[{"id":84913,"date":"2018-10-04T18:25:06","date_gmt":"2018-10-04T22:25:06","guid":{"rendered":"http:\/\/www.motorcycle.com\/?p=84913"},"modified":"2018-10-04T18:28:41","modified_gmt":"2018-10-04T22:28:41","slug":"best-standard-motorcycle-2018","status":"publish","type":"post","link":"http:\/\/www.motorcycle.com\/mobos\/best-standard-motorcycle-2018.html","title":{"rendered":"Best Standard Motorcycle of 2018"},"content":{"rendered":"

Best Standard Motorcycle of 2018: Triumph Street Triple 765 RS<\/h2>\n
By Troy Siahaan<\/a><\/span><\/div>\n

\"\"<\/a><\/p>\n

Our love affair with Triumph<\/strong><\/a>\u2019s three-cylinder engines is no secret. The Speed Triple<\/strong> has long been a favorite of ours, as has the smaller-displacing 675cc Street Triple. Last year saw the first major revamp<\/a><\/strong> of the Street Triple since 2013, with the biggest change being the dyslexia-inducing increase in engine size to 765cc. It\u2019s always a worry when a manufacturer changes a model we love, but our worries were swept away the moment we rode the new 765 S-T \u2013 it takes everything we adore about the outgoing model and amplifies it some more. It\u2019s so good, in fact, that Brent damn near cried man tears<\/a><\/strong> when he finally had to part with it.<\/p>\n

What makes the 765 S-T so good is the same thing that made its predecessor a favorite: the howling Triple. The modest increase in power ups the fun quotient without making it an arm-puller like the KTM Super Duke R<\/strong>, and that luscious exhaust note has only gotten better with time. Couple that with a Continental electronics package, including ride-by-wire throttle, ride modes, switchable ABS, switchable Triumph Traction Control, and self-cancelling turn signals. Opt for the up-spec R<\/strong> or RS<\/strong> models and you enjoy a slip and assist clutch, while the RS is also endowed with a quickshifter. None of the models, however, offer cruise control which, on a bike where complaints are few and far between, seems like an oversight.<\/p>\n

The lack of cruise control aside, the new Street Triple offers the kind of unadulterated fun we can\u2019t help but love in a motorcycle. Other machines, like the MV Agusta<\/a> Brutale 800<\/strong>, offer a similar mix of ingredients, but Triumph\u2019s finished recipe offers a dish our own Gordon Ramsays easily chose over its Italian rival<\/a><\/strong>. With more power, agile handling, a host of electronic aids that help \u2013 not hinder \u2013 the ride, and styling that stays true to the Street Triple brand, what\u2019s not to love?<\/p>\n


\n

Best Standard Motorcycle of 2018 Runner-Up: Kawasaki Z900RS Cafe<\/h2>\n
By Evans Brasfield<\/a><\/span><\/div>\n

\"\"<\/a><\/p>\n

Every now and then, a bike comes along that, though minimally different from its sibling, has the special sauce that sets it apart. The 2018 Kawasaki Z900RS Cafe<\/a><\/strong> is one of those machines. Though essentially the same as its older sibling, the 2018 Kawasaki Z900RS<\/a><\/strong>, the changes combine to make the Cafe significantly better.<\/p>\n

2018 Kawasaki Z900RS Cafe Review<\/b><\/a><\/p>\n

Drawing inspiration from the Kawasaki<\/strong><\/a>\u2019s 1982-1983 KZ1000R<\/strong> that Eddie Lawson<\/strong> rode to two consecutive AMA Superbike championships, Kawasaki updated the color scheme and added a bikini fairing that stylistically matched the curvier shape of the Z900RS. The other notable change was a new bend to the handlebar that put the rider in a slightly more forward-canted riding position, which turned out to be better for both combating highway wind blast and negotiating circuitous roads. Finally, an unmentioned (by Kawasaki) change appeared through smoother EFI function that virtually eliminated the off-\/on-throttle abruptness that the plain RS had exhibited.<\/p>\n

The result of all of these little changes is a Goldilocks motorcycle that simply hits the MO<\/i> staff in their collective happy places \u2013 whether in the morning commute bump-and-grind or a weekend trip into the countryside. Add a MSRP of $11,499, and Kawasaki has a winner on its hands. The only drawback that we are aware of is that the Z900RS Cafe is a limited production motorcycle, meaning you may have to work to buy one if you haven\u2019t done so already. These reasons are why the 2018 Kawasaki Z900RS Cafe is the Best Standard Motorcycle of 2018 Runner-Up.<\/p>\n


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Motorcycle.com Best of 2018 Categories<\/h2>\n\n\n\n\n\n\n
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Best Standard Motorcycle of 2018: Triumph Street Triple 765 RS<\/p>\n","protected":false},"author":40,"featured_media":84915,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":[],"categories":[4850],"tags":[6519,1126,4458,9039,778,682,2262,387,2557,9041],"_links":{"self":[{"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/posts\/84913"}],"collection":[{"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/users\/40"}],"replies":[{"embeddable":true,"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/comments?post=84913"}],"version-history":[{"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/posts\/84913\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/media\/84915"}],"wp:attachment":[{"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/media?parent=84913"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/categories?post=84913"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/tags?post=84913"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}},{"id":84805,"date":"2018-10-03T23:06:24","date_gmt":"2018-10-04T03:06:24","guid":{"rendered":"http:\/\/www.motorcycle.com\/?p=84805"},"modified":"2018-10-04T18:28:25","modified_gmt":"2018-10-04T22:28:25","slug":"best-sport-touring-motorcycle-2018","status":"publish","type":"post","link":"http:\/\/www.motorcycle.com\/mobos\/best-sport-touring-motorcycle-2018.html","title":{"rendered":"Best Sport-Touring Motorcycle of 2018"},"content":{"rendered":"

Best Sport-Touring Motorcycle of 2018: Kawasaki Ninja H2 SX SE<\/h2>\n

\"\"<\/a><\/p>\n

This was a pretty easy pick. The newly domesticated version of the mighty supercharged Kawasaki<\/strong><\/a> makes enough power in stock form \u2013 171 on our dyno \u2013 to provide even the sickest speedfreak a full dose, but it does so in a sneaky, gentlemanly way: That air-cooled supercharger means the 998 cc Four only needs 10,000 rpm to produce all that power, and it\u2019s making 89 lb-ft. of torque at only 8600 rpm. Suddenly the world is flying into your faceshield at an alarming rate, with no vibratory or auditory warning. Holy Kawasaki!<\/i> That\u2019s what we call efficiency<\/i>, of which another byproduct is the SE\u2019s ability to squeeze 40+ mpg from a gallon of gas, which gives it 200-mile range.<\/p>\n

On this bike, you could go that far in about an hour-and-a-half, but since it\u2019s also got the best suspension on any Kawasaki ever, along with great ergos and creature comforts, you can sit there much longer. The first electronic cruise control on a Kawasaki \u201csportbike\u201d ever also makes it a sport-tourer, this inline Four is uncannily smooth, you\u2019ve got saddlebags, centerstand, etc.<\/p>\n

\"\"<\/a><\/p>\n

The SE goes a step further by including cornering lights, a quickshifter, heated grips, all the latest buzz acronyms including TFT, IMU, and lean-sensitive ABS.<\/p>\n

Kawasaki H2 SX SE Review<\/a><\/strong><\/p>\n

Then there\u2019s the fact that the SE is gorgeous in spite of its being green. They don\u2019t put the Rivermark logo on just any Kawi, and this bike was meant to show the world what Kawasaki can do. The trellis frame doesn\u2019t just look cool, it allows more airflow which helps keep the engine cool. The single-sided swingarm is swell, the level of fit and finish wherever you look is a notch or two above what you expected, and the beauty you can\u2019t see is that this one, at 576 pounds wet, comes in about 100 lbs lighter than the old Concours 14.<\/p>\n

$22,000 for the SX SE is a steal, but you can pick up a base model for just $19k if you just like to practice abstemiousness.<\/p>\n


\n

Best Sport-Touring Motorcycle of 2018 Runner-Up: Yamaha Tracer 900 GT<\/h2>\n

\"\"<\/a><\/p>\n

Less really can be more, especially if we\u2019re talking less weight \u2013 the Tracer 900 GT<\/strong> tipped our scales at under 500 pounds \u2013 in a motorcycle that still contains all the minimum daily requirements for proper sport-touring: decent and adjustable wind protection, plenty of power from the soulful 847cc Triple, 45-mpg fuel efficiency, all-day comfort, cruise control, standard hard luggage…<\/p>\n

For $12,999, you might not expect also a TFT instrument panel, heated grips, a 12v outlet up front, or a standard centerstand for the chain-lube obsessed.<\/p>\n

The basic building block is the FJ-09<\/strong> (another Yamaha<\/strong><\/a> we liked a lot), but Yamaha listened to exactly what those owners wanted in delivering this new, reskinned model. Plusher seating for rider and passenger spread out over an expansive cockpit, sleeker bag mounts, and adjustable suspension with a remote preload adjuster knob.<\/p>\n

\"\"<\/a><\/p>\n

We\u2019ve always been fans of this Yamaha Triple, and in the Tracer GT, it seems to have found an excellent home; throttle response is smooth and spot-on, and the engine\u2019s torquey nature and linear delivery are perfect for long-distance touring. So much so that yours truly did a 1048-mile day riding the Tracer back from its launch in Portland a couple months ago, feeling no ill effects afterward at all.<\/p>\n

2019 Yamaha Tracer 900 GT Review<\/a><\/strong><\/p>\n

You can obviously spend a lot more money on a sport-tourer with more power (and fuel consumption and weight), or a more prestigious country of origin, but downsizing and downpowering don\u2019t feel like compromises at all in this case. In fact, they seem like a step in the right direction when you reach a certain experience level, harumph.<\/p>\n

Check your shoe size before you get too excited, though: Some riders with dogs on the larger size complain their heels bang into the passenger peg mounts, which you need because they\u2019re also part of the bag mounts. If the Tracer fits, though, it\u2019s a hard bike not to love.<\/p>\n


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Motorcycle.com Best of 2018 Categories<\/h2>\n\n\n\n\n\n\n
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Best Sport-Touring Motorcycle of 2018: Kawasaki Ninja H2 SX SE<\/p>\n","protected":false},"author":68,"featured_media":84809,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":[],"categories":[4850],"tags":[8396,6965,1523,4458,8983,4851,1883,371,5910,4460],"_links":{"self":[{"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/posts\/84805"}],"collection":[{"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/users\/68"}],"replies":[{"embeddable":true,"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/comments?post=84805"}],"version-history":[{"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/posts\/84805\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/media\/84809"}],"wp:attachment":[{"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/media?parent=84805"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/categories?post=84805"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/www.motorcycle.com\/wp-json\/wp\/v2\/tags?post=84805"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}},{"id":84775,"date":"2018-10-03T21:04:25","date_gmt":"2018-10-04T01:04:25","guid":{"rendered":"http:\/\/www.motorcycle.com\/?p=84775"},"modified":"2018-10-03T21:04:25","modified_gmt":"2018-10-04T01:04:25","slug":"2019-royal-enfield-continental-gt-650-interceptor-650-review-first-ride","status":"publish","type":"post","link":"http:\/\/www.motorcycle.com\/manufacturer\/royal-enfield\/2019-royal-enfield-continental-gt-650-interceptor-650-review-first-ride.html","title":{"rendered":"2019 Royal Enfield Continental GT 650 And Interceptor 650 Review \u2013 First Ride"},"content":{"rendered":"

2019 Royal Enfield Continental GT 650<\/h4>Editor Score:<\/span> 85.5%<\/span><\/strong>
Engine <\/td>17.0\/20<\/td><\/tr>
Suspension\/Handling <\/td> 12.5\/15 <\/td><\/tr>
Transmission\/Clutch <\/td>8.75\/10<\/td><\/tr>
Brakes <\/td>8.0\/10 <\/td><\/tr>
Instruments\/Controls<\/td>3.5\/5 <\/td><\/tr>
Ergonomics\/Comfort <\/td>8.5\/10 <\/td><\/tr>
Appearance\/Quality <\/td>9.0\/10<\/td><\/tr>
Desirability <\/td>9.0\/10<\/td><\/tr>
Value <\/td>9.25\/10<\/td><\/tr>
Overall Score<\/strong><\/td>85.5\/100<\/strong><\/td><\/tr><\/tbody><\/table><\/span>\n

Ever since my interview last December with Rod Copes, President of Royal Enfield North America, I\u2019ve been looking forward to experiencing the new 650 Twin the company developed for the Continental GT 650 and the Interceptor 650. The common engine and chassis underlying these two models represent just one of \u201cseveral\u201d platforms slated to be released by RE in the next 3-5 years, according to Copes. Additionally, Copes claims that these platforms will all be aimed at the 400-700cc category because Royal Enfield wants to be the global leader in the middle-weight segment, which he thinks is underutilized as most manufacturers have been exploiting the heavy-weight market with its wider profit margins. Since I am a fan of both middle-weights and parallel Twins, these were heady statements to receive.\u00a0<\/span><\/p>\n

Interview: Rod Copes, President Of Royal Enfield North America<\/b><\/a><\/p>\n

With those thoughts in mind, I arrived in Santa Cruz, California where Royal Enfield had gathered over 100 members of the international moto-press for two days of riding the Continental GT 650 and Interceptor 650. Would the 650 Twin be enough to propel Royal Enfield out of the niche it\u2019s occupied in the U.S. with its funky small displacement Singles? The Himalayan<\/a> has certainly turned heads in recent months and has proved popular with the MO<\/i> staff. I could hardly wait to get in the saddles.\u00a0<\/span><\/p>\n

2018 Royal Enfield Himalayan First Ride Review<\/b><\/a><\/p>\n

\"\"<\/a><\/p>\n

The 650 Twin<\/h2>\n

While Royal Enfield\u2019s 650 Twin May look dated, it\u2019s a decidedly modern unit \u2013 even with the air\/oil-cooling. Every facet of the engine\u2019s character was considered during the development. For example, three mule engines were built early on so that the type of crankshaft could be considered. Development riders and RE officials were able to ride bikes with a 180-, 270-, and 360-degree cranks back-to-back to directly judge which achieved the proper character and sound they desired. In the end, a 270-degree crankshaft was settled upon.\u00a0<\/span><\/p>\n

A pair of pistons with a 78mm x 67.8mm bore and stroke brings the actual displacement to 648cc and breathes through a four-valve head. Each of the rocker arms in the SOHC head features a rolling follower to relay the valve timing to two valves via a pair of fingers. Adjustment is via screw and locknut for easy maintenance. Inside the cylinders, the compression ratio is kept to a relatively tame 9.5:1. Finally, the twin pistons have their inherent vibrations quelled by a gear-driven counter-balancer.\u00a0<\/span><\/p>\n

\"\"<\/a>

The beauty is on the inside, too. Note the counterbalancer on the bottom left. Each of the rocker arms has two fingers to actuate the valves.<\/p><\/div>\n

Although the counterbalanced 411cc Single in the Himalayan should have prepared me for the first time I eased out the 650\u2019s clutch and pulled into traffic, I was still shocked at how smooth the new engine was. It\u2019s hard to shake the impression left by the older 535 Singles. Nevertheless, the 650 is quite smooth. In fact, vibrations don\u2019t make their way into the pegs until the tachometer hits 5,500 rpm or the grips at about 6,200 rpm. The vibrations never become objectionable even when he engine is about to tap its 7,500 rpm redline. But I\u2019m getting ahead of myself.\u00a0<\/span><\/p>\n

Negotiating what passes for traffic in Santa Cruz, the RE\u2019s engine purred along, giving a delightful burble from its dual exhausts. The engine\u2019s torque even allowed me to pull along at about 1,500 rpm without downshifting when I felt lazy in the slow-moving traffic. Between 2,000 and 2,500 rpm, 80% of the engines claimed 38.4 lb-ft of torque are available. The slip assist clutch is remarkably easy to modulate, and I appreciate the non-adjustable lever\u2019s ease of use. For example, at one point during the second day\u2019s ride, we got stuck behind a truck painting lines on a narrow two-lane road. For almost 15 minutes, we crept along in first gear at approximately 5 mph, working the friction zone the entire time. The slip assist clutch saved the day! Commuters will thank Royal Enfield for including it.\u00a0<\/span><\/p>\n

\"\"<\/a><\/p>\n

When it came time to shift gears, the cogs change smoothly, though maybe not as buttery as the best Japanese models. However, I never missed a shift, even when banging clutchless upshifts.\u00a0<\/span><\/p>\n

The fuel metering from the dual throttle bodies is spot on. No matter the rpm or whether the engine is accelerating or decelerating, the throttle transitions are silky-smooth. I can\u2019t emphasize what a pleasure this engine is to sweep up and down through the rpm range. As the speed increases and the wind noise begins to drown out the exhaust note, a cool mechanical whine from the engine\u2019s primary begins to fill the rider\u2019s ears. Sweet. This is one fun engine.\u00a0<\/span><\/p>\n

Yes, the 650 Twin only makes a claimed 47 hp, so larger engines could rip its lungs out. However, that\u2019s not the point of this Twin. Like the larger-displaced Ducati Scrambler, the Royal Enfield\u2019s Twin is about elemental motorcycling or just plain fun. You can burble along enjoying the view and unintimidating power, or you can crouch down and wring the rpms out, enjoying the pleasures of riding a slow bike fast.\u00a0<\/span><\/p>\n

\"2019<\/a>

The Royal Enfield Continental GT 650.<\/p><\/div>\n

The chassis<\/h2>\n

2019 Royal Enfield Interceptor 650<\/h4>Editor Score:<\/span> 86.0%<\/span><\/strong>
Engine <\/td>17.0\/20<\/td><\/tr>
Suspension\/Handling <\/td> 12.5\/15 <\/td><\/tr>
Transmission\/Clutch <\/td>8.75\/10<\/td><\/tr>
Brakes <\/td>8.0\/10 <\/td><\/tr>
Instruments\/Controls<\/td>3.5\/5 <\/td><\/tr>
Ergonomics\/Comfort <\/td>9.0\/10 <\/td><\/tr>
Appearance\/Quality <\/td>9.0\/10<\/td><\/tr>
Desirability <\/td>9.0\/10<\/td><\/tr>
Value <\/td>9.25\/10<\/td><\/tr>
Overall Score<\/strong><\/td>86\/100<\/strong><\/td><\/tr><\/tbody><\/table><\/span>\n

A steel backbone frame with dual cradles support the engine. The rake is a reasonably sporty\u00a0 <\/span>24\u00b0. Up front, a 41 mm, non-adjustable traditional fork negates the bumps while, out back, dual, preload adjustable, coil-over reservoir shocks control the rear wheel. Wheel travel is 4.5 inches and 3.5 inches front and rear, respectively. The wheels themselves are 18-inch spoked items with bespoke tubed Pirelli Phantom Sportscomp RS tires.\u00a0<\/span><\/p>\n

On the road at moderate speeds, the suspenders are in their happy place, gobbling up road irregularities. As the pace increases, however, their ability to cope with bumps gets tested. Overall, the suspenders are able to handle the initial impact quite well. It\u2019s the rebound that poses the problem.\u00a0<\/span><\/p>\n

The Royal Enfield\u2019s boingy ride is clearly contributed to by the lack of rebound in the fork. I\u2019m less clear about what is going on in the rear. In a late night discussion with another journalist that had us outside the hotel bouncing an Interceptor on its suspension, he attempted to convince me that the back end was actually packing (i. e. not extending quickly enough from bump to bump, resulting in less available suspension travel).\u00a0 <\/span>While the suspension forces we were able to generate by hand did have the back of the bike uncompressing much slower than the front, the sensations I\u2019ve gotten from the seat told me that, after high-speed compression, the back rebounds too quickly. Clearly, I need to get some more seat time on this bike to be sure. However, I feel that the fact that I\u2019m having this internal debate at all points to how well the suspension on the Royal Enfield Twins works for bikes in this price range.\u00a0<\/span><\/p>\n

\"\"<\/a>

The twin shocks are adjustable for preload only, via a ramped adjuster.<\/p><\/div>\n

With 18-inch wheels front and rear, I was prepared for potentially staid steering dynamics. I was wrong. The leverage provided by the Interceptor\u2019s wide bar and the GT\u2019s clip-ons allowed me to bend the bikes into a series of tight corners with surprising alacrity. While not the snap of a hyper-sports bike, it still provides the sure-footedness of a sporty standard. Our route ran the gamut from high-speed sweepers to tight-n-twisty first- and second-gear corners, so I was able to test the bikes in a good variety of conditions. (I hear we passed some amazing scenery out in the rolling hills and through the maze of redwoods, but I was too enthralled with the ride to notice.)<\/p>\n

\"\"<\/a>

The twin shocks are adjustable for preload only, via a ramped adjuster.<\/p><\/div>\n

Aside from the excessive rebound I\u2019ve already discussed, the only handling issue I noticed is an occasional tendency to wobble at high speeds. On both the Interceptor and the GT, this wobble briefly appears in the space between peak braking force and the turn in point of a corner. Once the bikes are banked over in the corner it tracks true. Additionally, on the Interceptor, I also experienced the wobble under acceleration when cresting a hill a high speed, lightening the front wheel. I believe the Interceptor\u2019s more upright riding position puts slightly less weight on he front wheel, making it more prone to the wobble. Regardless, the wobble occurs at times when the front suspension is uncompressing, so I think the symptom is related to the excessive fork rebound. While both bikes never do anything wrong, the wobble is unsettling the first few times it happens. I think it is just the bikes\u2019 way of letting me know I was exceeding their happy place.\u00a0<\/span><\/p>\n

I want to compliment Royal Enfield on its selection of the testing routes for the Interceptor and the Continental GT. Where some manufacturers might select roads with only the smoothest pavement in order to mask any shortcomings of their motorcycle, my two days of riding covered the full gamut of surfaces from billiard table smooth to bumpy tight corners and everything in between. Clearly, Royal Enfield was confident in their 650 Twins\u2019 capabilities.\u00a0<\/span><\/p>\n

\"\"<\/a>

The Royal Enfield Interceptor 650. The flyscreen is an accessory.<\/p><\/div>\n

Interceptor 650<\/h2>\n

While the chassis is exactly the same for the Twins, some particulars make the Interceptor unique. First, the handlebar places the rider in a comfortable upright position. The pegs assist in this by placing the rider\u2019s toes adjacent to the rear of the engine for an extremely comfortable rider triangle. Royal Enfield has given the bikes a retro styling that consistently plays across the motorcycle. The flat, couch-like seat offers plenty of room for two and looks like it would have been at home during the era of the Universal Japanese Motorcycle \u2013 and that’s exactly what inspired Royal Enfield.\u00a0<\/span><\/p>\n

The era that the Interceptor\u2019s designers were inspired by comes from the years 1960-1970 in which the California youth lifestyle-inspired Interceptor 700 was manufactured.\u00a0 <\/span>Although clearly a modernized vision of the 700, the Interceptor 650 feels true to its inspiration.\u00a0 <\/span>When looking at the Interceptor 650, the resemblance is clear from the headlight to the chrome wheels to the fork gaiters to the seat shape and the dual shocks. Royal Enfield has created the right combination of modern and retro.<\/p>\n