you, this motorcycle was not built in someone’s backyard or a makeshift
workshop, but was developed at Royal Enfield’s UK Technology Centre in collaboration
with the engineering and design teams in Chennai, India. The entire platform,
including the engine and chassis, underwent rigorous testing and validation
process during the development programme at world-class proving grounds with
got the 648cc parallel twin powered BS VI Interceptor and we wanted to know
everything about the bike, its pros and cons.
EXTERIOR- FEATURES & DESIGN
classic tear-drop shaped fuel-tank, the twin chrome exhausts on either side of
the motorcycle, the gleaming, hand-polished aluminum engine, the diamond quilt
pattern single seat that can accommodate the rider and a pillion comfortably
and the wide braced handlebars, all of them contribute to the good looks of the
of the handlebar, its positioning is ideal for the rider, not just for city
riding but also long highway rides. The dedicated steel-tube cradle chassis
helps make this motorcycle solid and versatile. The chassis was earlier
developed ground up by the team at Royal Enfield’s UK Technology Centre, and
Harris Performance. It has 18 inches Pirelli tyres in front and rear (both with
36 spoke aluminum alloy rims) with twin shock absorbers, along with front and
rear disc brakes with ABS. The motorcycle has a ground clearance of 174mm and a
seat height of 804 mm.
Interceptor 650 gets classic round shaped halogen headlamps, though there is a
small LED inside the headlamp units and at the rear also you get halogen. Two analogue dials in twin round casings make
up the speed and tachometer gauges. The one on the left has a small digital
screen which gives fuel and odometer readings. We felt that the readings could
have been in a larger font and clearer, as one is unable to read clearly while
riding. There is no gear shift indicator provided on the instrument cluster.
Besides, this motorcycle does not get a hazard switch, which I feel is very handy
in a roadster.
the right hand side of the handlebar you get an integrated engine kill switch
and a start switch. The left side of the handlebar has switches for indicators,
high and low beam and the horn. Just behind this module, you get the pass
down to the foot pegs, especially the ones for the rider, you need to get used
to it, apparently. The positioning of the foot pegs feels very awkward and
inconvenient. Because of the bulging
design of the engine area, there seemed to be no way the foot pegs could be
fixed a bit further ahead. Rather, the moment you place your feet on either
sides, the foot pegs hit your shin or calf, depending on where you have placed your
feet. Ideally while placing your feet down, your legs need to be in front of
the foot pegs because in case you want to move your feet back or forth to roll
your stationery bike, these foot pegs fold inwards as there is a spring in it.
while engaging the sidestand too, these rider foot peg gets in the way, proving
to be very irksome. It’s all about getting used to it, I presumed.