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The Royal Enfield Interceptor & Continental GT 650 are finally here!



Royal Enfield unveiled their new 650cc motorcycles at EICMA in Milan.

The Interceptor 650 and the Continental GT 650 that were developed in the U.K. are euro 4 compliant and also feature a slipper clutch and ABS disc brakes as standard. These new bikes really are looking into the future for the brand with the new modern features.

Both 650s are a parallel twin engine producing 47hp, which is the most powerful Royal Enfield engine in production. The Continental GT is styled like a café racer with a forward-leaning riding position. While the Interceptor is more of a cruiser style bike with a tear-drop shaped fuel tank, quilted twin seat and wide braced handlebars.

The new 650’s are just waiting to be customised, as a whole host of accessories are ready to be fitted to these machines: engine guards, auxiliary electrical port, chrome stainless steel silencers, fly screens, seat cowls and soft panniers are ready to be fitted to the new 650cc motorcycles.

Rudratej (Rudy) Singh, President, Royal Enfield, said, “The GT has been an iconic motorcycle in Royal Enfield’s portfolio. Since its launch in 2013, the Continental GT has helped the brand strengthen its position in mature motorcycle markets across the world. In its new avatar, the Continental GT 650 is the absolute definitive cafe racer that will be loved by discerning riders across the world.”

“Being authentic, accessible and creating motorcycles that are evocative is at the core of all things we do. As a brand, we encourage our riders in their journey of self-expression and exploration. It is this idea that they relate to, even before they buy our motorcycles. The new 650 twins will help us strengthen this proposition further”.

Interceptor 650

Continental GT 650


· Type: 4 stroke, single overhead cam, air-oil cooled, 648 cc parallel twin

· Power: 47 bhp @ 7100 rpm

· Torque: 52 Nm @ 4000 rpm

· Bore x Stroke: 78 mm x 67.8 mm

· Compression Ratio: 9.5:1

· Gearbox: 6 speed

· Fuel Management: Fuel injection

· Ignition: Digital spark ignition – TCI


Chassis & Suspension

· FrameSteel tubular, double cradle frame

· Front Suspension41 mm front fork, 110 mm travel

· Rear SuspensionTwin coil-over shocks, 88 mm travel


· Rake: 24 degrees

· Front Wheel: 2.50×18”

· Rear Wheel: 3.50×18”

· Total Length: 2122 mm

· Total Height: 1024 mm

· Total Width: 744 mm

· Ground Clearance: 174 mm

· Seat Height: 790 mm (single seat) | 793 mm (dual seat)

· Tank Capacity: 12.5 Litres

· Kerb Weight (no fuel): 198 kg

· Payload: 200 kg

Brakes and Tyres

· Front Tyre: 100/90-18

· Rear Tyre: 130/70-18

· Front Brake: 320 mm disc, ABS

· Rear Brake: 240 mm disc, ABS

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Custom of the Week: BMW R100RS by Bolt Motor Company




MOST CUSTOM BUILDERS are juggling careers, building bikes as a side gig. Adrián Campos falls into that category: he’s the sporting director for Campos Racing, the team founded by his father Adrián Campos Sr, the former Minardi F1 driver.

Adrián Jr. is surrounded by high-tech missiles capable of 208 mph (335 kph), but he’s also nuts about motorcycles. So he started customizing classic bikes, as an antídoto to the ultra-modern race machinery that absorbs his working day.

His first build garnered enough interest to turn his side gig into a fully-fledged second business. Bolt Motor Company is now on its seventeenth build, and employs seven team members.

Bolt shares a workshop in Valencia with Campos Racing. But while the race team preps cars for the Formula 2, Formula 3 and GP3 race series, Adrián is swinging spanners on bikes like this stunning 1982 BMW R100RS.

We’ll admit it’s not the wildest custom boxer we’ve seen. But even though the style is well established, the perfect proportions and level of finish are something else. And the client wasn’t even looking for anything fancy; “He wanted a comfortable cafe racer for two people,” says Adrián, “so that’s what we did.”

The donor arrived in a pretty good condition, but it left in an even better state. There’s fresh paint and powder everywhere, from the motor right through to the forks, frame and tank.

Bolt tweaked the airhead’s stance by lowering the front forks internally just over two inches, then installing a pair of Hagon shocks at the rear. The fuel tank is stock, but the subframe and seat are custom made. The subframe’s a bolt-on affair, and the main frame’s been detabbed and cleaned up.

The taillight’s a particularly nice touch. Bolt built it into the seat rather than the rear loop, along with integrated rear turn signals. The whole setup’s barely visible—until it lights up.

They’ve also added some room for the customer to ‘customize’ his BMW at home. There’s a second tank and seat in a different paint scheme, which can be swapped out via four fasteners for the seat, and one for the tank. The second seat has it’s own plug-and-play taillight too.

Bolt have kept things practical too. The BMW’s airbox is still in play, and it’s also equipped with a BMW oil cooler and crash bars. Plus there’s a discreet inner fender at the rear. The exhaust headers have been shortened and run into a pair of generic cone mufflers, with the side stand relocated to work around them.

The cockpit’s sporting new handlebars, grips, bar-end mirrors and Motogadget bar-end turn signals. There’s a new master brake cylinder too, with some really neat plumbing. Up front is an LED headlight, tucked into a custom-made bucket.

Bolt rewired the bike from top to bottom and tucked away as much as they could. A set of Motone switches have their wires running inside the bars, while a Motogadget speedo has its cable routed through the BMW’s hollow steering stem nut.

This sort of consideration is rife, with every last nook and cranny cleaned up. We’ve spotted stainless steel fasteners throughout the build, nifty choke pulls on the carbs and a OEM-looking Bolt Motor Co. plaque on the side of the motor.

The classic white BMW motorsports livery is on point too. And Bolt have shunned the ubiquitous Firestone Deluxe Champion tires, going for the saw tooth tread of Shinko Classics instead.

We doubt that Bolt #17 could lap a track anywhere near as fast as a Campos race car.

But it’s just the sort of simple, classic ride we’d pick for getting to the track in the first place—via some leisurely Spanish back roads.

This article first appeared on Bike Exif. It’s republished here by permission.

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Video: Watch Sarah Lezito show you how to drift a motorcycle



Yes, drifting on two wheels is possible. Especially if you’re an insanely talented stunt rider from France.

There are a few stunt riders worth following across social media and YouTube but few get the numbers of French stunter Sarah Lezito.

Shot in a cold, wet and snowy location, it’s hardly the easiest of environments for riding a motorcycle – although possibly better for skids! – but the control from Lezito, and her instruction, is captivating.

Why learn how to drift? Well, Lezito says that it might help in learning how to save from slipping, keeping the balance on your bike or just improving your stunting skills.

And her top tips?

  • First find a small bike – a 50cc or 125cc machine that’s easy to handle.
  • Find a slippery spot, like a wet floor after some light rain.
  • Put hard tyres on the rear and more air in the front tyre.
  • Protect everything… On you and your bike.
  • Prepare to crash. A lot.

We’re hoping she’ll be adding to her channel over the coming months and that this is the start of a series of ‘How To…’ videos from the young stunt rider.

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