Royal Enfield Super Meteor Vs Royal Enfield Interceptor Comparison Review

The 650s have truly changed the game for Royal Enfield. In simple terms, they have made big motorcycles accessible to the average person with a penchant for motorcycling, and we couldn’t be happier about it. The Interceptor 650 and Super Meteor 650 are, then, the perfect entry point into the world of big motorcycles. Now, before you ask why the Continental GT 650 isn’t included here, let me just say that the Conti requires a much more committed rider and isn’t everyone’s cup of tea. The Interceptor and Super Meteor, on the other hand, allow any motorcyclist to hop on with a promise of a joyous ride. 

Why These Two?

So, what makes these motorcycles special? Well, first and foremost, they are both Royal Enfields. And for most of us, the name is enough to evoke a sense of nostalgia. Riding an Enfield feels special, at least in India, for it evokes a sense of connection with our ancestors who once enjoyed a similar feeling of riding an Enfield – it’s simply magical! 

Now, historically, Enfields were never synonymous with reliability, but the introduction of the new 650s – all three of them – has changed that. They are superbly refined, have excellent build quality, and they run like a charm. Notably, the development of the 650s marked RE’s foray into the twin-cylinder technology for the first time, along with a bunch of other firsts, and it pretty much got it right. Consequently, the Interceptor and the Super Meteor have achieved not only an immediate cult status but also established themselves as wonderful motorcycles that work flawlessly.

Furthermore, both bikes offer an exceptional value proposition, making them an excellent choice for your first big motorcycle. In fact, I am being modest here! Nothing even comes close to matching the phenomenal value of the 650s for the simple reason – they offer an unparallel blend of an immersive riding experience and affordability. 

Interception Time

The Interceptor received an update in 2023, addressing regulatory requirements such as the OBD II compliance. Additionally, other notable changes include black alloy wheels, an LED headlight, a blacked-out engine, a blacked-out exhaust, adjustable levers, rotary-style switches, and a USB charging port on the left side of the handlebar. A few new colour schemes have also been introduced. Everything else remains untouched. In short, the new Interceptor looks like a retro motorcycle with a proper sense of contemporaneity, offering a seamless amalgamation of the past and the present. To phrase it another way, the Interceptor seems to have captured the very core, the very essence of motorcycling.

Is there anything that the Interceptor can’t do? Well, not really. Granted, it’s on the heavier side, but you feel that weight only when you are trying to manoeuvre it out of a parking spot or move it around while walking next to it. The story, however, changes drastically once you thumb the starter and twist the throttle, and suddenly the weight magically disappears – or so it feels! In other words, it’s quite easy to steer it into tight gaps, take corners, and even bring it to a quick halt. Just keep in mind that the Interceptor responds best when you work the handlebar – throwing your body weight from one side to the other isn’t really going to work in your favour.

The suspension of the Interceptor, however, is a divisive affair. At slow speeds, it is as comfortable as one could desire, but when you pick up the pace, the suspension always seems busy with small undulations – it never quite settles into a steady rhythm. Personally, I like it, for I enjoy a motorcycle that is a bit fidgety and remains lively on the road, but for many, it can be disconcerting. The seat can be another point of contention for some – it’s quite firm and may require some time to get used to.

A Super-Easy Ride

So, how different is the Super Meteor from the Interceptor? Well, if the Interceptor is tea, the Super Meteor is coffee. Almost everything about the two motorcycles is different, except for the engine, switch gear, levers, and headlight. You start noticing the differences as soon as you swing your leg over the Super Meteor. Not only does it have a visually lower profile but also a very low seating position – a significant advantage for short riders. Like a cruiser, you kind of reach up to grip the handlebar. At this point, I must mention that manoeuvring the Super Meteor around a parking lot is easier than the Interceptor, especially when you are seated on the motorcycle.

The Super Meteor, too, likes to take things in its stride out on the open road. It’s surprisingly nimble for what it is – a cruiser. It can navigate through tight gaps and quickly come to a stop. However, what’s even more surprising is that its front end provides more feedback than that of the Interceptor. Although the Super Meteor is a long bike, its size seems to shrink when you are riding it. It can also be equipped with an optional windscreen, which can significantly reduce wind blast, making a meaningful difference in your riding experience.

For the Super Meteor too, its suspension, or its lack thereof, is a problem. Now, RE offers USD Showa forks at the front, but it’s the rear where the problem lies. To put it simply, it’s too stiff, and even the slightest undulations on the road have the potential to launch you into the air at highway speeds – certainly not a pleasant experience, I must say. This makes the ride experience something that you wouldn’t call comfortable most of the time. However, on smooth roads, the Super Meteor is the better of the two at munching miles, given its relaxed riding posture.

The Sugar in the Pot

Now, one of the things common to both these motorcycles is the 650cc parallel-twin engine – a gem of a power plant, and we have nothing but praise for it. This engine offers enough low-end grunt, a decent mid-range, and a solid top-end, and it’s exceptionally refined. The power outputs of both motorcycles are similar, although RE has tuned the engine in the Super Meteor to ensure that its peak torque kicks in at a slightly higher rpm than that of the Interceptor. It’s not a difference that’s noticeable in the real world, even when riding them back-to-back. The idea behind this change was to mask the Super Meteor’s heavier kerb weight. Both motorcycles feature a super slick 6-speed transmission. You can be a bit aggressive in your shifts, and more often than not, you won’t even need to use the clutch. However, I did find that the Super Meteor requires a bit more clutch input compared to the Interceptor. If you prefer to use the clutch when changing gears, as you should when riding generally, then you won’t find any difference between the two.

Verdict

Coming to the crux of the matter, the Super Meteor demands around ₹30,000 to 50,000 more than the Interceptor, depending on the variant you would pick. And I would say that this price difference is more than justified, given the Super Meteor’s better paint finish, superior build quality, and increased equipment levels. All of that aside, it’s a motorcycle that is best reserved for weekend rides or long road trips. Dealing with the challenges of everyday commutes may prove to be a bit, or a lot, taxing for your back, depending on how much you slow down for potholes. The Interceptor, on the other hand, can handle daily commutes in its sleep, but it won’t offer the same level of refinement as the Super Meteor.

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The Interceptor benefits from being in the Royal Enfield family as it gets the latest switch gear that was first introduced on the  Super Meteor, which feels premium.