THE Interceptor 650 is the bike that truly revived Royal Enfield after years of holding on to post-war designs well past their sell-by date (although we admit we appreciated the charm of those old chuffers anyway). Classic styling, with air-cooled charm and a welcome improvement in fit, finish and driving experience – all while being very, very affordable.

They were an instant success in 2018 and remain so today in the retro bike marketwith further variations and updates consolidating the initial popularity. However, there was one obvious omission from the Interceptor family, a jammer.

Not that owners waited – many have been built as successful home customs – but the official version is finally here. The Interceptor Bear is named for Eddie Mulder’s 1960 victory in the Big Bear Run through the California desert, where a 16-year-old unknown rode his privateer Enfield Fury to victory in the challenging desert race of point to point. It was the starting point of his career and a victory that gave Royal Enfield serious influence in the North American off-road racing scene of the time.

The changes to the road-only Interceptor appear subtle, but also the most significant derivation from base specification since the bike’s launch. The basic frame geometry remains unchanged, but there is a longer swingarm and the rear loop/subframe is new to give a slight upward sweep just behind the rider.

The shock mounts have moved a bit and the front end geometry changes thanks to new triple clamps, longer Showa USD forks (very similar to the Meteor and Himalayan 450) and front wheel 19 inches.

Higher bars give a more elbow-friendly feel when seated and allow some ability to stand up and maintain control off-road. Slightly more forward footrests and a new seat further adjust the driving position accordingly. It’s not a rally bike – think fire roads, dusty trails and soft greenways in dry weather – but the intention is to give it enough capability to get off the highway and enjoy the roads unpaved.

The result is, as you might expect, similar in feel to that of the Interceptor: 47 hp doesn’t blow you away, but it gets up and starts very early with a loud, torquey delivery that has some classic feel without the vibrations becoming excessive. The cable-actuated throttle is a rarity on a big bike, but it’s there and still gives decent response, with just a touch of lean fuel at first touch: nothing you won’t adapt to and ride after 30 minutes. .

The chassis is the surprise: although it feels like a throwback to appeal to older drivers, it’s firm, willing and stable as you avoid the brakes and maintain speed through corners. There’s only a preload adjuster at the rear, but the seemingly basic Showa components are set up for lively riding as you go – arguably, they’re a little too firm, with plenty of compression at high speed that gives you occasional jerks. broken surfaces.

The launch demo bikes still had less than 500 miles on them at the time of testing, so they may lie down and develop a little more comfort, but it’s unlikely they’ll ever float through potholes and the healed asphalt.

You appreciate when things go well: what it lacks in speed it makes up for in momentum. Curves from 40 to 70 mph are its happy place, moving safely. Braking performance is average at best: but it’s good enough.

Off-road performance is…minimal. There may be some additional suspension travel compared to the Interceptor, but it’s still less than a MT-09 (For example). The geometry isn’t suited to anything really tricky, and the 19-inch front wheel also becomes troubled if there’s anything other than fairly smooth and dry back roads to contend with. We spent limited time on a dusty trail in California, but even then it was prone to ruts and breaking loose on any kind of open surface.

The MRF (Madras Rubber Factory) tires claim to be 50/50, with a tread pattern very closely mimicking Pirelli’s Scorpion Rally half-and-half set-up, but they ride more like a road-focused 90/10 set-up in either case. . Consider it comfortable on unsealed but designated roads, and on the kind of trail that takes you to a lovely campsite on your horse riding holiday…

The economics associated with bike production in India (and for India too – the domestic market has adopted the British brand as its own over the years) may still seem like a tricky conversation in a Western market context, but it’s is something Enfield exploits. wisely.

Production volume and economies of scale meant they were able to spec perfectly good Showa suspension (albeit with just rear preload adjustment). Don’t let the lack of damping screws fool you: the critical parts are good quality and benefit from a lot of R&D between the Indian mothership and the R&D centers in the UK and Spain, so adjustments fixed are pretty good.

The 650 block with its discreet oil cooling may only produce an A2 license-compatible 47 hp, but the powerful, torquey delivery offers both charm and satisfying, even dazzling, progress. It’s not about getting beaten up and ripping your face off – it’s about instant smiles and warm, nostalgic satisfaction. And it also keeps its promises.

The internals and condition of tuning are intact, but the black engine cases and 2-1 exhaust accompanied by map modifications further fatten the low-to-mid power compared to the Interceptor.

Preconceptions and stereotypes about Indian production are silenced when one absorbs the details of a modern Royal Enfield in the metal. Everything from the paint to the fixings and brackets to the detailing is superb and only gets better with successive models.

The triple clamps are a good example: a simple alloy casting would work, but they are forged to improve both form and function, with a more robust anodized finish to hopefully ensure they look great. looks as good in years to come as it did from the showroom floor. Retro-style switchgear and flat levers for the Bybre brake/clutch also give it a sturdy, reassuring finish behind the bars.

Enfields are popular with long-time drivers who have traditional values ​​for their low running costs and simple ownership prospects. Warranty issues aside, they’re easy to work on yourself if you want, or they’re a shorter, less expensive job if you leave it to a dealer. Skinny tires don’t cost much to replace, and decent service intervals, including bolt and nut lifters, valve clearance checks are also an inexpensive exercise.

The Bear is the first 650 to receive the attractive round TFT dashboard, complete with Bluetooth/Google Maps connectivity, as seen on the Himalayan 450 And Guerrilla 450. The size means it’s not the easiest to read, but it gets the job done without detracting from the clean lines. ABS is standard, but traction control is not.

There isn’t much else on the Royal Enfield that isn’t responsible for basic functions, but that’s to be expected. Fripperies like cruise control, large iPad-like screens and other modern conveniences would detract from the simple, rugged charm – and increase the price. To sweeten the technological deal, the Bear is one of the first Enfields to be equipped with full LED lighting.

The Royal Enfield showroom is not the right place to go if you want to spend your life browsing menus or having your ride managed by digital aids. But for the price, the components and features are perfectly acceptable. The price increases for different paint schemes are a bit irritating, given that there is only a tank, numbered panels and a full-color tail rather than raw finishes…