Simple Pleasures For Trying Times: 2020 Royal Enfield INT650 Motorcycle Review

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“Now, tell me again who makes this motorcycle,” the man asks as he takes in the 2020 Royal Enfield INT650 I had just parked along the curb in scenic North Plains, Oregon. And with that I launch – yet again – into a highly abridged version of the history of Royal Enfield, a company that started making motorcycles in Britain in 1901, and through a circuitous series of events, is now headquartered in India under the Eicher group umbrella. “It’s kind of complicated,” I conclude.

Blank stare.

“So, is it a Triumph?” he asks, adding he’s been riding motorcycles for the better part of 50 years and has never heard of “Royal Enfield.” “No…,” I reply with a small sigh, but seeing how the INT650 could easily be mistaken for the iconic British parallel twin, I tell him I understand the confusion, and explain things… again. With the story finally straight, he’s stunned to learn the bike is a 2020 model with ABS and fuel injection, it’s made in India, costs $5,799 brand new and it’s not 50 years old or a custom build. Before anyone else can set a similar line of questioning into motion, I fire up the INT650 and head back out onto the curving back roads.

The onlookers confusion is really a compliment to Royal Enfield’s execution of the INT650, which is an homage to the original British-made Enfield “Interceptor” model from the 1960s. They were unable to call it an Interceptor in the U.S. this time around due to Honda owning the trademark, but no matter, “INT650” still seems like a proper motorcycle moniker. The INT650 essentially debuted in 2018, along with its more sport-styled stablemate, the Continental GT.

A Brief Tale Of Empires And Bullets

In 1949, Enfield was located in the U.K., and it began producing a singular motorcycle, the Enfield Bullet, featuring a 350cc air-cooled single or a 500cc parallel twin. At almost the same time, Enfield, of which “Royal Enfield” was the firm’s motorcycle sub-brand, made a foray into India’s motorcycle market, including a manufacturing facility, and after Enfield folded in the U.K. in 1967, the Bullet remained in production in India, largely unchanged, for decades. And while the carburated, vibrating, drum-braked relic attained cult status in India where it has roughly the same stature as old Jeeps in the U.S., it was also rethought and reborn in the new millennium in a fashion not unlike the 1980s reboot that remade Harley-Davidson.

In 1994, India’s agri-based Eicher Group acquired Enfield, and rebranded it Royal Enfield Motors Limited, and began the long process of bringing the Bullet into the modern era with a new “unit” motor featuring fuel injection, disc brakes (eventually with ABS), numerous other tweaks, and a new push into foreign markets. But on balance, the bikes retained the classic appearance that had made them popular among hipsters and others looking to get around on a bike not everyone else was riding – or had even heard of.

Dealerships in America and elsewhere sprouted up and in 2015, and the company bought revered and renowned motorcycle frame and hardware engineering company Harris Performance to assist in development of new models. Two years later, the new 500cc single-cyclinder version of the Continental GT debuted, followed quickly by the new Interceptor/INT650 and Continental 650 GT twins in Harris-designed frames, all coming from a new state-of-art production facility in India with input from the Royal Enfield Technology Centre in the UK. The company now produces six models total, although the iconic single-cylinder Bullet 500 is about to be retired. I’m not sure if that’s a wise choice, but that’s the plan apparently. Here’s a short documentary about the legacy of the Bullet (includes some strong language, smoking and kickstarting).

As the 650 twins moved into the marketplace, Royal Enfield even took an unfaired Harris-prepped 650 machine to the Bonneville Salt Flats and with 18-year-old Cayla Rivas at the controls, tore off a record-breaking 157mph pass. So for you tuners out there, this motor has some potential. Indeed, S&S makes both 750cc and 865cc hop-up kits for them.

Style, Design and Technology

But back to the 2020 INT650. Royal Enfield was good enough to deliver me a new zero-mile bike for a long-term test and this will be the first of several articles about it, so be sure to check back. The classically Brit-bike styled machine weighs in at 440 pounds dry, and is a paragon of apparent simplicity: a true standard motorcycle in an age of sometimes over-specialization and try-too-hard styling. The 648cc P-Twin makes a solid 47 horsepower as stock, and is fed by a Bosch fuel-injection system. Cooling is by air and oil, with an oil cooler tucked up front between the double down-tubes of the black-painted steel frame. A new six-speed gearbox drives the rear wheel via chain, and twin gas-reservoir shocks adjustable for preload support the flat bench seat that has sufficient room for two normal-sized adults.

Standard-style “right side up” non-adjustable 41mm forks brace the front wheel, and disc brakes stop both 18-inch wire-spoke hoops with the help of ring-style Bosch dual-channel ABS. The single front brake is a rather large 320mm floating ByBre (”By Brembo”) rotor squeezed by four pots with a stock stainless steel line. A 240mm rotor

slows the rear wheel. A pair of traditional shiny round clocks for speed and revs greet the rider, and a small LCD panel lives in the speedometer to give the rider an odometer, two trip meters and a gas gauge. Idiot lights are invisible within the gauges unless they come on. Large twin silencers sweep up from the INT’s midpoint and emit a quiet EPA-certified rumble that grows into a snarl as revs rise. Fenders and side panels are black-painted plastic. A high-quality toolkit in a canvas tool roll sits under a key-locked side panel. Plus: A centerstand as stock.

Royal Enfield has opted to give the INT650 a 270-degree crank and that helps with the aural soundtrack, but some less restrictive pipes will hopefully emit a more sonorous soundtrack under power. Don’t worry about blowing a downshift, the INT features a slipper clutch as well! The headlight is a standard H4 incandescent unit and does the job, I guess LEDs were just a bit too modern for this machine. The turn signals do not self-cancel, but the wide handlebar does feature a crossbar support that adds a certain bit of flair. Control levers have adjustability as well. Royal Enfield says they worked with Pirelli to make sure the Phantom SportComp tires enhanced the ride and handling.

Riding Experience

I’ve owned dozens of motorcycles, including a 1973 Norton Commando 750, a 1960s BSA A65, and a 1973 Honda CB450SS, each featuring the classic parallel twin (”P-twin”) two-cylinder engine. Fun bikes to be sure, and parallel twins are great motors, but they can also be paint shakers. Would the INT650 be a smooth operator or a buzzing short-trip specialist? My INT650 showed just 1.2 miles on the odometer when it arrived, so I checked in with Royal Enfield about proper break-in and they basically said just don’t ride it like a maniac, so that was easy enough. The engine redlines at 7,500rpm – peak power is at 7250rpm – so I vowed to keep it under 5,000 for the first 300 miles. With the engine’s torque coming on strong low in the powerband, it was an easy promise to keep.

To get the INT650 rolling, just put in the key, turn it to On, wait a few seconds for the fuel system to pressurize and hit the start button. No choke, tickling of carburetors or finessing the throttle on startup. The INT immediately settles into a lumpy warm-up idle at about 2,000rpm and after you get your helmet, jacket and gloves on, it’s pretty much ready to go. In the saddle, the INT is indeed a smooth runner, with just a slight thrum in the bars. Underway, the new six-speed gearbox was a little notchy at first, but as the miles piled up, it quickly smoothed out and finding neutral, even while stopped, was never a problem.

After 200 miles of bopping around the Portland metro area and some short freeway jaunts, I felt confident enough to point the INT650 towards some favorite twisty roads. Upping the pace a bit, the INT responded with aplomb and was steady and secure even when heeled over with a fair bit of aggression, but I didn’t push too hard with a new engine and new tires that still needed scrubbing in. Still, handling in the corners was very stable and free of the surprises an old bike might give you when the pace picks up, a credit to the Harris-designed frame. I did my best to keep the revs under 5,000rpm, but exiting onto a long straightaway, the tach crept over my voluntary redline and a snarl started to build as well as more power.

With just 47 stock horsepower, the INT650 isn’t going to give any Ducatis fits anytime soon, but it’s also nice to be able to roll deep into the throttle and not have to make calculations for hyperspace. The INT650 does go fast – in a predictable but still scintillating manner. Brake performance is better than expected, with good bite and progressive feel. It’s not a one-finger stopper like some hyperbikes, but grab a handful of lever and you’ll be rewarded with stout stopping power from the front “ByBre” (”By Brembo”) four-pot caliper and the big 320mm floating rotor, complimented by a progressive rear stopper. Dual-channel ABS is standard but I never felt it activate (despite trying a few times) and braking power is extremely linear. The fender mount on the front forks acts as a brace but unfortunately the forks have no adjustability for preload, damping or anything else, but it was well-damped and supple enough for pretty much any kind of riding save 10/10ths shenanigans. Different springs and oil can likely change up their behavior if need be.

Despite having the capability to entertain at speed in the twisty bits, the INT650 is best enjoyed at a bit of a slower pace. My favorite times on the bike were threading through the back roads that lead to the small Oregon hill towns like Timber, Elsie and Vernonia, roads where a rider can wick up the pace through the flowing sweepers and occasional hairpin, or just motor along with a relaxed cadence and enjoy the late afternoon play of sun and shadow through the towering trees that hug the hillsides and riverbanks. With everything going on in our suddenly sickened and convulsing world, those passages were the rides I sought out and enjoyed the most. I kept the rides simple with no saddlebags for now, and no bike-to-phone apps, no complications, no go-fast expectations; just the INT650 ticking away for miles, delivering rolling bliss and blessed simplicity. It took me back to what riding really was all about for myself in the beginning – the simple sensation of effortless movement spiked with a bit of danger and excitement. And while I love a good vintage bike, the INT650’s siren song was all the more alluring, knowing I could ride it every day and it wasn’t going to (hopefully) shed any parts, and it could also step up for more spirited escapades. And for $5,799? This is a lot of motorcycle, both in terms of pure enjoyment, good looks and even everyday utility.

And speaking of curb appeal, I have to note that the INT650 got the most interest and most compliments of any bike I’ve ridden in years, likely since my long since departed Norton Commando. The color scheme of my review bike is known as the Baker Express variant (a $200 option), with white and red paint bordering a gold pinstripe on the tank, black side panels, black fenders, black frame and black-rimmed aluminum wheels. It’s one of six color schemes available. The hand-polished engine and chrome brightwork nicely contrasts with the black bits, and all the proportions just look so correct. I gave a lot of rides on INT650; everyone loved it. Kudos to Royal Enfield on the styling of this handsome machine. It gets compliments.

After 300 miles, I brought the INT650 back to the Royal Enfield dealer for break-in service (valve check, oil change, etc.) and got permission to use the entirety of the rev range. Back on lightly patrolled back roads, spinning the P-Twin closer to redline brings a more pronounced roar from the pipes and more power, but it’s still more friendly than ferocious. Can it do the ton? Yes, yes it can, given some room to run, and it’s stable at those speeds, but that’s not really this bike’s vibe. This is a bike that’s reliably fun to ride just for the sake of riding. It’s a pleasure to ride in the city, with its narrow profile, just-right power delivery and unashamed mechanicalness. The fuel injection system is spot-on in terms of delivery, and it uses actual throttle cables to orchestrate sending the mix into the cylinders, there is no ride-by-wire here. The six gears are nicely spaced and with that tall overdrive, it ticks down the highway comfortably as the tach sits at 4,000rpm at 70mph, the engine purring smoothly as sits in the middle of its torque curve. I never got less than 50mpg, and often got close to 60. Longer journeys await.

Conclusion

Take every romantic thing you love about vintage bikes, and then take away the problems. That’s this bike. It gives the same pleasurable riding experience, posture and fun factor but without the problems inherent with vintage machines. Parts don’t fall off, oil doesn’t leak, ancient electrical bits don’t suddenly go AWOL miles from home. Plus, the modern electronics (gas gauge!!), excellent handling and ABS brakes made for even more peace of mind as the miles piled up. I’m a larger rider at 6 foot 1 and a 33-inch inseam, so the pegs are a bit high for me, but I was never uncomfortable and I’d rather have them up high than too low and grinding into the pavement during spirited riding. The flat bench seat is hipster/retro-approved, but after a couple of hours, the edges began to bite a bit, but it was time for a break at that point anyway.

Despite having several test bikes in at once due to coronavirus schedule reshuffling, I always gravitated toward riding the INT650, especially on those early weekend mornings and late summer evening hours when the roads were clear and I could putter along at close to the speed limit, just enjoying the ride, not worrying about performance testing, speed limits or ride modes. The INT650 brought back a lot of memories of my old Norton, BSA and Honda twins, and the experience on the Royal Enfield was both reminiscent and superior to them all, perhaps save for my Norton Commando (when it chose to run, which wasn’t often).

Besides my old P-twins from the past, I’ve owned, ridden and reviewed scores of bikes from cutting-edge electric machines to high-powered sporting mounts to low-slung cruisers. Most of them were great at what they were designed for – this is a great age for motorcycling. But the Royal Enfield INT650 is that rare mix of tech, style and intangibles that results in a satisfied grin as you roll on the throttle and enjoy the subdued rumble while the scenery rolls by. It’s just always fun to ride, along with being great looking, hassle-free, and unpretentious. As problems swirled in my life, it brought a sense of calm while underway. That’s about the highest compliment I can give a motorcycle. The fact that you can saddle up a brand new one for $6,000 is incredible. You don’t have to be a vintage bike lover to enjoy the INT650. This is a bike that everyone from rank beginners to long-time riders will immediately understand is a gem, a bike you’ll look forward to riding for all the right reasons.

I’m working on kitting out the INT650 for touring, so look for that article, a hop-up feature and a long-term review in the future. Get a notification for my reviews by clicking “Follow” on my bio bit at the bottom of this story, below the additional photos. Thanks for reading.

Royal Enfield INT650: MSRP $5,799, price as tested: $5,999.

Throttle:

• Incredible value

• Great vintage style that won’t go out of style

• Smooth, punchy (and upgradeable) engine

• ABS brakes, 6-gears, slipper clutch, fuel injection all standard

• Makes you want to go ride at every opportunity

Brakes:

• Stock seat is a touch too thin and narrow for long-distance rides

• Non-adjustable forks

• May cause to you to neglect your actual vintage bike

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