Currently the bike Odo is at 5600 Kms. It has completed all 3 free services.

BHPian happymover recently shared this with other enthusiasts.

One year with Continental GT650

Last month, I happened to complete one year of ownership of the Continental GT 650(Apex Grey). Currently, the bike Odo is at 5600 Kms. It has completed all 3 free services. Owning the bike has been mixed feelings. While I have been delighted with the looks and performance of the bike, there are certain dislikes.

2023 RE Continental GT 650:

Why Continental GT ?

In 2017-18, I was looking for a logical upgrade from Pulsar 200 DTSI and thought 650 twins were the ones within my budget. However, I was not happy with the tubed tyre set-up & overdone chrome. Meanwhile I had to get rid of my ageing SX4 & buy a new car as well. I postponed the bike purchase plan. Later I travelled to the US for work, COVID-19 happened and I moved to a new house. The thought of buying the bike came up again in 2023 when RE was testing the upgraded 650 twins. I test rode Interceptor & GT(both old ones) back-to-back a couple of times. I liked the committed riding stance of the GT compared to the laidback one in the interceptor. This along with the good looks, I made up my mind and booked Apex Grey GT through the RE app. Though the delivery was delayed, I was happy to get my GT in June 2023.

PDI in dealer stockyard, Acclaim Motors Yelahanka:

Pooja on the delivered day:

Bike with touring seat, Large Engine guard and sump guard:

After PPF and Ceramic coating:

Ownership Experience:

After a week of delivery, I got the PPF done (before going to 1st service). Initially, I took time to get used to the weight of the bike. In fact, I have dropped it a couple of times during push-pull movement with only my hand. Gradually I have learnt how to handle the bike. Bikes have been primarily used for office commutes which is 20 Kms round trip on a route with very little traffic. The bike is definetly a pain to ride in B2B traffic due to weight and handlebar positioning and I completely avoid it. Surprisingly, I felt it comfortable on highways. I have done a couple of day rides(around 250 KMs) with my wife as a pillion. Also, I have done 3 solo trips of Bangalore-Davangere(280 KMs).

First trip to Davangere:

The bike is definitely fast for me and its performance is more than asked for. Being in my 40s, I have not dared to cross 130 KMPH on it, nor will I ever. Braking is good and I have yet to encounter any panic-breaking scenarios. I am getting around 22 KMPL of mileage in the city and around 25 KMPL (100 KMPH speed) on highways. Servicing at Acclaim Motors, Yelahanka has been satisfactory so far. The bike has been trouble-free so far.

More trips to Davangere:

Dislikes:

Most of my dislikes towards the bike are related to its limitations on highway trips. Please do not get me wrong here. I am very well aware that this bike is not touring-friendly. But I still feel there is a scope to make it a better bike.

• Handle Bar Height - There is a feeling of pressure on the wrists after some time. Well, I am accustomed to it, RE could have placed the handlebar a couple of inches higher without compromising on the looks. I tried to order Zana handlebars but their customer care was not sure if it fit the updated GT's switch gears.
• Fuel Tank Capacity - It is 10 liters and there is no problem in city usage. But when travelling on highways, I really need to plan fuel stops after 150-160 kms, which I really hate. A bigger 15 liter tank would have been good. (Fun Fact:- My previous ride Pulsar 200 DTSI used to accommodate 20 litres and I had done Bangalore-Ooty-Banglore round trip without any refueling.)
• Headlight - The new LED headlight is good but not really useful for those night highway rides. I don't have any plans to upgrade the same as of now.

Modifications:

I am not much into modifications. The biggest mod I have done is to install bar end mirrors. Got an aftermarket set from Amazon & installed them myself. Also, I removed the saree guard and pillion handle bar. I am trying out a new solution for handlebar height and will update you on the same here.

Bar End Mirrors:

Overall I am contented with owning GT650 and looking forward to more rides.

Thank you all for reading. Cheers !!

Parting Shots:

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There were 2 customized Super Meteor 650s that looked like the new Shotgun and I also spotted 2 Himalayans, a very popular model.

BHPian sandeepmohan recently shared this with other enthusiasts.

It's been 3 years and 7 months since I've had the Interceptor. The odometer ticked over the 30,000 mark about a month ago. Except for an after-market air intake unit and AEW exhaust system, I've not done anything to the bike in terms of improving it. I am happy with the way it goes. Seat comfort remains an issue and the front end can have a mind of its own on certain days. I don't really know what triggers that. Ambient temperature causing havoc with the way the fork oil responds to load is all I can think of. I've made my peace with it.

I thought of upgrading the seat to the one Trip Machine sell but I don't think it will solve the issue of comfort. What it will do is improve the aesthetics. As a motorcycle package, there's lots to love about the Interceptor. It has the right amount of power that complements New Zealand's not-so-fast or perfect roads.

I've still got the issue around the Low Battery Light staying on for extended periods. It has not caused any issues around starting the bike, even after several weeks of staying idle so I've decided to leave it at that.

I continue to maintain the same service intervals as before. Between 6,000 and 7,000km. The oil filter was not changed (previous to the last service) and the bike had run with the same filter for >12,000km. I may get by with it here as the weather is cool. Not worth risking it in hotter climes.

Still on the factory valve setting and the bike is running fine. I will be doing it for the next service, even if there are no issues while running. The last thing you want is the whole thing seizing up.

Over the last year, I signed up on a Royal Enfield New Zealand Facebook Group and also joined NZREOR which is the New Zealand Royal Enfield Owners Register. There are some benefits being a part of NZREOR. They are partnered with an Insurance Provider and Official Dealer Network and offer discounts as part of the membership. I participated in a Group ride organized by the NZREOR in early April. Rides happen every now and then. It's hard to attend every one of them. I thought of making this one as my workload was easing up at the Office and I could head out with my mind at ease.

This event was the Royal Enfield Day at Whanganui and included a River Road Ride which was absolutely stunning. Whanganui is a little town on the West Coast of the North Island. I headed up the night before from Wellington as the event was to start by 8am. Wanganui is 200km one way and takes about 3 to 4 hours, depending on how many stops you make. It's an almost arrow-straight road, with some twists and turns, up and down section of road for the last 35km leading up to Whanganui.

I left Wellington at 6pm and got to Whanganui by 9.30pm. Walked into a Motel that was close to the start of the event, which was at 8am the following morning and at a Cafe called Red Eye. This cafe was once the original premise of the 1925 Percy Coleman Motorcycle Shop. He started as a Harley dealer and in the 1930's, raced a Royal Enfield on the Isle of Man TT and came back to New Zealand as the official Royal Enfield Distributor. There is nothing that remains of the old dealership other than the building that is standing.

Temperatures tend to drop at this time of the year so by the time I got to Wanganui, I was quite cold. Had a hot shower and blasted the heat pump. A good night's rest ensured I was up early and in time at Red Eye Cafe. It was great to see a line of Royal Enfields parked outside. I was hoping to find older Royal Enfields, as I have come across some really old vintage MK2 Interceptors for sale online. Unfortunately, that was not the case. 99% of the 40-bike fleet was from the modern fuel-injected era. One early 2000s Standard 350 was the sole old-school cast iron Enfield.

\Two Custom motorcycles showed up from Napier. They towed the bikes all the way in a Trailer and unloaded them for this event. These were customized Super Meteors that now look like the new Shotgun. One thing was quite clear, the Super Meteors are doing well in terms of sales. It is already known that Royal Enfields offer tremendous value in terms of what you get for your money. The Super Meteors have further cemented that fact. A Cruiser for not a lot more than an Interceptor is quite the bargain, if you are after such a motorcycle.

Our travel itinerary looked like this. I didn't head back to Whanganui with the rest of the group as it was going to be a long day. I wanted to head home before the sunset. The River Ride consisted of just this section, up to a place called Pipiriki with a stop in between at Matahiwi cafe. A cafe in the middle of nowhere. The section between Whanganui and Pipiriki is a good 80km of slow and twisty roads, right beside the river. It was nice not gunning it for a change. Very relaxing and I could soak in some of the surrounding scenery. Most of us were riding at the same pace.

After the first pit stop at Matahiwi cafe, I started to ride along with a Gentleman by the name John on his late brother's Classic 500 Chrome. Man, this bike looks the part. It has a beautiful profile with that single-seat arrangement. We were riding together for the last 70 or so kilometers leading up to Raethi and finally Ohakune, which was our lunch pit stop. This is a small ski town and the only area you will find snow on the North Island. Is usually jam-packed in the Winter months. Its also got a charm of its own that never ceases to amaze me, every time I visit this place.

40 bikes are enough to take up 50% of the town's total street parking. It's that small. Also draws a lot of attention. Picked up a Pie and a soft drink, walked around a little bit, socialized with some of the others, reflecting on the route we just did. Everyone found it beautiful. It's also rare to find so many one-make motorcycles gathered together. The General public was also quite intrigued looking at all the motorcycles.

This was also the point where I bid goodbye to the group. I decided to head home from here. There was prize giving and dinner after heading back to Whanganui but I decided to head home, as it would get too late. The ride back was uneventful. Ohakune to Wellington is exact 300km and is part of the Main State Highway 1 that connects Auckland to Wellington. Nothing exciting other than mostly straight roads with some ups and down. The entire country is like this.

I was riding with a large group after many, many years. The last time I did this was probably back in 2002 when I joined FM Tharian for an RTMC Ride (Royal Thunder Motorcycle Club). We used to ride all over the place but it was mostly just two of us. Generally stayed away from large group ride gatherings. Is rather unfortunate in this part of the world that I don't see many young riders. Everyone was my age or much older. Feels like the motorcycle cult ain't gonna last very long here. As it is, spotting a cool-looking motorcycle is almost impossible, other than at some gathering like the DGR or over a weekend.

Sharing some pictures from the event.

I have no clue whose bike this was but it was pretty old.

All lined up at Red Eye Cafe

The two customized Super Meteors

A nice green 350 with the address of the manufacturer on the front mudguard

Pay attention and you'll notice a few cosmetic touches such as the steel brake reservoir cap, steel cable stays and a clutch cable cover on the side case

At Matahiwi Cafe

The only two Himalayans to join us. This is a very popular model in New Zealand. Perfect for the outback, which is most of what New Zealand is.

A transparent tappet adjustment cover

The sole Standard 350. The only bike with a carburettor.

That beautiful Classic 500 Chrome. If I had this alongside the Interceptor in my garage, I could totally see myself riding this more

That Conti GT, even in mostly stock form, looks really good.

Another look at the two modified Super Meteors

The only 650cc which had a completely free flow exhaust system, right from the bend pipe.

The Green 350.

Signing off from The Republic of Whangamomona

I am in a good motorcycle company here. Note the very first Generation of the GL1000 Honda Goldwing to the far left of his photo.

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It's a blessing for the spine. And even though I am not able to flat foot, the motorcycle is as manoeuvrable as my previous Royal Enfield Classic 350 and Thunderbird 500.

BHPian gobarboss recently shared this with other enthusiasts.

Few updates on TEC LOWERING SHOCKS for Interceptor/GT:

• The centre stand takes 5 times the effort to put the bike in position but it's no deal breaker. I could easily do it with 2 fingers on the OEM shocks.
• The bike feels amazing to ride now. Took my wife and daughter for a spin and it was a fantastic experience. Improved stance. High-speed stability.
• It's a blessing for the spine. I swear. I wouldn't dare to take my family out on the 2024 edition with OEM shocks even on the lowest setting (it seems RE has tweaked the shocks for increased stiffness). It hurt my neck and lower back when I tried to jump a short but wide-based speedbreaker on OEMs. It wasn't a pleasant experience at all. Thank god no more issues like that.
• My height is about 5.6 ft/169cm. And even though I am not both feet flat the bike is as manoeuvrable as my xTB500, xClassic350R esp in hellish traffic. It gets even better with a pillion.
• One additional benefit is that these shocks are lighter. So I don't feel the weight too much for single-foot-down moments in traffic or while turning.
• There are no squeaky sounds coming from the TEC shocks.

So overall I am extremely happy with the new upgrade. In fact, I had a heavy feeling in my heart all these days with this impulsive new purchase (pre-upgrade). I took my daughter to school once on the bike and it kinda slipped on dry mud/dust and I ended up with my bike hanging over on one side haha. My 37-year-old knee felt it! I was detached from the bike from thereon and felt like I had to sell it and get me a Classic 650 in the future. All thanks to Speedmonks & TEC folks for this amazing upgrade.

I did my Srinagar-Ladkah-Manali ritual back in 2015 with my wife as pillion on Thunderbird 500 and boy it wasn't fussy at all with my 5"6 but bulky frame. It's a great feeling to be able to control your bike in sticky situations. Short folks with good skills will relate.

So yes, that's the update friends. Hope that helps. We have hope. TEC is a saviour haha. I am enjoying the gurgle of the RE twins finally.

But I need help with 2 really nagging issues. Kindly advise dear riders/seniors:

• The light is horrible. I never felt a need for an upgrade on any of my bikes before. Should I go for aux. If yes, which ones, keeping the safety of incoming traffic in mind?
• My bike sometimes stalls in 1st gear while moving/turning at low speeds even when the rpm is around 1.25. Never experienced this on my Vulcan 650 or any other RE bikes before except Himalayan maybe. Is it a clutch issue? Or is it a high-revving engine that needs the unnecessary stimulus at low speeds?

Any suggestions/advice would be highly appreciated. Regards.

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For this comparison, I am ignoring the points where both the Royal Enfield Interceptor and Continental GT 650 are equally good or bad.

BHPian Viju recently shared this with other enthusiasts.

Practical differences between the Royal Enfield Interceptor 650 and Continental GT 650

Hi everyone, without any bias towards either motorcycle, would like to understand from a potential buyer's point-of-view as to what are the practical differences between the INT 650 and GT 650. This is keeping aside the subjective points such as styling. Also, for the sake of this comparison, let us please keep aside the other options such as Super Meteor or Shotgun.

PS: I love both the motorcycles equally. I am trying to compare both bikes in out-of-the-box condition, without any accessories or modifications. Also, I am ignoring the points where both are equally good or bad.

Interceptor 650

Pros:

• More relaxed riding position
• More real estate on the handlebar to fix accessories such as a phone mount

Cons:

• Rider triangle is not optimal (most riders seem to need a handlebar riser or rear set pegs)
• Handlebar needs to be moved out of the way to fix the front fork pre-load adjusters
• Stock seat is not comfortable over longer rides

Continental GT 650

Pros:

• Rider triangle is better than the Interceptor
• Easier to fix front fork pre-load adjusters
• Stock seat is (relatively) more comfortable

Cons:

• More committed riding position
• Absolutely no space to mount anything on the clip-ons

These are the points I could decipher by going over the posts in this thread over the years. Would really appreciate it if all of you could pitch in as well. Thanks in advance!

Here's what BHPian aargee had to say about the matter:

A pro GT 650 rider {still} here: because I like to have greater control when riding fast for which a forward-leaning stance is a MUST; the only drawback I felt was the smaller tank capacity, yet I ended up buying INT 650 for 2 reasons:

• Got an extreme tingling sensation on my right pinky finger after riding GT 650 for < 10 Km one way & I couldn't continue due to it; however, when I rode INT 650 immediately after reaching the showroom, the tingling sensation subsided significantly + was able to ride INT 650 for over 35 Km one way
• The front of GT 650 was extremely heavy {suddenly Ninja 650 appeared to be lighter} & IMHO, a cafe racer of that caliber should have a lighter steering or perhaps I need to work out on my biceps & triceps

Here's what BHPian aravind.anand had to say about the matter:

The Interceptor comes with a centre stand, which is very handy when it comes to fixing a puncture or even lubing the chain.

And the CGT now comes with Vredestein tyres which I feel are much better than the Ceats that the Interceptor comes with. My Interceptor has the Vredesteins now.

Personally, coming off a CBR250R, I thought I would like the CGT more. But after the test ride, I understood that since the slim (and slippery) fuel tank on the CGT does not let us grip onto the bike, making the wrist take most of the load. In the case of the CBR or other sports tourers, the tank lets us hold the bike using our legs, so it's faaaar easier to ride around.

I couldn't convince myself to go for the CGT, brought the Interceptor home 5 years ago, and have been happy ever since.

So my advice? Get a test ride and then take the decision.

Here's what BHPian rajeevsulu had to say about the matter:

I test rode the GT 650 and the INT 650 back to back before deciding on the Interceptor.

I was 53 when I did the above and as soon as I sat on the GT, I knew I was too old for it. Too committed a stance, too heavy a front with all the weight on the wrists meant I could not ride for long durations. After 5 kms I decided against it.

The Interceptor is much more relaxed in its riding position and more neutral, so to speak. It makes a lot of sense to me 14 months and 18,000 kms down the line.

I would have definitely gone for the GT if I was even 10 years younger.

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Royal Enfield recommends 2-3 mm of play. This is required to make your motorcycle rideable over bumps and avoid over-sensitivity of the throttle.

BHPian Rehaan recently shared this with other enthusiasts.

After a recent service, I felt like the throttle had become "too sensitive". Bumps on the road would result in a slight twist of the wrist -- resulting in the respective lurch forward from the engine due to the throttle input.

It became clear that this was simply a throttle cable adjustment issue, where there simply wasn't enough back-forth play left in the throttle cable.

The fix was fairly simple, and a similar procedure could be applied if anyone owning an INT650 wanted to sharpen up their wrist-to-throttle connection.

• Unlock this compartment and pull out the Interceptor's tool kit:

• We'll need the smaller one of the 2 included Allen keys, as well as the 11mm (or was it 12mm?) spanner:

• Open up the 2 screws, and make sure that while you're being careful to not let them fall into the engine below, you don't drop the Allen key into that gap in the engine below, like I did:

• With the cover off, you'll see there are 2 cables attached to the spool of the throttle body. Simply put, one cable is for pull & the other for return:

• In my case, there just wasn't enough slack in the cable on the "pull" side (cable shown on the left), so I adjusted that to loosen it up by dropping the black cable sleeve lower (pic is taken after the adjustment):

• After your adjustments are finalized, ensure you tighten up the nuts well so they don't loosen up. Technically you need 2 spanners, but you can get through it with just 1:

Important things to note:

• Free-play is good! Royal Enfield recommends 2-3mm of play. This is required to make your bike rideable over bumps and avoid over-sensitivity of the throttle.
• After your adjustment, start your bike in Neutral, rev it up, and turn the handle-bars to the left/right fully. There should be no change in the idle RPM at all (due to the cable length/routing changing slightly).
• Some slack in the cable also allows for expansion and contraction due to heat and cooling.

Apparently, there's an easier way (but maybe less cool seeming ), and I feel like the rubber boots might tear since they are old now, so glad I didn't mess with them.

Happy revving!

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I think Royal Enfield has used a lot of Lithium grease which eventually heats up the relays and spreads over the entire sockets, blocking free conductivity between the relays and connectors.

BHPian raiuday recently shared this with other enthusiasts.

Inty’s gone through the first service in a week and done 560 kms overall. Time for a DIY.

Inty/GT’s relays tend to give up and the bike just stalls abruptly. Several forums online did mention the issues with earlier 5-pin relays but the same persisted with the newer 4-pin relays as well. RE gunks up the relay sockets with Lithium grease, like a lot, and that eventually heats up the relays and spreads over the entire sockets, blocking free conductivity between the relays and connectors.

Solution? Get the factory grease off with an electronic contact cleaner (WD-40 electronic contact cleaner is what I used). You may choose to replace the relays altogether with 4-pin 12V 20A or 30A SPST relays from good brands like Bosch, Panasonic, Denali etc., but I’ve not done it although I had spare relays, as my bike is just a week old. Might do it if I face any issues in the future.

Tools/materials used:

• Allen key to open the left side panel.
• WD-40 Contact cleaner.
• Permatex Dielectric tuneup grease.
• Ear cleaning bud to apply the grease.
• Soft cloth to wipe off the connectors.

First step is to get the side panels and seat off the bike as the relays are accessible under the left-hand side panel. Be careful while pulling the left side panel as it involves getting the Allen bolt off on the frame under the seat and then by holding the left top corner, pull the panel towards yourself and it pops, then pull the panel upwards to get it off.

Once the left side panel is off, you’ll have access to the relays which are held in position by clips behind the sockets.

Pull the relay sockets upwards off the clip and then the relays out. You can see the relays fully covered by grease. If you’ve OCD, go ahead and mark the relays to get them in exact same positions.

The connectors and relays are goofed up with too much lithium grease which hampers the conduction of electricity, heating up the relays and ending up stalling due to the fuel pump not receiving the required wattage.

Now shake the contact cleaner, point the nozzle at the relay connectors and give a thorough spray to get the gunk off. I’ve used a lens cleaning cloth around the smallest Allen key (toothpick does the job too) to wipe any remaining grease and moisture off the connectors.

Let the sockets dry for 15 min while cleaning the relays.

Apply a good dielectric grease very so slightly on the relay ends with the help of an ear cleaning bud as below. Note that when it comes to dielectric grease, a little does a lot and a lot goofs up the connections. Also, at this point, you may choose to replace the stock relays with those of any good brands as stated earlier.

Once applied, access the below male-female plug connection, just above the relays and push the edges to access the connectors, wipe it off as well and apply the dielectric grease, then plug it back.

Plug the relays back into the connectors and you should hear a clicking sound. Wipe the area clean.

Once done, make sure to turn the bike on and check fuel pump priming up, horns, indicators, and lights working, and that no CEL is thrown when started. Run it for a couple of mins to see if the bike idles fine.

After everything is checked and good to go, fit the panels back in. Make sure to tighten the Allen bolt back in place, once the left panel is on. I missed it and had to undo the panels again, then lock it off.

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The Royal Enfield Track School will also be held in Bangalore, Kolhapur and Ahmedabad.

Royal Enfield has announced a new initiative called 'Track School', that aims to train budding racers and riding enthusiasts and help improve their track-riding abilities. The first training session will be held at the Kari Motor Speedway in Coimbatore on September 9 and 10, 2023.

The Royal Enfield Track School is divided into three sections – GT Experience, which is a 1-day course that will teach the fundamentals of track riding; GT Track is an advanced 2-day course aimed at developing skilled riders; GT Race offers a more inclusive package and goes into technical details of the racing, including setup, race simulation, fitness, etc. Prices range from Rs 9,999 for the GT Experience to Rs 59,999 for GT Race.

Participants will be trained on a modified Continental GT 650 motorcycle, under the guidance of Anish Shetty and Pradeep Reddy, who have won the Continental GT Cup.

The Royal Enfield Track School will also be held in Bangalore, Kolhapur and Ahmedabad on October 15, November 5 and November 26, respectively.

Tripper Navigation is offered as standard fitment on the Super Meteor 650.

According to a media report, Royal Enfield will soon offer Tripper Navigation as an optional accessory on the Interceptor and Continental GT 650.

Royal Enfield recently introduced several updates on the 650 Twins. The bikes now come with alloy wheels, new switchgear and LED headlights. Besides Tripper Navigation, customers will also be able to equip their bikes with LED turn indicators.

The Tripper Navigation pod will attach to the existing twin-pod instrument console. It is essentially a Bluetooth-enabled display that shows distance and direction metrics. Reports suggest that customers will have to shell out Rs 5,000 extra for this feature.

Tripper Navigation is offered as standard fitment on the Super Meteor 650. It is unclear if it would be possible to equip older Interceptors and Continental GTs with this feature.

Source: Autocar India

The 2023 Interceptor 650 and Continental GT 650 are priced at Rs 3.03 lakh and Rs 3.19 lakh (ex-showroom), respectively.

Royal Enfield has commenced deliveries of the 2023 Interceptor 650 and Continental GT 650 in India.

The 2023 edition of the Interceptor and Continental GT was launched earlier this month. Both bikes get a few updates, which include a new seat, a USB charging port, new switchgear and an LED headlamp.

Royal Enfield has also introduced new colour schemes for the 650 Twins. The Interceptor is offered in Black Ray & Barcelona Blue as well as a Cali Green and a dual-tone shade called Black Pearl. The Continental GT comes in Slipstream Blue and Apex Grey. Both models get a blacked-out engine, exhaust and alloy wheels shod with tubeless tyres.

Powering the 650 Twins is the same 647.95cc, twin-cylinder engine which is now OBD-2 compliant. It makes 47 BHP @ 7,250 rpm and 52.3 Nm @ 5,150 rpm and is paired with a 6-speed gearbox.

Both bikes get a new seat, a USB charging port, new switchgear and a new LED headlamp.

Royal Enfield has launched the Interceptor 650 and Continental GT 650 for the 2023 model year. Both models get a few updates and are priced at Rs 3.03 lakh and Rs 3.19 lakh (ex-showroom).

The 2023 Interceptor 650 and Continental GT 650 get an updated seat that is said to be more comfortable, a USB charging port, new switchgear and a new LED headlamp.

Powering the 650 Twins is the same 647.95cc, twin-cylinder engine which is now OBD-2 compliant. It makes 47 BHP @ 7,250 rpm and 52.3 Nm @ 5,150 rpm and is paired with a 6-speed gearbox.

The updated range of Royal Enfield’s 650 Twins is available in new colour schemes with a blacked-out engine, exhaust and alloy wheels shod with tubeless tyres. The Interceptor is offered in Black Ray & Barcelona Blue as well as a Cali Green and a dual-tone shade called Black Pearl. The Continental GT comes in Slipstream Blue and Apex Grey.