Buying a used Royal Enfield Interceptor 650

For Royal Enfield, the 2018 launch of its then-new 650 twins marked a significant moment in the marque’s century-plus history. For decades it had been dabbling with single-cylinder motorcycles – primarily the Bullet range, plus some new models such as the Continental GT 535 and the Himalayan 411.

While they proved the company was willing and able to develop new platforms, you couldn’t help wondering when or if the company would return to making twins. It had done so before, reaching a high point with the Interceptor 750 vertical twin, of the 1960s through to the demise of the Redditch (UK) factory in 1970.

For decades, what remained of Enfield was the former India-based importer Madras Motors, which had been producing Bullet singles under license. Now that company was the main game and was to merge with the Eicher automotive group.

And so, we get to 2018, when Royal Enfield CEO Siddhartha Lai is pictured standing proudly between two variants of the company’s brand new vertical twin – the Interceptor 650 and Continental GT 650. Perhaps most significantly, the launch is on the west coast of the USA – Santa Cruz in California – which since the 1950s had been seen as a hugely valuable conquest market for Royal Enfield plus its old British rivals Triumph and Norton.

Arguably the biggest impact of the new series was far more direct. It proved the company could build lively and well-made motorcycles at a very competitive price. If Royal Enfield was previously being dismissed in western markets as the maker of nice little singles, this series proved it was a whole lot more than that.

In the beginning, we were offered two main variants of the platform: the Interceptor 650, which is the all-rounder with a conventional seating position, plus the Continental GT 650 styled as a café racer.

Under the paint, they were essentially the same motorcycle, sharing the engine and rolling chassis. This was a very deliberate decision for the maker, simplifying the parts supply and servicing over the long-term.

The variations were largely restricted to bodywork (seat and fuel tank), handlebars and cosmetic details.

In fact, that package has stood the test of time, with little change since launch. There have however been several variants over the years, such as ‘dark’ or ’chrome’ editions with different cosmetic detail.

In 2023 we were presented with the Super Meteor 650 cruiser. This employed the same engine as its more sporting siblings, and featured a quite different chassis. The frame was very much a cruiser style, with new suspension and wheels. We also got to see the in-house Tripper satnav for the first time.

That machine was followed in early 2024 by a bobber variant, called the Shotgun 650.

Next up was perhaps the most predictable addition to the range, the Bear 650 Scrambler. This essentially used and Interceptor platform, albeit with updated suspension (a USD Showa on the front) plus a two-into-one exhaust. And of course, the appropriate bodywork.

Number six in the line-up was the Classic 650, launched in 2025. This machine has worked the visual appeal of the traditional Bullet series into the twin platform to great effect. It’s using a variant of the Super Meteor rolling chassis, with the near-universal twin-cylinder engine.

Since launch, the 650 twins have gained pretty much universal praise for their easy-going and lively manners. Rod Chapman commented in a launch review: “We were blown away by just how fun, practical and engaging they both are.”

The Interceptor is the pick of the two first-gen models if you just want a nice, comfortable and easy ride. Meanwhile the Continental GT is very good, though it has the inevitable comfort compromise of a more head-down bum-up riding stance.

What you get is a nice and predictable spread of power, with a crisp throttle response. Emphasis has been placed on low- and mid-range urge, which is where you want it.

Handling is good, while steering is light and sharp. We’re not talking high-end sports bike levels of grip, precision or suspension response. However, the standard equipment on the first-gen machines is perfectly adequate for anything this side of serious race-track use.

Braking is strong and predictable with, as you would expect, ABS as standard.

Servicing intervals for the fuel-injected 650 are 500km for the first service and every 10,000 after. It would be tempting to change the engine oil every 5000 as a precaution.

The good news is the machine appears very straight-forward. A critical task is valve clearance check and adjustment. The latter is done with screw and locknut, which puts it in reach of a competent home mechanic.

Overall, the series has a good reputation for reliability. There was an issue with front brake calipers in markets that salt their roads in winter, but otherwise no pattern of major troubles.

The entire 650 range so far has come with learner approval, which significantly widens the potential market.

Royal Enfield did some smart packaging with this range, so the Interceptor was initially priced at $9790 on the road. Even now, you can get a new one for $10,990.

These bikes have rightly been popular and there is a plentiful supply in the used market. Around $7000-8000 will get a very good example.

The platform lends itself to customisation and any heavily-modified example will have to be carefully judged on its merits. Owner/builders sometimes confuse the cost of the build as being the same as the value of the end result, which is rarely the case.

Make sure you get the stock mufflers as part of the package, because roadworthy checks are becoming increasingly tight on this point.

Tyres on early models will be getting old by now, even if they’re not worn out. Check the date on the sidewall and perhaps include a new set in your budget. (There will be a four-digit code: the first two digits are the week, the second two are the year.)

Find something that’s close to stock and has been serviced and you should have no problem. They’re a nice and reasonably simple design that is loads of fun to play with.

For:

Reasonably light
Good performance
Easy to handle

Against:

Café racer GT not the best for long rides
Not a flat-out performance bike
Mid-range rather than premium suspension