a deep, bassy growl. Rolling off the clutch, I felt strong torque right from 2,500 rpm. In stop-and-go traffic, the bike never felt underpowered.
One Rider shared: “The Interceptor is calm yet powerful in any gear.”
Shifting through the six-speed gearbox, I noticed a faint mechanical connection—no slick electronic quick-shifter here, just raw feedback. But the clutch pull was light, and every shift clicked into place without fuss. Even after 30 minutes of city riding, I found myself grinning.
Once I hit open road, the Interceptor 650 showed its true colors. At 60–70 mph, it felt rock-steady, with minimal engine buzz through the bars. Passing smaller sport bikes in the twisties, I leaned into corners feeling solid confidence from the chassis. The 47 bhp output isn’t headline-grabbing, but the midrange torque makes accelerating out of a corner effortless.
Brakes are adequate—with enough bite for spirited riding. Suspension is firm but compliant, absorbing highway ripples without jarring the spine. One motorcycling journalist, Mark Hoyer, observed, “It’s the perfect balance of old-school character and modern capability.”
How It Stacks Up Against the Competition
- Triumph Bonneville T100/Speed Twin 900: These British twins offer superior refinement, more power, and advanced suspension—but cost roughly twice as much. The Interceptor wins on price.
- Yamaha XSR 700: Packed with a lively CP2 engine and ride-by-wire electronics, the XSR 700 outguns the Interceptor in acceleration. However, many riders admit they prefer the Interceptor’s laid-back charm for long cruises.
- KTM Duke 390: The Duke 390 delivers adrenaline above 5,000 rpm, but its single-cylinder engine and sharp ergonomics can feel edgy on long rides. By contrast, the Interceptor soothes the rider with its twin-cylinder smoothness.
- Honda CB350 RS: Honda’s 350cc modern classic is reliable and easy to ride but lacks the outright charisma and torque of the Interceptor 650. Over time, many CB350 riders “graduate” to bigger twins—and that’s where the Interceptor shines.
Maintenance on the Interceptor 650 is straightforward. The air-cooled engine uses conventional oil and filters, and you can tackle basic services at home.
Yes, the Interceptor lacks rider aids like traction control, ABS is non-cornering, and tubeless tires are optional. Critics point to rattly switchgear and minimal wind protection. Yet the aftermarket community offers plenty of affordable upgrades—from fork-brace kits to tubeless conversions—to bridge those gaps.
“It’s the classic that never goes out of style,” wrote @CafeRacer88. “You either love it or you don’t—but once you love it, there’s no going back.”
I began this journey a Royal Enfield skeptic; now I’m a convert. The Interceptor 650 proved that you can have classic styling, engaging performance, and genuine value in one package. If you’re on the fence about Royal Enfield, do yourself a favor: take the Interceptor 650 for a spin. It just might change your mind—like it did mine.
