2023 Royal Enfield Shotgun 650 First Ride

[Hugh Janus]

Roadster or cruiser? Whatever you call it, Royal Enfield’s spiffy 2024 Shotgun 650 is the fourth 650 twin in the brand’s lineup. (Royal Enfield/)

Is it a cruiser? A bobber? Maybe a roadster? At the global intro for the Shotgun 650, Royal Enfield made the argument that its newest bike has its feet (er, wheels) no-so-firmly planted in several categories. Enfield CEO Siddhartha Lal coined it this way: “It is a retro-futuristic interpretation of what a factory custom motorcycle with thoroughbred Royal Enfield DNA would look like. A shape-shifting machine that defies categorization…”

OK… But what we can confirm is that the newest model in Enfield’s 650 twins platform—the series that gave us both the INT650 and Continental GT standards and most recently the Super Meteor 650 cruiser—is basically the production version of the SG650 Concept shown at EICMA 2021. That build evolved the brand’s crusty retro formula to an entirely different level, lifting styling elements from the bobber, retro, and modern worlds and mashing them together for something that’s none of them. Nifty aesthetics aside, though, we were looking at the fourth model in the 650 platform to distinguish itself with more than just semantic appeals.

Reworked geometry, suspension, and ergonomics coupled with a fresh bobberlike design clearly separate Enfield’s new Shotgun 650 from the Super Meteor cruiser. (Royal Enfield/)

Overview

At its core then, the Shotgun gives us that same 650cc engine but in a more minimalist environment, surrounded by custom cues like chopped fenders and blacked-out parts, and then tweaking the geometry and ergos. Although it shares lots of other bits with the Super Meteor—the frame, gearbox, brakes, and some suspension elements are a straight swap—the Shotgun couldn’t look or feel more different, with a shorter wheelbase, tighter rake, and taller seat. Visually, the focus is on the sharper all-new bodywork, mid-set footpegs, lower handlebar, and new subframe; the angled 3.6-gallon teardrop fuel tank is new, and the LED headlamp tucks into a gorgeous, custom-looking, neo-modern aluminum nacelle that completely sells the aesthetic.

Related: 2024 Royal Enfield Shotgun 650 Debuts

Stuffed into the same Harris-designed frame as its Super Meteor stablemate, the Shotgun’s 650 parallel-twin engine is shared with the INT650 and Continental GT models and is unchanged here except for the airbox and exhaust. (Royal Enfield/)

New wheel sizes—18 inches up front and 17 inches for the rear, fitted onto tubeless 10-spoke alloy rims—also change the bike’s stance, dropping the front end and raising the rear compared to the Super Meteor. The excellent build quality seen on the Super Meteor carries over to the Shotgun, even if the shiny bits have a bit less luster and the paint is more subdued.

The Enfield design team also explained that they see this particular bike as “a blank canvas for customization,” and making those potential mods easier is the unique modular and removable subframe holding the passenger seat, giving the Shotgun the versatility to switch between three modes—single seater, or double seater, or luggage-hauling tourer—just by turning a key and popping the pillion seat off. It’s a cool and incredibly handy feature that expands the bike’s functionality as well as giving it the ability to sport three completely different looks.

The Shotgun 650 boasts a removable rear subframe that can hold a rear seat or other accessories (a rack comes with), giving riders a superconvenient feature. You can remove the subframe entirely by undoing the four bolts. (Royal Enfield/)
Worried about excessive screen time? The Shotgun’s minimal instrument layout will cure that; all you get is an analog speedo with inset LCD display for basic functions. Tripper navigation unit is on the right. (Royal Enfield/)

Cockpit and Ergos

While the Super Meteor features a relaxed and clamshell-y rider triangle, the Shotgun’s riding position is more performance-oriented, with a floating solo saddle that sits higher, flatter bars positioned lower and forward, and footpegs set in the middle rather than forward. The simple view in the cockpit is almost identical to that of the Super Meteor’s, with the round digital-analog main gauge being a straight swap from that bike. A cable throttle means you can forget about ride modes, wheelie control (as if!) and the like; ABS, LED lighting, and a USB charging port are about the extent of electronic niceties here.

Those premium-looking metal switch cubes are likewise lifted straight off the SM, though they’re blacked out on the Shotgun to match the bike’s aesthetics. Off to the right is the now-familiar Tripper navigation pod which hooks up to your phone and the RE app via Bluetooth, but unlike the Super Meteor, the Shotgun comes with the new RE Wingman in-app feature that keeps you updated on the motorcycle’s location, fuel levels, service reminders, and more.

Related: 2022 Royal Enfield INT650 Review

Also shared with the Super Meteor is the Shotgun’s main frame and 43mm upside-down fork. The fork packs the same Showa Big Piston internals but is shortened in this application. (Royal Enfield/)

Engine and Chassis

So we know the Shotgun’s engine is a carryover from the Super Meteor, and the main steel tube spine chassis isn’t a million miles apart either, connecting to the same 43mm Showa USD fork up front and exposed RSU twin shocks (adjustable for spring preload) at the rear. And although the fork is shorter on the Shotgun, it still uses the same Big Piston Separate Function internals with fixed damping and spring preload, and offers the same 4.7 inches of travel. The shocks, on the other hand, despite being 20mm taller, offer less travel; 3.5 inches versus 4 inches on the Super Meteor.

As with the SM, braking comes courtesy of Brembo subsidiary ByBre, and consists of a 320mm disc up front with a single twin-piston caliper and a 300mm rear setup also with a twin-piston caliper; twin channel Bosch ABS is standard.

Midcorner stability is solid, with the Shotgun’s front end feeling planted and well controlled in most situations. While it’s not exactly razor sharp, it’ll readily go where you point it. (Royal Enfield/)

Riding Impression

Given the 650 engine’s reputation, we had a hunch our riding day on the Shotgun was gonna be a good one. We knew the air/oil-cooled SOHC 648cc parallel twin offers power and output figures similar to the other 650s, and the last time an INT650 was strapped to the Cycle World dyno back in 2022 we squeezed 40.9 rear-wheel horsepower and 37.4 lb.-ft. of torque from the engine.

Thankfully, the simple beauty of those other twins is reflected in the Shotgun. Just turn the key, push the starter, pull in the easy-operation clutch, and off you go. The Shotgun’s slick gearbox is smooth-shifting, and both newbs and vets will love the equally smooth throttle with excellent (but not snatchy) response and dialed-in fueling. The semi-attack riding position provides better opportunity for more responsive inputs, and while the 31.3-inch saddle might feel tall to some, for this 5-foot-6 rider, the triangle was great, offering all-day comfort with a semi-easy reach to the bar and a mellow bend at the knees.

The parallel-twin engine won’t pull anyone’s arms out of their sockets, but it’s a ready and willing partner, with power building in a smooth, progressive manner. You’ll find most of the grunt down low and available from just off idle, with good midrange to back it up. The clutch has a light action which you’ll come to appreciate, as the engine will invite you to short-shift to keep things on the boil, especially in tighter turns. With its 270-degree crank the engine has lots of character and is a hoot to use, with plenty of torque on tap whether weaving through downtown traffic spots or blasting down your favorite twisties.

Related: How Much Power Does the 2022 Royal Enfield INT650 Make?

Although the Shotgun’s rear shock offers less travel (3.5 inches) than the unit on the Super Meteor, it feels more composed on sharp hits. (Royal Enfield/)

aSpeaking of turns, the Shotgun’s chassis continued to impress even in high-speed corners, where the bike felt more stable and responsive than you’d expect for a 530-pound machine. While the Enfield isn’t exactly razor sharp, it tracked where we pointed it and didn’t do anything unexpected.

Our ride around the mountains of Los Angeles revealed a host of road depressions and washouts, so the Shotgun’s suspension got a bit of a workout. In general, damping on the nonadjustable 43mm fork proved compliant, though certainly not plush, and we never reached the end of its stroke. The taller rear suspension—despite a half inch less travel—felt far less harsh than our recent experience on the Super Meteor, whose stiff springs would often bounce our 160-pound mass out of the seat. The Big Piston Showa fork feels planted and gives you a good connection to the road, even when you wick it up; the rear shock did better at bump absorption in the potholed alleys of LA’s urban core. But you will scrape a peg at even the most benign of lean angles; our jaunt through downtown was filled with the telltale crrrrrrrrr sound of metal scraping, as it echoed off the high-rises. Not to worry though; the hard parts won’t hit until you’re well past that point, according to RE reps.

Lean any further than this and you might just touch a peg down. Don’t worry; the Shotgun is still capable of hitting the twisties. (Royal Enfield/)

As for the lack of a tach? You probably don’t need it anyway, as the twin’s wide spread of power extends to around 7,000 rpm, and it begins to run out of breath somewhere around here. You’ll definitely feel it. This Enfield is probably most content at about 70–75 mph in top gear, but the engine runs smooth, thanks to near-perfect fuel-injection maps, and the six-speed transmission will give you positive shifts with nice spacing with ratios having been tweaked to suit the Shotgun’s personality.

And the Shotgun can hold its own in the canyons even with those pesky pegs getting ground down on every turn; the broad powerband is easy to tap into with torque available at almost any rpm you normally have the engine spinning on a street ride. In fact, the Shotgun feels a bit quicker on the draw (sorry…) than the Super Meteor, most likely due to that slightly different gearing. In that regard, it feels more like a roadster than a cruiser, and that’s not a bad thing.

ByBre single discs front and rear clamped by twin-piston calipers offer adequate braking performance; using both brakes on this 530-pound bike, though, will get you the best results. (Royal Enfield/)

The single disc ByBre brakes do a decent enough job of slowing the Shotgun down, but in our spirited blast through the canyons, they didn’t feel as responsive and progressive as we’d like. The standard dual-channel Bosch ABS works well though, with no real overt intervention even during hard braking situations.

A close-up of the Shotgun 650’s floating saddle, in solo configuration. Subframe attaches by four bolts near where the shock mount meets the frame loop. (Royal Enfield/)

Given the (expected) price point any complaints we might have about the Shotgun should be taken with a grain of salt, but here goes anyway. While the digi-analog instrument cluster is style-appropriate and serves up all your basic info adequately, the low-contrast display is hard to read at speed or in the sunlight. And although the Shotgun carries its weight well, we’d like it to lose a few pounds, especially when you consider its Super Meteor sibling weighs just a touch more while having a bigger tank, and the INT650 weighs nearly 50 pounds less while having most of the same kit. Luckily RE has rolled out plenty of accessories for the SG (including lighter-weight accessory mufflers) so we reckon eventual owners can start their own diet regimen for it.

Related: Royal Enfield Readies New 650 Cruisers

Slick styling, user-friendly manners, and good customizing options (and we have to believe a reasonable price, once it’s announced) make the Shotgun an excellent choice in the middleweight cruiser space. (Royal Enfield/)

While it’s hard to nail down the Shotgun (is it a cruiser that wants to be a roadster?), obvious rivals look to be Honda’s Rebel 500 and Kawasaki’s 450cc Eliminator, though we could even see it going up against Triumph’s Street Twin and Kawasaki’s Vulcan S. Just as the INT650 could be seen as a cheaper alternative to something like a Triumph Bonneville, the new Shotgun can easily serve as a lower-power equivalent of the Bonneville Bobber.

At the intro, Royal Enfield displayed customized Shotguns from several builders, as inspiration. Shown is Winston Yeh’s (of Rough Crafts) interpretation. (Royal Enfield/)

The Royal Enfield Shotgun 650 will be available in four unique colors, Stencil White, Plasma Blue, Green Drill, and Sheetmetal Grey, and the company has said it will ship to dealers in January. Which is why we’re sort of bummed it hadn’t announced MSRP at press time. Even so, if the Shotgun rings in at around the expected $7,000 range, we have to call it a solid value. The bike works well, with an extremely flexible engine, a smooth gearbox, and a nimble feel that’s sure to be appealing to riders of all stripes. Features like a three-year warranty, the Tripper navigation unit, a full toolkit, a standard centerstand only add to the value proposition that Royal Enfield seems to nail time and time again.

The lovely aluminum nacelle surrounding the LED headlight gives the Shotgun a bit of a futuristic slant. And it’s a thing of beauty. (Royal Enfield/)
The SG650 Concept, upon which the Shotgun is based. Sorry, the dual disc brakes with integrated ABS or CNC-machined billet aluminum tank didn’t make it to the production bike. (Royal Enfield/)

2024 Royal Enfield Shotgun 650 Specs

MSRP:	TBA
Engine:	SOHC, air/oil-cooled parallel twin
Displacement:	648cc
Bore x Stroke:	78.0 x 67.8mm
Compression Ratio:	9.5:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	47 hp @ 7,250 rpm
Fuel System:	EFI
Clutch:	Wet, multiplate
Frame:	Tubular steel spine
Front Suspension:	43mm inverted fork; 4.7 in. travel
Rear Suspension:	Dual exposed shocks, spring preload adjustable; 3.54 in. travel
Front Brake:	2- piston floating caliper, 320mm disc (w/ ABS)
Rear Brake:	2-piston floating caliper, 300mm disc (w/ ABS)
Wheels, Front/Rear:	Aluminum alloy; 18 in./17 in.
Tires, Front/Rear:	100/90-18 / 150/70-17 (tubeless)
Rake/Trail:	25.3°/4.0 in.
Wheelbase:	57.7 in.
Ground Clearance:	5.5 in.
Seat Height:	31.3 in.
Fuel Capacity:	3.64 gal.
Claimed Curb Weight:	530 lb.
Availability:	January 2024
Contact:	royalenfieldna.com

Source

[Catteeclan]

I don't recall seeing an uglier exhaust.

But I'm sure you'll remind me of some.

[Sir Fallsalot]

14 minutes ago, Catteeclan said:

I don't recall seeing an uglier exhaust.

But I'm sure you'll remind me of some.

Yes not the best looking exhaust but i think the B King exhaust has to be up there, the back end looks like it belongs in a cartoon to me.