With a legacy of more than 120 years, it could be difficult to create one that stands out from the rest. For Royal Enfield, 2023 will likely be remembered as one of the brand’s most successful years since the production of its first motorcycle in 1901.
Launching all-new models such as the Scram 411, Hunter 350 and Super Meteor 650 as well as rolling out updates to other parts of its ever growing stable of motorcycles, not to mention opening a brand-new technology and training centre in Texas, Royal Enfield served notice that the company’s transition from utilitarian air-cooled single-cylinder machines to a manufacturer of modern classics with the latest technology is well underway.
While other OEMs remain committed to their established customer base, Royal Enfield continues to press boundaries and move beyond its historical demographic with products and well-thought-out marketing campaigns targeted at both experienced riders and urban commuters as well as the all-important new rider.
Anyone in search of proof of whether Royal Enfield’s strategy is working only need look to the company’s most recent annual financial results which include global sales of 920,000 units in 2023 (a 16.2 percent increase over 2022). In addition to closing in on the holy grail of 1 million units per year, these results reflect the company’s focus on the North American market where sales volumes increased by 17 percent compared to the previous year.
Not content to rest on their laurels for even a moment, Royal Enfield capped off 2023 with an invitation for journalists from around the globe to join them in Los Angeles, CA to experience their latest offering, the Shotgun 650.
While the chance to escape winter and spend a few days in sunny California just before Christmas made a positive RSVP a simple decision, the Shotgun 650 is an intriguing proposition that truly reflects Royal Enfield’s ongoing transition as a company and I was anxious to experience it. A test ride of the new Super Meteor earlier in 2023 had already made me a fan of the 648 cc parallel twin that is shared with the Shotgun, but this latest model offered a different approach.
Originally introduced as a the SG650 concept at the 2021 EICMA show, the Shotgun 650 was inspired by the long-standing position that the brand holds within custom culture, where a quick online search of “Royal Enfield Custom” yields thousands of one-of-a-kind motorcycles that builders have created over the years. Presented as a blank canvas for owners to express their individuality, the Shotgun 650 can be ridden right off the showroom floor, easily customized with OEM accessories or serve as the platform for a custom build.
The unveiling of the bike at LA’s ultra-hip Bike Shed Moto Co. offered the first opportunity to experience the bike’s “cruiser meets café racer” appearance. Anchored by the front end with a solid 43 mm inverted big piston Showa fork, the eye naturally drifts up past the headlight cowl and wide handlebar before moving along the flat surface of the fuel tank and onto to solo seat which has been constructed to provide the effect that it floats above the rear fender and twin rear shocks evoking a minimalist sensation in the overall design. The Shotgun ships standard with a removable sub frame that holds the passenger seat, however given the great visual with it removed, I would anticipate that the majority of Shotguns will spend most of their time in the solo seat configuration. The low-slung exhaust on either side of the bike, finished in matte black add the overall feel of the bike and its absence of chrome with the only initial complaint being the pea-shooter shape of the exhaust tips that looked completely out of place.
This reveal also included multiple custom versions of the Shotgun 650 from some of the most well-known builders in the world. While these creations were impressive, these initial customizations were limited to specific bodywork elements that Royal Enfield had provided in advance. Moving forward it will be interesting to see the level of creativity that this motorcycle will inspire within the custom world.
The following morning it was time to experience the Shotgun 650 from the saddle, where differences from the bike’s Super Meteor stablemate quickly became evident. In addition to the 18-inch front and 17-inch rear (the Super Meteor utilizes a 19-inch front and 16-inch rear), the geometry of the Shotgun is further altered by lowering the front by 33 mm (1.3 in) and raising the rear by 20 mm (0.8 in).
Moving the handlebar forward and lower, combined with the footpegs which have been relocated back and lower to a true mid position, leaves the rider in a nicely relaxed position with a slightly forward leaning bias. At a height of 795 mm (31.3 in) the seat is high enough to allow a relaxed position for your legs but still kept the ground within easy for my limited 30-inch inseam. Sitting on the bike in the parking lot my only concern was that the footpegs looked pretty close to the asphalt and left me wondering how long it would be before they started grinding on the road surface (more on that in few minutes).
Instrumentation is by design limited to an analog speedometer with an LED display providing basic information. Royal Enfield’s Tripper navigation pod is also included. Personally, I would like to see a tachometer as well, but I also appreciate the classic minimalist look of the speedometer-only setup.
A ride through busy morning traffic on the downtown LA streets provided insight into the Shotgun’s handling capabilities as we worked our way through stop and go traffic. I do have admit to being initially skeptical of the use of a single 320 mm disc brake on the front, especially considering the bike’s wet weight of 240 kg (529 lb), however the single front and rear (300 mm) disc combo each with twin piston calipers from ByBre proved to be more than sufficient even when an interrupted daydreaming session left me having to stop aggressively.
Following a photo stop in the downtown area, a quick ride along the freeway brough us to a stretch of twisties that were not only world-class, but seemed to go on forever and provided the perfect opportunity to wind out the Shotgun 650 and its claimed 46.4 horsepower (at 7,250 rpm) and 38.6 ft-lb of torque (at 5,650). As to the question of how the Shotgun handled in this situation, this is the point where our story takes an interesting turn.
Earlier the day as we were preparing for our ride and the photographers were taking the standard shots of each rider holding a sign with their name on it (this assists them in sorting through the hundreds of photos they capture at a press event) I noticed that one of the signs had the name Freddie Spencer on it and thought “what a coincidence that someone has the same name as a famous road racer.” Well, turns out it wasn’t a coincidence, it was in fact Mr. Freddie Spencer who was joining us for our ride, and when he pulled in front of me and tapped the tail of his bike, I knew we were about to take the Shotgun on a serious test ride.
The next 45 minutes were some of the most exhilarating riding I have ever done as I checked off the previously unknown bucket list item of canyon chasing with a world champ. Adding to the smile that seemed to be permanently affixed to my face was the fact that the Shotgun performance was simply amazing. It seemed that the harder we pushed, the better the bike responded, remaining solid under hard braking, fast sweeping corners and tight twisties alike, and accelerating hard out of corners as I did my best to keep up with Mr. Spencer. While this bike is by no means a sport bike, the geometry changes from the Super Meteor were definitely noticeable, especially when working through side-to-side transitions.
The only casualties from this spirited ride were the foot pegs, which spent a lot of time grinding along the pavement, but even at those lean angles, the Shotgun still gave the impression that there was more to offer.
Navigating rush hour traffic along the freeways as we made our way back into downtown LA, the bike’s maneuverability and relatively narrow 820 mm (32.3 in) overall width made the Shotgun an effective lane splitter, adding ‘capable urban commuter’ to its growing resume.
Back at the hotel, making notes about the day’s ride, I reflected on the Shotgun 650’s potential audience. Set to arrive in North America this spring, pricing in this market has not yet been announced; however, previous model launches from Royal Enfield have been consistently offered great value propositions, so I would anticipate this model to also come in at a competitive price point, which will only add to its appeal.
Highly capable in urban settings, more than capable of tearing up the twisties on a weekend and eye-catching enough to cruise over to your favourite bike night, the Shotgun 650 has a lot to offer, even before you consider the appeal to the custom market it was designed for. Yes, there is a growing amount of competition in the mid-displacement segments, but Royal Enfield continues to impress and if 2023 was any indication they are just getting started.
2024 Royal Enfield Shotgun 650
- Suggested Retail: TBA
- Colours: Sheetmetal Grey, Plasma Blue, Green Drill, Stencil White
- Engine: Air/Oil-cooled Parallel Twin
- Displacement: 648 cc
- Bore & Stroke: 78 x 67.8 mm
- Compression Ratio: 9.5:1
- Power: 46.4 hp at 7,250 rpm
- Torque: 38.6 ft-lb at 5,650 rpm
- Fuel Delivery: Fuel injected
- Final Drive: Chain
- Weight: 240 kg (529 lb) wet
- Transmission: Six speed
- Wheelbase: 1,465 mm (57.8 in)
- Seat Height: 795 mm (31.3 in)
- Suspension (front): 43 mm inverted fork
- Suspension (rear): Dual shocks
- Tire (front): 100/90-18
- Tire (rear): 150/70-17
- Brakes (front): 320 mm disc with two-piston caliper
- Brakes (rear): 300 mm with two-piston caliper
Visit the Royal Enfield website to learn more about the Shotgun 650 and the complete Royal Enfield lineup.
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