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• Interim balance after more than 30,000 test kilometers
• Royal Enfield Interceptor 650 consumes 4.4 l / 100 km
• Optimize the handlebars, brakes and chassis
• Mileage: 16,280, 12/2019
• Mileage: 15,750, 11/2019
• Mileage: 13,502, 10/2019
• Mileage: 4,930, 05/2019
• Mileage: 2,650, 04/2019
• Mileage: 2,000, 03/2019

Jorg Kunstle

24 photos

Correra

1/24
Test colleague Rene Correra kidnapped the Royal Enfield to Heidelberg.

Alisa Bielicke

2/24
Graphic artist Alisa Bielicke has already made it to Austria.

Andeas pic

3/24
MOTORRAD test boss Andreas Bildl: The Enfield is a wonderfully charming device for relaxed rolling. It sounds great and is popular everywhere.

Andeas pic

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The removable tank cap is retro chic, but impractical.

5/24
The pictures don’t deceive you, the Interceptor offers emotional moments en masse.

6/24
The first half of the 50,000 test kilometers were completed in no time with the Royal Enfield Interceptor. And a royal pleasure.

7/24
With the series exhaust, the 650 twin is extremely harmonious. Jerk-free throttle response just under 2,000 rpm. Pleasant, subtle, cuddly sound that becomes a little more energetic under load.

8/24
BS-Exhaust 2-in-2 complete system: At 5.5 kg, the chrome-plated or satin-finished system as shown is 11.7 kg lighter than the standard system. Ultra-slim, robust sound, with 91 dB (A) standing noise still within the 92 dB (A) specified in the vehicle documents.

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G. P. R. Royal Ultracone E .: At 4.3 kg, the Italian silencers are real lightweights. The workmanship is good, but they do not offer a cover panel over the connection to the manifold and the clamp. Slightly more aggressive, robust, but not too loud shooting sound than the series and Zard, 89 dB (A) standing noise.

10/24
Zard: Well processed, the Zard Slip-On weighs just under half the original pot at 5.3 kg. With 86 dB (A) standing noise, it is on par with the series. Nice, voluminous, full-bodied sound.

11/24
Bridgestone BT 46: THE pick-me-up for the Enfield. Blessed with immediate adhesion and good feedback. Steers in briskly and purposefully, holds the line precisely. Not quite as stable as the Pirelli at top speed, but our recommendation for the Interceptor.

12/24
Dunlop Arrowmax Streetsmart: Handy and neutral tire, like the Bridgestone, practically free of pitching moment. Steers easily, although not as crisp and precise as the Bridgestone. Feedback, handiness and self-damping are impeccable.

13/24
Pirelli Phantom Sportscomp: The first tires of the Interceptor scores with the best straight-line stability and rich self-damping. However, the handling is rather sluggish, the Pirelli gives little feedback and looks rather woody in comparison.

14/24
Handlebar and windshield: The Interceptor’s upright seating position is somewhat passive. With a flatter handlebar like the LSL Sixties LY1, the seating position becomes more active, but not uncomfortable. The Enfield windshield relieves the upper body of the wind.

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Hepco & Becker luggage system: With a luggage rack, C-Bow carrier and Liberty bags, the Enfield is suitable for travel. However, if a passenger is to be included, a footrest relocation kit is required.

22/24
After about 23,500 km, the driving behavior took on a spongy note. The inspection then revealed a defective wheel bearing. A rather unusual damage in view of the mileage.

23/24
At 13,498 km the normally open throttle cable broke. Since the opener throttle cable was still intact, the Interceptor was able to make its way to the workshop on its own, where both throttle cables were exchanged under guarantee.

24/24
The clutch actuation became steadily a bit tougher, the pressure point gradually more diffuse. Apparently the internal friction of the clutch cable had gradually increased. After replacing the train as part of the 30,000 inspection, the coupling is now much easier again.

Royal Enfield Interceptor INT 650 in an endurance test

Interim balance after more than 30,000 test kilometers

The Royal Enfield Interceptor INT 650 wants to unwind the 50,000 kilometers in the endurance test as quickly and carefree as possible. After more than 30,000 kilometers, we draw the interim balance.

The premiere rose on March 4th, 2019, for the first time with the R.oyal Enfield Interceptor 650 introduced a motorcycle of Indian origin into the long-term test fleet. And it was a highly regarded debut. On the one hand, because the preppy machine with its no-frills, classic look just got the hearts out of it. And it was eyed intensely, even editors from the Vierrad editorial office crept curiously around the exotic. On the other hand, because those responsible for Enfield made a test copy available without hesitation, with unshakable confidence in the reliability of their air-cooled new creation – where well-known manufacturers allow half a year or a full year to pass before they put a motorcycle for the endurance test – as if they wanted to wait for some testing in the hands of the customer to be sure.

Thumbs up from passers-by and drivers

In any case, the Royal Enfield Interceptor 650 didn’t care, she came, saw and immediately started collecting kilometers. And at the same speed as the Moto Guzzi V85 TT, which is popular for traveling. And so far it seems to justify the trust. But one after the other. "Nice motorcycle", "very decelerating", "nice moped that just works unspectacularly and sounds good" were the first entries in the logbook. There were also plenty of benevolent looks from passers-by and thumbs-up from drivers. The Royal Enfield Interceptor 650 always started at the push of a button and never refused to work, even after freezing cold nights. She always calmly took her rider to where he wanted to go. And all that in a very unpretentious and relaxed way.

No long-distance seating comfort

However, there was also criticism, albeit with a wink. Exquisite long-distance seating comfort is not their strength. Service man Klaus Herder sensed a scandal on a trip to Northern Germany and suspected that they had the special model "fakir" pushed under. And the touring bench from the accessories catalog was already installed instead of the standard bench, which would be uncomfortable in the long term. That and the fiddly to reach side stand extension were his only criticisms of the Royal Enfield Interceptor 650, and after 2,000 trouble-free kilometers of continuous rain, he had taken the twin firmly to his heart.

"Rustic driving experience, definitely a weapon in the Indian prairie", PS Angaser Tobi Munchinger commented on his driving experience with the Royal Enfield Interceptor 650. Which was somehow a little bow, because that’s exactly what brought the Enfield closer to its drivers: a relaxed, original driving experience beyond superlatives and top values. And that was well received. The strongly magnifying rearview mirrors, however, less so. However, even the pretty accessory mirrors from the Enfield range show little more of the traffic behind them. The very neatly drawn, albeit spartanly equipped cockpit with its beautiful round instruments was better received. "Has anyone ever missed the current consumption display?" The long-distance proven tour guide Dani Lengwenus put it in a nutshell. To postpone: "Great, down-to-earth motorcycle, that‘s all it takes to have fun on country roads." Still, a clock and a more accurate fuel gauge would certainly not be an exaggerated luxury.

Royal Enfield Interceptor 650 consumes 4.4 l / 100 km

Nevertheless, the Royal Enfield Interceptor 650 was fun, both for the various pilots and for the wallet. Around 4.4 liters, sometimes under four for leisurely country trips, is enough on average for 100 kilometers. However, if you want to fully utilize the tank volume, you need patience. If you take about two minutes, you can let the last one and a half liters run into the tank. Oil only had to be topped up every now and then. And so the Enfield was constantly on tour, whereby the excellent light also took the horror away from night trips. Incidentally, under FUEL employee Tibor Vass, she also proved to be fully gas-resistant on stretches of the motorway, although with a slight oscillation from 160 km / h she indicates that she does not think too much of such treatment.

At 13,498 kilometers, the cracked closer throttle cable was replaced under warranty, and after 23,500 kilometers the rear wheel bearing was ready for replacement. Otherwise, only the maintenance appointments, which were due every 5,000 kilometers, stopped their urge to move. Whereby oil changes are only due every 10,000 kilometers. The 5-look-throughs were correspondingly cheap. The 5,000 service cost only 104.01 euros, the 15,000 service 173.03 euros. The 10,000 inspection turned out to be more expensive at 446 euros, which included not only the oil change but also valve clearance control, air filters and fresh brake fluid. For the 20,000 and 30,000 service, around 550 euros each were due. The former contained new spark plugs and fuel filters, the latter contained new front brake pads and, due to increased friction, a new clutch cable. Otherwise, the Royal Enfield Interceptor 650 received a new set of chains after 22,500 kilometers.

Optimize the handlebars, brakes and chassis

There was still a need for optimization on the Royal Enfield Interceptor 650. Precisely because of its friendly and sociable character and its handiness, it was moved quickly and cheekily. But the upright, relaxed sitting position with notches lying relatively far forward is too passive for that. A flatter LSL handlebar and the Continental footrests – long live the construction kit! – ensure a moderately sporty posture and significantly more pressure on the front wheel. Fast moving, however, the underdamped fork and the shock absorbers, which are overdamped in the rebound stage or have too much internal friction, reach their limits. The aftermarket has a remedy for this. For solvent pilots who want to be as comfortable as possible, it is worth taking a look at the Ohlins catalog. Linear instead of progressively wound fork springs ensure a fine response and a little more spring reserves at the front. The fully adjustable suspension struts with reservoirs also respond very fine and work a lot more smoothly than the standard parts. For those who like to be a bit sportier or with a lot of payload or a pillion passenger, we recommend a look at the YSS components, which are also attractively priced. Either way, replacing the suspension struts in particular – especially if the length is adjustable, as here – means a big step for the chassis and driving enjoyment, which can be increased even more with the right tires.

Tickling more performance from the single-disc floating caliper brake in the front wheel is not that easy. Lucas SV pads (for example Louis, 38.94 euros) let the brakes grip a little more spontaneously, with largely the same braking performance. Incidentally, anyone who expects more performance from accessory exhausts will be disappointed. The differences are almost in the area of ​​the measurement tolerance.

Notes from the endurance test:

Mileage: 20,500, 5/2020

The Royal Enfield Interceptor INT 650 with Ohlins dampers and fork springs as well as the flatter LSL handlebars and the sportier-positioned notches of the 650 Continental are secretly turning into a little pearl of fun: simple, uncomplicated, drives really well around the corner. And is currently being honored in a beautifully photographed story together with the Honda CB 750 Four by colleague Johannes Muller. Coming soon in

Jorg Kunstle

Royal Enfield Interceptor INT 650 with Ohlins dampers and fork springs as well as flatter LSL handlebars and the sportier positioned pegs from the 650 Continental.

Mileage: 16,280, 12/2019

Test boss Andreas Bildl still commutes to the office by motorcycle every day in December – currently with the Royal Enfield. His insight: the first frosty nights with minus 4 degrees are here and do not leave the Enfield completely unimpressed. At first the ignition lock wanted to be tried a little before the key could be turned, then the clutch was reached with an audible one "Crack" and jerk – probably frozen clutch cable – so in sum nothing that cannot be fixed with a few drops of oil.

Otherwise chapeau, the (air-cooled) twin jumps on spontaneously, accelerates perfectly, the Bridgestone BT 45 do a good job even on ice-cold ground, friendly, reliable, so everything is in the green.

Mileage: 15,750, 11/2019

MOTORRAD test boss Andreas Bildl cracked the 15,000 mark with the Enfield and briefly describes his impressions so far: "First frosty night, first ice cream on the bench, jumps on at the push of a button, runs smoothly immediately, a boon! The Bridgestone BT 45 do a great job even in the rather sobering weather and slightly damp road.

Andreas Bildl.

Despite the frosty temperatures, the Enfield started up well and without any problems.

The Ohlins struts that are currently being tried out have also been convincing so far. Only the brake, which is very dull, especially when it is cold, is a thorn in my side, but we are sure to find a few more pads that help the brake on the jumps."

Mileage: 13,502, 10/2019

Klaus Herder

Service editor Klaus Herder kidnapped the Enfield over almost 2,500 km into northern Germany: Scandal! They gave us the special model intended exclusively for the Indian market "fakir" cheered. There is no other explanation for the fact that the Enfield has by far the most uncomfortable bench seat that has come to be among the very best in my 40-year motorized two-wheel career. And I already had many potential horror benches in my horror collection …

The Enfield seating looks nice, but it has sat down mercilessly after 100 kilometers at the latest. Which makes the phase between 100 and 200 kilometers really tough and painful. Then everything is fine again, because you don’t notice anything. And that is currently the allegedly more convenient one "Touring seat" assembled. Perceived difference between series and Touring: A planed square timber is fitted as standard; In the touring version, the timber is covered with synthetic leather.

And then the maximum stupid side stand extension is annoying, which always has to be pinned out somehow behind the left driver footrest. If you try that with feeling, you like to open the Velcro fastener on your textile trousers. At some point you get the hang of it and kick that stupid thing forward with a little momentum and zero feeling – it works.

I still have one: The sound is a bit sad, sounds like a ride-on lawnmower. The bags look really chic.

Let’s summarize: lousy bench (can be changed by the upholsterer), annoying side stand extension (you can learn), boring sound (what are accessories suppliers for ?!).

That was all I have to complain about. I like all the rest of it very, very much, and I have taken the super-faithful Enfield (2000 uncomplaining kilometers of continuous rain, so doomsday rain!) Deeply to my heart.

For example, there is this wonderfully smooth engine. Between 2,000 and 5,000 rpm, always easy to push, jerk-free and jerk-free, no hands falling asleep, even without a lot of switching work an amazingly lively and powerful little guy for 47 hp. Keyword shift work: super-easy clutch operation, just as easy and precise changing of gears – even the best Japanese can’t do that better.

In addition, there are foolproof brakes: The required hand and foot lever forces and the controllability are always in a healthy proportion to the braking performance. I also really like the chassis with the suspension struts that are now a bit worn out – solid 80s appearance with a light life of its own in fast, long bends with faults (motorway up and down roads, etc.), everything easily controllable and even entertaining. The currently mounted Dunlops (?) Love longitudinal grooves, but that is also covered "The driver is still needed here".

Even better: no electronic fuss. The baby has ABS and injection, I don’t need and want more. My "Driving modes" I do it myself with my right hand. In return, the mirrors show what is happening to the rear even without an accessory extension, the low beam is excellent even without an LED – just a large reflector with a correspondingly lush exit area. The speedometer and tachometer are easy to read during the day and, above all, at night and in bad weather and still do not dazzle. And the small accessory windshield keeps a surprising amount of pressure off. In addition, the Indian woman drinks very little: loose strings across the autobahn at 130, 140 km / h demand a maximum of 4.5 liters / 100 km. Highway cruising can be done with less than 4 liters. Keyword fuel: the reserve bar flashes when there is only four liters left, and the tank cap, which can only be removed completely, is a bit overly old-fashioned – trivial bits and pieces that you quickly get used to.

The Enfield once again showed me how incredibly easy motorcycling can be. If the Indians bring the thing with approx. 850 cm³ and 60, 70 hp in the foreseeable future, it will definitely end up in my private vehicle fleet. Just not as a special model "fakir".

Klaus Herder

A short coffee-break stop at my Harley dealer in Hanover showed that representatives of other brands also like Enfield. The guys eyed the part quite critically, but also their conclusion was "pretty well done". As a reward, they gave the Enfield the unofficial one on the right side cover "Tested used machine quality sticker" (i.e. your company logo).

Mileage: 9,879, 08/2019

Fabian Dresler

MOTORRAD online editor Dina Dervisevic was very excited about the Interceptor. So far, she only knew Royal Enfield’s single-cylinder from the 500 Bullet.

motorradonline.de editor Dina Dervisevic used a transfer ride to drive the Interceptor for the first time. A short lap in the city has to be enough to make a comparison with the 500 Bullet, with which she was on the road for three weeks in the Indian Himalayan mountains: the two-cylinder sounds less like the bullet’s single-cylinder tractor – a shame actually. But the seat pad is wonderfully soft and without the piercing edges on the edge is definitely more suitable for long journeys. How things stand with the chassis talents, she cannot conclusively judge after city traffic and with a dead weight of 50 kg. Neither the shock absorber nor the fork made any negative impact on the short haul.

With a height of 1.58 meters and an inner leg length of 76 centimeters, she cannot put both feet on the ground. In addition, there is the perceived high center of gravity of the interceptor. The rousing deceleration of the motorcycle is wonderful: no stress, no adrenaline and whether there is a speed camera on the corner doesn’t matter, because you are actually never too fast.

Mileage: 9,400, 08/2019

MOTORRAD test boss Andreas Bildl chose the Royal Enfield as his companion for a few kilometers during his vacation. The Interceptor is an absolutely relaxing companion for day trips, the comfort bench is actually a little more comfortable than the original. The loveless coordination of the struts turns out to be a big downer. They respond poorly and are heavily overdamped in the rebound stage. In connection with the rather underdamped fork, the Enfield swings lively through quick curves. But driving straight ahead on the autobahn does not elicit any enthusiasm from the pilot either.

Andeas pic

Otherwise, the Enfield is a wonderfully charming device for relaxed rolling. It starts flawlessly at all times, sips frugally from the fuel supply, sounds great and is popular everywhere. The only thing annoying is the positioning of the notches and that of the main stand boom – when maneuvering you come into conflict with both of them while sitting on the vehicle. One more thing: the tank cap, which cannot be folded up, can be completely removed, may be retro-chic, but in practice it is rather annoying.

Mileage: 4,930, 05/2019

Alisa Bielicke

Graphic artist Alisa Bielicke went on a tour to Austria with the Royal Enfield. Your conclusion: "At first, I got a few surprised faces when I said I wanted to go to Austria with the Ennie for the weekend. OK, around the corner is different, but the good Enfield just ran perfectly. The stretch of the motorway (Stuttgart-Augsburg) was just as smooth and smooth to drive as the rest of the route. Nevertheless, a four-hour route will definitely be a test of patience for your butt, as the bench turns out to be "looked more comfortable than it really is" turned out. The distant handlebars also forced me to sit very close to the tank, where the bench is really narrow. Overall, though, thumbs up for Ennie!"

Mileage: 2,650, 04/2019

Correra

Rene Correra took the Royal Enfield on a trip to Heidelberg.

Test editor Rene Correra had the opportunity to unwind a few kilometers with the long-term test Royal. The way led him from Stuttgart to Heidelberg: "The motorcycle drives comfortably and without problems. I also liked the sound and the pleasantly smooth and confident power delivery. However, the bench is very slippery and a bit too narrow, especially in the front area. The handlebars are also a bit far away, which in the long term has a negative effect on the seating position. In addition, the fuel gauge is very moody. In rare cases, the engine takes a relatively long time to start."

Mileage: 2,000, 03/2019

Uwe Seitz

PS boss Uwe Seitz on the Royal Enfield: My maiden voyage on the Enflield initially ended in my native Black Forest. I was probably the only one who was happy about that, because the "Ennie" The connecting rods must have frozen a lot at night. Nevertheless, it started the next icy morning without any problems. The cool temperatures were only noticed in the gearbox at first, it was a bit resinous. And the engine shook a little harder. After a few kilometers, however, the 650 twin purred flawlessly with its 47 hp on the motorway. Respect from a sports driver’s point of view for the Interceptor. Certainly never will be a candidate for mine "Wants"-List, but I am sure that we will unwind a few more kilometers together as long as it is in the long-term test fleet – and without any real grief!

9 photos

Pictures: Royal Enfield Interceptor INT 650 in the endurance test

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