Royal Enfield can rightly claim to be the oldest motorcycle brand still in production today, and we rode the company’s latest 650cc Interceptor to see how it stacks up in the 21st century.
Based in Redditch, the Enfield Cycle Company made its first motorbike in 1901 and 30 years later introduced the single-cylinder Bullet, which would go on to become the world’s longest-running motorcycle manufacturer.
The UK company, which sold bikes under the Royal Enfield banner, folded in 1967 but the Bullet legacy continued. Already well known in the British colonies, the design had been adopted by the newly independent Indian government for use by police and military. Bullets were built under licence in Madras (now Chennai) from 1955, initially in kits sent from the UK before the tooling was sent over in 1962.
The model was a huge success in India. It was the ultimate status symbol for Indian bikers and sold in vast numbers to civilians as well as government agencies. Some were even imported to the UK and, in 1990, the brand was bought by the huge Eicher Motors group, which makes buses and trucks. It marked the start of a revival of the brand.
That’s where my first memories of Royal Enfield come in. In the 1990s, I always looked at Enfield in the same sort of way that I looked at Lada or FSO cars – outdated designs built in far off lands and sold at rock bottom prices in the UK.
But like those car brands, the handful of Enfields sold over here were small beer compared to what was happening in the homeland. The factory had capacity for more than half a million domestic units a year, but the Eicher run business has always had eyes on the prestigious international markets. While the Bullet remains on sale in India, a range of cleaner running models has been developed for export in recent years. This brings us to where we are today.
Royal Enfield is on the comeback trail even if, unlike every other British brand (that’s you BSA, Norton and Triumph), they’ve never actually gone away. The bikes are still made in India, but they’ve now got an R&D centre in Leicestershire, tapping into some of the country’s best designers and engineers. The Interceptor 650 is one of the first fruits of this facility and forms 25% of a four-bike range here in the UK, which includes the Himalayan adventure bike, Meteor cruiser and a pair of parallel twins, the Interceptor and its café racered cousin, the Continental GT.
Although new models, the technology is very much old school. They’re basic machines, staying true to the classic roots, and priced to sell. It’s proved a good strategy so far, and there was some surprise in the British bike industry when the Interceptor topped the sales charts last summer.
But is it any good?
In a word yes, at least if this is the sort of motorcycle you are looking for.
Even at first glance, the Interceptor 650 is the most authentic modern interpretation of the classic Brit bike of the 1960s. It’s a parallel twin, natch, with a 650cc capacity (just like the original Triumph Bonneville) and heavily inspired by the Royal Enfield Interceptor of 1960. That 692cc machine was aimed at the American market and one of the original company’s last rolls of the dice.
Anyway, we digress (which is easy to do when riding an Enfield). Probably the biggest headline numbers with these bikes are the prices. The 20bhp Meteor retails from £3879 and the Interceptor we rode starts at £6039. To put that into context, Triumph’s entry-level Street Twin comes in at £8400, as does the Brit-inspired Kawasaki W800, while a Moto Guzzi V7 Stone will set you back £8000. That makes the Interceptor incredible value for money, even with an extra £200 for the jazzy ‘Downtown Drag’ livery of our test bike.
But unlike most of the modern retros on the market today, there’s very little 21st century tech to be found on the Enfield.
The motor is a new design to meet the latest emissions laws but it looks like it’s come straight out of the 1960s. Those polished crankcases are more authentic looking than anything out of the current Triumph range. It’s a proper air-cooled design too (with the addition of a small oil cooler between the frame tubes) and has two valves per cylinder. It makes 47bhp, hardly rip-snorting but in line with what old twins made back in the day. It also makes it accessible to A2 licence holders without any modification kit.
But there is plenty of modernity in the mill. Much is hidden inside and comes from the improved production techniques we’ve come to expect in today’s vehicles. Fuel injection replaces old fashioned carburettors and there’s no kickstart either (thankfully). It fires up with a single stab of the starter button.
That contemporary feel continues with the light clutch and gearbox action, but there’s still plenty of character. It feels a bit lumpier at tickover than most new bikes you can buy in 2022 (although our test bike had been modified with aftermarket silencers, which may have had an impact) but twist the rather long travel throttle and it heads towards the horizon smoothly and at a respectable pace.
Peak power comes at 7150rpm, with the rev limiter coming soon after. Rev it up and you get some of those classic Brit bike vibes through the ‘bars. It’s not the teeth chattering in the way an old Bonnie or Commando would be, but enough to make you know there’s a throbbing twin between your legs. It’s a good thing, honest!
Cruising at motorways speeds, the motor is smooth and effortless and I found it to be relatively comfortable, even though the bench seat is on the firm side.
But this is a simple machine and, for many, that’s a massive part of the appeal. The basic switchgear is a throwback to 20 years ago and there are no riding modes or even traction control. There’s no TFT dash, not even an LCD one. You’ve got two traditional chrome clocks with a small LCD inset that covers only a fuel gauge (which wasn’t very accurate during our test) and an odometer with two trips. That’s it. It doesn’t even tell you which of the six gears you are currently in.
The chassis is basic too. Unlike the clip-on equipped Continental GT, the Interceptor has slightly raised chrome bars with a brace strut. Going with 18” wheels gives a more authentic look but does lead to a bike that is not the most agile out there, and which feels a little top-heavy at slower speeds. Indian made CEAT tyres lacked feel in cold and damp roads but were generally adequate.
I found the bike had a tendency to tram line, especially when trying to traverse overbanding and ridges in the road in town, and while the single front disc brake is again (erm) adequate, with 217kg plus a rider to haul up, it definitely felt like one of those areas where I found myself wanting more. Likewise, the unbranded suspension looks good but was the main area where you felt you were riding a budget bike. It lacks real precision and damping over bumps but, again, it is fine unless you really push on.
If that sounds harsh then it’s not meant to be. The Interceptor is best enjoyed at slower speeds and I really enjoyed tootling around A and B roads on it. It sounds great, especially with the fruity Pro-Race silencers fitted to our bike, and can’t fail to put a smile on your face if that’s the vibe you’re looking for. The 13.7 litre fuel tank should be good for 120-130 miles between stops, although the gauge’s pessimistic nature had me pulling in with around five litres remaining.
Sure, the basic nature of the ride means that the suspension and brakes are a bit underwhelming and while it’s not a major problem, you can’t help but think that Ducati or Triumph would be offering a hopped up S or R version to relieve us of some more cash. Personally, I’d be up for a bit of that, and an eight grand Enfield with a bit more spec in the chassis department would definitely be up my street.
As it is, it’s still a lovely thing to ride and own. The bikes themselves also seem to be well built and certainly belie the budget price tag. Sure there are the odd bits here and there that might not pass muster with one of the more premium manufacturers but overall it feels solid and it’s the kind of motorcycle that’s often as enjoyable to own and gently modify as it is to actually ride.
Royal Enfield are also working hard to create a real lifestyle around the brand and to develop their dealer network, which is a key to building customer trust. Our bike was loaned to us by the Sycamore group, one of the big car and bike dealer groups in the country, and the Enfields don’t look at all out of place alongside the BMWs in their showrooms.
After riding the Interceptor it’s easy to understand why Royal Enfield is on a real roll. What’s more, it looks like this is just the beginning, with those bods in Leicestershire sure to be working on plenty more exciting new models for years to come.
Thanks to Sycamore Royal Enfield for the loan of the bike.
