In addition to earlier news about the all-new 2024 Royal Enfield Shotgun 650, the company has now released information and pricing on the 2024 Royal Enfield Continental GT 650 and INT650, both of which receive upgrades and new colors for the same MSRP as the 2023 versions. Also included in the announcement is the price of the Shotgun 650.
“We’re excited to be bringing some updates to the Continental GT 650 and INT650 that make them more comfortable and stylish,” said Mark Wells, chief of design at Royal Enfield. “The new Twins have the same old-school cool factor that fans have come to expect, but with some more premium touches.”
True to the Royal Enfield brand, the Continental GT 650 cafe racer and INT650 roadster feature retro-inspired aesthetics that lean on their 1960s origins. They’re both powered by an air/oil-cooled 648cc parallel-Twin that makes a claimed 46.4 hp at 6,250 rpm and 38.6 lb-ft of torque at 5,150 rpm and with electronic fuel injection – the same engine also found on the Shotgun 650 and Super Meteor 650.
Both bikes also feature a Harris Performance steel-tubular frame. Up front is a telescopic fork, and suspension in the rear is provided by piggy-back gas-charged twin shocks with preload adjustability. Braking comes in the form of a 2-piston front caliper with a 320mm disc and a 1-piston rear calipeer with a 240mm disc, and ABS is standard.
Upgrades to the Continental GT 650 and INT650 include LED headlights, improved CEAT tires, and an improved seat design with foam-mesh material. Also included are new aluminum switch cubes, handlebar grips, and adjustable brake and clutch levers.
These two models also get six new color options for 2024, each with their own style and personality. The 2024 Continental GT 650 will be available in two blacked-out variants: Apex Gray and Slipstream Blue. The 2024 Royal Enfield INT650 will be available in two blacked-out variants and two with a traditional chrome finish. The blacked-out color options are Barcelona Blue and Black Ray, and the colors with chrome finish are Cali Green and Black Pearl.
The 2024 Royal Enfield Continental GT 650 has an MSRP of $6,349, and the 2024 Royal Enfield INT650 starts at $6,149. The 2024 Royal Enfield Shotgun 650 has an MSRP of $6,899. All three models are on sale now at Royal Enfield dealerships throughout North America.
The Royal Enfield Shotgun 650 is a new model built on the brand’s 650 Twin platform that has a unique style and a focus on customization potential. This new bike began as a limited edition build at Motoverse 2023, and the production version Shotgun 650 will be launched across global markets in early 2024.
The Shotgun 650 features a “neo-retro” design that combines Royal Enfield’s heritage with a modern appeal.
“It is a retro-futuristic interpretation of what a factory custom motorcycle with thoroughbred Royal Enfield DNA would look like,” said Siddhartha Lal, managing director and CEO of Royal Enfield’s parent company, Eicher Motors Ltd. “A shape-shifting machine that defies categorization, both in form and in spirit, the Shotgun 650 is something absolutely new and different.”
The Shotgun 650 is powered by the 648cc parallel-Twin also found in the INT650, Continental GT, and Super Meteor 650. In the Shotgun, the engine produces a claimed 46.4 hp at 7,250 rpm and 38.6 lb-ft of torque at 5,650 rpm. The bike is said to weigh 529 lb wet, and its solo floating seat has a height of 31.3 inches. Wheelbase is 57.7 inches, rake is 25.3 degrees, and trail is 4 inches.
Suspension on the Shotgun 650 is provided by a 41mm Showa Big Piston Fork with 4.7 inches of travel and a Showa twin shock rear suspension unit with 3.5 inches of travel and five-step preload adjustability. Braking comes in the form of single discs front (320mm) and rear (300mm) paired with twin-piston calipers, and ABS is standard. The bike rides on wide 18-inch front and 17-inch rear tubeless tires.
Brightening the way is an LED headlight, and the Shotgun 650 includes two round displays and includes the Tripper navigation system. The bike also comes with the new Royal Enfield Wingman in-app feature that allows the user to access the motorcycle’s live location, fuel and engine oil levels, service reminders, and more. Also included is a USB charging port.
Royal Enfield says the Shotgun 650 is designed to be a blank canvas on which the rider can inscribe their own personality and preferences. The bike features a modular design meant to encourage customization. A range of 31 Royal Enfield accessories are available from bar-end mirrors and a sculpted solo seat to contrast-cut billet rims. It can also be fitted with a passenger seat or luggage to fit the needs of the rider.
About the design of the Shotgun 650, Mark Wells, chief of design, said, “The story of Royal Enfield is one of customization. Our customers have been taking our motorcycles and personalizing them for decades. Looking to that rich creative culture for inspiration, we unleashed our designers to ideate in that same spirit of unfettered imagination.”
Additionally, Royal Enfield has partnered with American apparel manufacturer Icon Motorsports for a line of motorcycle apparel for the Shotgun 650, and more details about this partnership are to be announced later.
The 2024 Royal Enfield Shotgun 650 will come in Stencil White, Plasma Blue, Green Drill, or Sheetmetal Grey. Pricing has not yet been announced. For more information, visit the Royal Enfield website.
You can drink a Tecate in Tecate, you can take a bath in Bath, and you can wear a fez in Fez. One of most intriguing eponymous pairings a moto-loving person can imagine is riding a Royal Enfield Himalayan in the Himalayas. The popular adventure bike has gotten a complete makeover for 2024. The question is: Can the new version bring the Himalayan into the technological present and still retain the character and charisma of the original?
Powered by an air-cooled 411cc Single, it has been a favorite of riders seeking a simple, versatile, and affordable motorcycle. Royal Enfield is a decidedly and intentionally retro manufacturer, so the company was meticulous, even plodding, in its development of an upgraded Himalayan. But the wait is over.
It is not hyperbole to say that everything about the 2024 Himalayan is new. Starting at the heart, the air-cooled 411cc Single has been replaced with a liquid-cooled 452cc Single with DOHC and 4 valves. The claimed 39.5 hp (up from a barely adequate 24) is reached at 8,000 rpm, and 29.5 lb-ft of torque (up from 24) arrives at 5,500 rpm. The new Himalayan’s entire power curve surpasses that of its predecessor, and the engine revs out farther.
The forward-canted cylinder is a visual and technological departure from the previous model’s vertical air-cooled powerplant. The engine is now a stressed member of the frame, and a new gearbox has six speeds instead of five and is part of the unit-construction, semi-dry sump engine case. Located under the fuel tank is a new airbox that provides a pleasing intake growl. Exhaust gasses run through an under-frame catalytic converter that also muffles sound, which allows for an attractively short silencer.
Suspension and braking changes are just as substantial as those to the engine. The previous conventional 41mm fork has been replaced with a Showa cartridge-type inverted fork with 43mm tubes, and the rear shock is now a linkage type with adjustable preload. Suspension travel is 7.9 inches front and rear, keeping front travel the same but bumping up from 7.1 inches of previous rear travel.
As before, the Himalayan rolls on spoked wheels with tube-type rims, 21-inch front (90/90-21) and 17-inch rear (140/80-17). Royal Enfield reps said certain up-spec models will be offered with tubeless spoked wheels, but details have not yet been finalized. There are still single disc brakes front and rear, but the 2-piston front caliper now squeezes a 320mm disc (up from 300) and the 1-piston rear caliper squeezes a 270mm disc (up from 240). ABS is standard and can be disabled at the rear wheel for off-road duty.
Front and center, the Himalayan has a new 4-inch TFT display that combines a multitude of innovative and modern features in a retro-style round gauge. It offers Bluetooth connectivity to a rider’s smartphone for music and navigation. The latter is powered by Google Maps and is the first of its kind for the display type and shape. On-the-fly toggling between screens is actuated by an easily accessible hand control. The Himalayan features LED lighting all around, and the tail lighting is innovatively integrated into both rear turnsignals. A USB-C port keeps a smartphone charged.
The overall aesthetic of the bike was crafted to retain core design elements of the original while projecting a more modern look. The midsection is narrower, and the bike has a lower center of gravity. There is an easily adjustable dual-height seat (32.5/33.3 inches; an optional low seat adjusts from 31.7 to 32.5 inches), and a beefier handlebar is adjustable fore and aft in two positions.
The new model’s wheelbase is just over 2 inches longer than the original at 59.5 inches, and ground clearance is right at 9 inches. The redesigned fuel tank holds 4.5 gallons (up from 4.0), and Royal Enfield claims a range of more than 280 miles, which translates to about 62 mpg. The Himalayan is available in five colors inspired by its namesake region: Hanle Black, Kamet White, Kaza Brown, Slate Poppy Blue, and Slate Himalayan Salt.
No adventure bike is complete without a few farkles, and the Himalayan accessory list includes handguards; a taller windscreen; touring mirrors; protectors for the engine, radiator, and headlight; aluminum panniers and top box; and a rally kit that includes a rally-style seat and tailsection and a higher aluminum exhaust can.
Before I get into the nitty gritty, you must understand that riding in northern India is like a schizophrenic dance. When traffic is light and the tarmac is intact, it is a sweeping and graceful waltz. The ballroom is stunning in the shadows of the towering Himalayas. At other times, the dance is a frenetic mosh pit of activity with the soundtrack of blaring horns. Colorfully adorned and bedazzled commercial trucks use the tarmac dance floor in any lane they choose. Small-displacement motorcycles and scooters weave and maneuver, carrying passengers and payloads in clear excess of their design limits. Cows wander and sometimes sleep in the road as if they are fully aware of their spiritual significance in Indian culture. The “dance floor” is a constantly changing platform that varies from intact to fractured to nonexistent with no warning at all. This is exactly the dance for which the new Himalayan is designed.
After a briefing on how to handle riding in the region, our test ride took us up into the mountains on a crisp late October morning. The Himalayan proved to be an easy bike to adjust to. The controls are user-friendly, the shifting is precise, and response from the new throttle-by-wire is smooth and controllable. Braking, while not exemplary, was predictable, and the ABS performed well. Predictability was particularly important as I negotiated the ever-changing conditions of the northern Indian roadways.
The work that Royal Enfield engineers put into the new model’s ergonomics is obvious. The seating position is natural and neutral with a comfortable reach to the bar, and there is ample leg room to the footpegs. What impressed me most about the new ergos is how comfortable the bike feels in a standing position. I’m 6-foot-3 with a 34-inch inseam, and some smaller bikes force me into a semi-crouch when standing. As the conditions constantly changed on our ride, it was easy to shift around on the bike and stand over its narrow midsection.
Climbing to more than 10,000 feet in elevation, it was crucial to keep the 40-hp Single in the appropriate gear. Exiting a corner in a rev range that was even slightly too low required quick downshifting to find acceleration. To that end, the new slip/assist clutch made gear changes nearly seamless. When in the right gear, the engine performed remarkably well. I wonder what kind of performance boost the engine would realize at sea level.
The Himalayan is a very competent bike on pavement. The chassis is notably stiff in its new configuration with the engine as a stressed member. Cornering on the serpentine sections of Himalayan tarmac proved to be stable and confidence inspiring. I repeatedly dragged the pegs and felt comfortable doing so. Wind protection from the small screen was adequate, keeping some of the blast off my torso. However, I would opt for the accessory tall windscreen for touring.
On our way into the mountains, I got intermittent hints about how the bike would handle off-road. There were many sections where the ravages of the Himalayan environment had washed away the pavement, leaving dusty and rocky stretches. I often encountered these sections at high speeds, and the bike handled the changes in footing admirably. In the villages, the bike’s predictability was crucial as I negotiated that aforementioned dance – braking, weaving, and accelerating through the traffic frenzy.
After several hours of riding into the mountains, we were given the opportunity to hit the dirt. The conditions offered up sandy and rocky sections as well as some heavily rutted inclines. The updated suspension, stout frame, and 21-inch front wheel negotiated these conditions well. The front suspension felt more sorted than the rear, but I bottomed out the rear shock only once. Cranking up the rear preload a bit would have helped. The off-road capability of the bike is enhanced by the overall light feel and relaxed ergos. It felt stable and planted in the dirt even on the road-biased tires.
Later in the day, I had the chance to ride some icy declines and limited water sections. Again, the Himalayan was up to the task. I felt fully in control of the bike on the slick sections, and switching off rear ABS negated any unsettling freewheeling sensation from the rear brake. All in all, the new Himalayan handled everything admirably. The bike was stable at speed on the tarmac, predictable in the dirt, and controllable on dodgy surfaces. What else can you ask of a lightweight ADV?
If adventure bikes are the Swiss Army knives of the motorcycling world, then the light, versatile Himalayan resides comfortably in that pocket. The new model is a marked upgrade from its already popular predecessor. This is not a bike intended to wow your riding buddies with power numbers or cutting-edge technology. Rather, it’s a reliable, comfortable, competent all-around motorcycle available at a reasonable price (U.S. pricing is not yet available, but it shouldn’t be drastically higher than the $5,449 base price of the 2023 model). If the Himalayan can handle the extremity of the conditions in the region after which it is named, it should continue to be a popular choice worldwide.
The answer to the question posed earlier is a resounding “yes” – the new Himalayan brings the model into the present and still emits its fair share of character and charisma.
Choices for smaller, affordable motorcycles are growing, and that’s good news for riders looking for a fun bike that won’t break the bank. Whether you’re new to riding and want something easy to handle or an experienced rider looking for a lighter or shorter bike, you have more options now than ever when it comes to finding the best motorcycles for smaller riders!
Below is Rider’s 2023 list of best motorcycles for smaller riders, an update of the popular post from 2019. This list includes motorcycles with seat heights between 31.0 and 31.9 inches with an MSRP of $17,000 or less.
When possible, we’ve included a link to our test ride reviews so you can get a sense of how each bike performs in action. We’ve also included the 2022-2023 model year’s U.S. base MSRP (as of publication), seat height, and claimed wet or dry weight. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.
The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.
The Royal Enfield Hunter 350 is an urban prowler, designed to explore the concrete jungle with grace and agility. We tested this new roadster in and around San Diego to see if it truly excels in the city as intended and if it has enough mojo to keep pace out of town as well.
Royal Enfield has been in continuous production since 1901, and the brand excels in the small- to mid-sized motorcycle segment. It also excels in honoring its British heritage with a classic-meets-modern aesthetic, making for motorcycles that catch your eye and take you back to simpler times.
While Royal Enfields are plentiful in India, where the bikes are produced and smaller-displacement bikes are the norm rather than the exception, the brand has been making strong headway in North America the past few years as well. Ron Luttrell, VP of sales and dealer development, reported that Royal Enfield has seen a 317% growth in U.S. sales since 2019 and that they’ve recently reached their goal of 10,000 units sold in North America. Not too shabby. With the introduction of the Hunter 350, it’s clear Royal Enfield is looking to hold onto that forward momentum.
Next-Gen Geometry
Royal Enfield’s Hunter 350 shares the same 349cc J-series Single as the Classic 350 and Meteor 350. When we tested the 2021 Meteor 350, the engine put out 18 hp and 18 lb-ft of torque at the rear wheel on Jett Tuning’s dyno. While the engine has been tuned for relaxed urban riding, what truly makes the Hunter 350 stand apart from its stablemates is its chassis geometry. With a shorter wheelbase and a steeper rake, as well as a lower curb weight, the Hunter provides a more accessible, nimble riding experience than what you might find on the Classic or the Meteor. That, coupled with an attractive and youthful styling, will allow the Hunter 350 to attract and fill the needs of a different rider demographic.
At the U.S. press launch in San Diego, the Hunter’s MSRP, which had been kept hush-hush until that moment, was revealed. The bike will start at $3,999, with some color options adding $200. When the price went up on the big screen, the journalists expressed their surprise, followed by applause. This low price, coupled with the bike’s youthful style and smaller size, is sure to bring in new and young riders.
The number of color options is also sure to please riders on the hunt for a motorcycle that fits their style. The Dapper White, Dapper Ash, and Dapper Grey will be priced at the lower $3,999, while the two-toned Rebel Black, Rebel Blue, and Rebel Red colorways retail for $4,199. All six color options were available for our test ride, and I immediately claimed the Rebel Red before anyone else could take it.
Swinging a leg over the bike in the hotel parking lot, I immediately felt at ease. The upright seating position was comfy, and the contoured seat was plush but supportive. With a 31.1-inch seat height, the Hunter 350 had me tip-toeing, but I was the only journalist at the launch who couldn’t flat-foot on it (I’m 5-foot-1). Even with my short legs, I had no trouble reaching everything I needed to reach.
The uncluttered and simple design added to the at-ease feel of the motorcycle. A single round digital and analog instrument display was easy to read and didn’t offer too many options or information to distract me from the simple joy of riding. There’s something to be said for having a customizable display with all the bells and whistles, but sometimes those things get in the way of a pure motorcycling experience.
After getting acquainted with our mounts, we rolled out onto the street, and that’s when the real fun began.
Good Times
We started the first half of the day riding through San Diego, from neighborhoods to downtown, including shop-lined streets and beach-side roads. I have never ridden a motorcycle that feels so at home in the city. This motorcycle made me feel like I was much better at slow-speed turns than I am. It’s small enough to squeeze into tight spaces and wheel around without trouble.
The maneuverability of this bike is mostly due to its chassis geometry, something Royal Enfield said it put a lot of effort into getting just right for this type of riding environment. The Hunter has a 25-degree rake and a wheelbase of just 53.9 inches using 17-inch front and rear wheels. It’s lighter than the other Royal Enfield models with the 350 engine, with a claimed curb weight of 400 lb (the Meteor 350 and Classic 350 have curb weights of 421 lb and 430 lb, respectively). All of these characteristics give the Hunter an agility that took stress out of riding through busy city streets.
The Hunter’s styling certainly belongs in the retro-inspired Royal Enfield family, but it looks like the cool teenage cousin who just flew in from the city for a family holiday, the one all the other kids are jealous of. The bike has a youthful character, in both riding experience and personality, that will make anyone feel young again.
For braking, the Hunter 350 comes with a 300mm disc with a twin piston ByBre caliper up front, a 270mm disc with a single piston ByBre caliper in the rear, and ABS. I found braking power to be dialed in well for the sudden and frequent stopping of city riding. The suspension consists of a nonadjustable 41mm fork with 5.1 inches of travel and dual rear shocks with six-step adjustable preload and 4.8 inches of travel. The suspension also felt well-suited for its intended purpose. None of these components are state-of-the-art, but they did their job well for a bike with a price tag of about $4K, which is all I could ask of them.
Far and Wide
After experiencing how well-suited the Hunter 350 is to an urban environment, I was curious to find out if it could hold its own outside of town. Would that slow-speed agility affect the bike’s stability at higher speeds? To my delight, there was no compromise to be found. On the twisty roads up Otay Mountain, we pushed the Hunter 350 to its limit.
There’s something exciting about experiencing the full range of a motorcycle’s capabilities, from a slow roll around traffic to a full-out dash through the hills. Royal Enfield hit the sweet spot between granting the Hunter enough power to keep up with highway speeds while maintaining the bike’s tight stance and agility.
That being said, if you’re commuting on the interstate every day, this might not be the ideal ride for you. With a top speed of about 75 mph, we were riding full-out on the freeway to get back to the hotel. The Hunter 350 held that speed smoothly and comfortably, but it would be preferable to have a little power on reserve in case I need to dart away from a dangerous situation, and the Hunter 350 didn’t have that. But I appreciated how steadily it could hold its top speed without feeling too stressed or overworked.
All Good Things…
All too soon, our riding day had come to an end. A testament to the Hunter 350 is that, after a full day of riding on a variety of roads, I was ready to keep going. Taller riders might feel fatigued more quickly by the Hunter’s smaller stature, but this model fit me so well and was so stress-free to ride that I saw no reason to get off it. If it weren’t for my rumbling stomach calling for the taco bar and the fact that I’d be completely lost in San Diego without a guide, I’d have been tempted to roll right on past the hotel’s parking lot and keep going.
This proabably isn’t the motorcycle that your Harley-or-nothing leather-clad uncle is going to buy, but for riders looking for a fun, agile, and affordable option, the Hunter 350 hits the nail on the head. I love to see more affordable motorcycles entering the market, and I believe this is an option that will make owning a motorcycle and experiencing the rides we all love a little more attainable for a new generation of motorcyclists.
Walking into a dealership as a shorter rider, or as someone who just wants a smaller ride, can feel a little limiting. You stroll by impressive and imposing machines that you might admire but don’t want to fight with as your main bike. You might find one or two models off in the back that are a comfortable fit, but you’re disappointed that there aren’t any more options to choose from. Luckily, options for smaller motorcycles are growing, and we’ve compiled those options into two Best Motorcycles for Smaller Riders list.
In our first Best Motorcycles for Smaller Riders post, we focused on bikes with seat heights under 30 inches. That seat height limit meant almost all the models on that list were cruisers, and while we certainly enjoy cruisin’, we like a little variety too. With this second Best Motorcycles for Smaller Riders post, we’re excited to include some sportbikes, minimotos, and an ADV. And while the seat heights may be taller than on the first list, many of the models on this list weigh and cost less than the shorter-seated cruisers.
This list consists of motorcycles with a seat height between 30.0 and 30.9 inches. When possible, we’ve included a link to our test ride review, so you can get a sense of how each bike performs in action. We’ve also included the 2022/23 model year’s U.S. base MSRP (as of publication), claimed wet weight, and seat height. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.
The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.
Built on the 650 Twin platform, the new Royal Enfield Super Meteor 650 cruiser joins the INT650 roadster and Continental GT cafe racer in the company’s 2023 lineup. We traveled to India for the global press launch to get a first ride on Royal Enfield’s latest model.
The 2023 Royal Enfield Super Meteor 650 is powered by an air/oil-cooled 648cc parallel-Twin that makes a claimed 48 hp and 39 lb-ft of torque. It has styling that leans more British classic than American traditional. Chrome is found only on the dual exhausts and mirrors, while most other finishes are black or satin silver. It’s available in standard trim as well as with Solo Tourer and Grand Tourer accessory packages.
There are many definitions for the word “cruise,” but one of them is to travel “without a precise destination, especially for pleasure.” Another is to “travel smoothly at a moderate or economical speed.” Those definitions apply well to riding a cruiser like the 2023 Royal Enfield Super Meteor 650.
In America, “cruiser” brings to mind motorcycles that are long, low, and heavy, typically with a big air-cooled V-Twin and a logo from a heritage brand like Harley-Davidson or Indian on the tank. Royal Enfields have been in continuous production since 1901 – beating Harley-Davidson by two years and matching Indian’s year of birth – so it’s got the heritage part covered. But Royal Enfield takes a different approach to building a cruiser.
Inspired by the 1956-62 Royal Enfield Super Meteor 700 – U.K.’s largest-displacement Twin at the time and available with factory-fitted touring panniers – the new Super Meteor 650 is powered by an air/oil-cooled 648cc parallel-Twin and has styling that leans more British classic than American traditional. Chrome is found only on the dual exhausts and mirrors, while most other finishes are black or satin silver. It’s available in standard trim as well as with Solo Tourer and Grand Tourer accessory packages.
The Super Meteor’s wheels are cast aluminum, with a 19-incher up front carried by an inverted fork and a 16-incher out back flanked by exposed dual shocks. With reasonably generous rear suspension travel, a 29.1-inch seat height, and a 59.1-inch wheelbase, it is both taller and shorter than most cruisers. (The Indian Scout Sixty, for example, has a 25.6-inch seat height and a 62-inch wheelbase.)
Riding Through Rajasthan
Based in Chennai, India, Royal Enfield invited motojournalists from around the world to its home country for a first ride on the Super Meteor 650. Over the course of two days, we logged nearly 300 miles on rough-and-tumble roads in the western state of Rajasthan, a mostly desert region that borders Pakistan. Curves were few, but road hazards were many, including crumbling (or missing) pavement, teeth-rattling cobblestones, unexpected dips and drops, ubiquitous speed bumps of all shapes and sizes, and even a long, deep patch of sand.
The real-world handling course was made spicier by chaotic swarms of pint-sized motorcycles, smoke-belching tuk-tuks, trailer-towing farm tractors, clapped-out busses, and overloaded trucks. Since India is a former British colony, everyone drove on the left side of the road, but otherwise traffic laws were all but ignored. Oh, and let’s not forget the wandering (and sacred) cows, herds of goats and sheep, unpredictable dogs, even more unpredictable pedestrians, and a few camels.
“In India, horns are wear items,” said Mark Hoyer, Cycle World’s editor-in-chief, and using them is its own artful language. Trucks in India are often colorfully painted, and many have “BLOW HORN” written in large letters on the back.
So we didn’t exactly ride the Super Meteor 650 for pleasure, nor did we ride it smoothly or at a moderate speed. But the ride certainly was memorable.
Soul of a Royal Enfield Super Meteor
The Super Meteor 650 is the third model built on Royal Enfield’s 650 Twin platform. The first two were the Continental GT and INT650, both of which debuted for 2019. All three share an air/oil-cooled 648cc parallel-Twin with large cooling fins, SOHC with four valves per cylinder, and a single-piece forged, counterbalanced crankshaft with a 270-degree firing interval. The engine has a 9.5:1 compression ratio and runs on regular fuel, with injection and engine management supplied by Bosch. For the Super Meteor, the Twin gets new engine covers and darker finishes.
All modern Royal Enfields are jointly designed by teams at the company’s design centers in the U.K. and India. The Super Meteor 650 was extensively tested and validated with state-of-the-art rigs and lab equipment as well as a purported 1 million kilometers on a variety of roads. The engine endured 1,500 hours on the dyno under various duty cycles, and bikes were subjected to rain, deep water, mud, altitude, and harsh environmental conditions.
Although a 650 is considered a big bike in India – most motorcycles are 100-125cc – it’s considered a middleweight by American standards. The 650 Twins are global models designed to be accessible for as many riders as possible. The engine fires up eagerly, idles quietly, and chugs along at a relaxed cadence with smooth throttle response, minimal vibration (just a touch of that Twin tingle), and easy-to-manage power. Like the Continental GT and INT650, claimed output is 46.4 hp at 7,250 rpm and 38.6 lb-ft of torque at 5,250 rpm. Modest figures, yes, but the Super Meteor 650 felt peppy pulling away from a stop and ran at 80 mph without complaint for long stretches of our test ride.
Royal Enfield endeavored to create what it considers a “proper” cruiser – one with a relaxed riding position where the rider’s body line is slightly reclined. Unlike the stretched-out, arched-back rider triangle of long and low cruisers, riders sit more upright on the Super Meteor, and the ergonomics are compatible with spending long hours in the saddle. I’m 6 feet tall with long arms and a 34-inch inseam, and I found the seat to be supportive (it’s wide at the back for comfort and narrow in front for easy stand-over), the angle and position of the pullback handlebar to bet natural, and the forward foot controls to be sensibly placed.
Royal Road Warrior
Like the other 650 Twins, the Super Meteor 650 is solidly built. Its tubular-steel spine frame was jointly designed with Harris Performance (now owned by parent company Eicher Motors Ltd.), and it’s made from a combination of investment casting, pressing, extrusion, and forging. Below the seat is a V-shaped rear frame loop that mimics those found on other Royal Enfields like the Bullet and the Meteor 350.
Up front, a nonadjustable 43mm Showa Separate Function Big Piston fork – the first inverted fork offered on a Royal Enfield – has 4.7 inches of travel. Out back, dual shocks have five-position preload adjustment and 4 inches of travel. Damping was compliant with minimal harshness even under the adverse road conditions we encountered – especially those infernal speed bumps – and the rear springs were robust enough to support my husky bodyweight. Single discs – 320mm in front, 300mm at rear – are pinched by 2-piston floating calipers that provide decent stopping power, with standard anti-skid insurance (ABS).
With a wide handlebar, a tidy wheelbase, and narrow tires (100/90-19 and 150/80-16), the 531-lb Super Meteor wound around curves and dodged obstacles with ease. The agility test we perform repeatedly at press launches and photoshoots is U-turns, and during those tight maneuvers the bike’s steering felt neutral and its weight balanced.
Ensconced within a satin-finished bezel, the Super Meteor 650’s LED headlight is another first for Royal Enfield. The bright-white light is eye-catching during the day, and as we found out while riding back to our hotel after late-light photography, it projects a wide, distant beam at night. Mounted on the rear fender is an LED tail/brake light. The Super Meteor comes standard with a centerstand, which simplifies chain maintenance.
Fit and Finish
Building on the impressive foundation of the Continental GT and INT650, the Super Meteor 650 is Royal Enfield’s most premium motorcycle to date. There are thoughtful, attractive details from stem to stern, such as a crossbar bearing an embossed Royal Enfield logo inside the headlight. The headlight holder, upper and lower yoke, and handlebar risers and clamps are all made of forged aluminum with an anodized finish. Both hand levers are adjustable for reach, and the switch cubes are made of aluminum with a satin finish. The dual round gauges include a large meter with analog speedometer and an inset multifunction digital display. A smaller meter houses the Tripper navigation system, which provides turn-by-turn routing.
On the 4.1-gal teardrop tank is a beautiful meteor-shaped Royal Enfield badge that follows the shape of the tank and echoes winged Royal Enfield logos of the past. The brushed aluminum fuel filler cap is lovely to behold. Several colorways include gold pinstriping on the tank that’s done by hand – by the same two brothers who have worked at the Chennai factory for years.
The Celestial Red Tourer version I rode at the launch had a two-tone tank as well as several accessories – a windshield, a deluxe two-up seat, and a passenger backrest. The windshield provided good protection from oncoming airflow, and its center vent equalizes pressure to reduce buffeting. Others rode a solo version of the standard model with the small pillion pad replaced by a fender-hugging rear rack. Grouped under Grand Tourer and Solo Tourer themes, there are 50 Genuine Motorcycle Accessories for the Super Meteor 650, including hard-shell saddlebags, a top box, machined alloy wheels, and a long list of bolt-on bits for both style and function.
At the global launch in January, Royal Enfield announced pricing and availability for Europe and India, but that information has not yet been released for the U.S. By way of comparison, the U.K. price for the Super Meteor 650 is £6,799, and the Continental GT with a chrome tank is priced at £6,899. In the U.S., the same Continental GT model starts at $7,149, so if pricing is roughly equivalent, then expect to pay about $7,269 for the Super Meteor 650 here.
Its nearest competitor in the U.S. is the Kawasaki Vulcan S, which also has a 650cc parallel-Twin and is priced at $7,899. But it lacks passenger accommodations and isn’t nearly as attractive as the Royal Enfield.
Keep On Cruisin’
On several occasions during my first year as a Rider staffer, my enthusiasm exceeded my skills, resulting in me dumping a few bikes. While crying the blues to my friend Maeve about putting my dream job at risk, she reassured me and said, “You’ve got to find your inner cruiser.”
As much as I like to live the old CityBike motto – ride fast and take chances – I’ve also learned to slow down and enjoy a more relaxed riding style. Cruisers are meant to cruise and to look good doing it. The Super Meteor 650 does both – impressively so for such a reasonable price.
With the growing popularity of Royal Enfield motorcycles in Brazil, which is predicted to soon be the second largest market for the bikes after India, the company recently announced the opening of a new CKD – or complete knock down – assembly facility in Manaus. With a CKD facility, the manufacturer ships the parts for a vehicle either from a single origin country or various countries, and the vehicle is reassembled in another country. Brazil represents the fourth such CKD assembly facility for Royal Enfield. For more information, read the press release below from Royal Enfield.
MILWAUKEE –Royal Enfield began a new chapter Dec. 9 on its journey in the Americas region, specifically in Brazil, with the commencement of operations of its new CKD (complete knock down) assembly facility. This is a significant step forward in Royal Enfield’s plans in LatAm and reiterates the brand’s commitment to the region, as Brazil is a strong market for Royal Enfield. Located in Manaus, capital of Amazonas state, the new facility is the fourth Royal Enfield CKD assembly unit across the world – following Thailand, Colombia, and Argentina – in addition to its state-of-the-art manufacturing and ancillary facilities located in India.
With an assembly capacity of more than 15,000 units per year, the local assembly unit in Manaus is a modern facility that will cater to growing demand in the country. The facility will engage in local assembly of the entire lineup of Royal Enfield motorcycles, including the Classic 350, the Meteor 350, the Himalayan, and the 650 twin motorcycles, Continental GT and the INT. With this setup, Royal Enfield can now ensure seamless and quicker delivery timelines for motorcycles in Brazil.
Speaking at the inauguration of the new facility, Royal Enfield CEO B Govindarajan said Royal Enfield has been working extensively to grow the middleweight motorcycling segment globally.
“With markets like the Americas region, Europe, and the Asia-Pacific growing significantly, it has been our strategic intent to be closer to these markets and grow the business,” Govindarajan said. “We commenced on this journey a couple of years ago and have set up strategic assembly facilities in Thailand, and in Argentina and Colombia in LatAm. Brazil has been a very strong market for Royal Enfield, and is soon poised to be the single largest market for us outside of India.”
Govindarajan said Royal Enfield has seen growth of more than 100% since 2019 in Brazil.
“We are very happy to launch our fourth CKD facility globally here in Brazil,” he said. “This is testament to our commitment to the region and the market potential, and to our growing community of riding enthusiasts in the market. We are confident that this facility will help us grow the mid-segment market here in Brazil while enabling us to efficiently cater to the growing demand.”
Brazil has been a critical market for Royal Enfield since the brand’s market foray in 2017. Having made significant strides in the country and across the entire Americas Region, Royal Enfield is now among the top five players in the midsize motorcycle segment in markets such as Brazil, Argentina, Colombia, Mexico and North America. With a burgeoning consumer base and a significant retail network in the region, the new local assembly unit will be a critical boost for business growth in the LatAm Region.
Why on earth did I recently pick up a 2006 “iron barrel” Royal Enfield Bullet 500? In a word, nostalgia.
The last bike I had to kickstart was a used 1970s Honda Trail 70 that I got on my 10th birthday. It was loud and burned oil, and I terrorized the neighborhood’s backroads at a blistering 30 mph. That bike was life, and it made me feel like Evel Knievel. Some of my friends’ parents thought I was a bad seed as a result, but I was just having fun and caught the adrenaline bug early (and some of the suit-wearing dads were probably jealous).
My first streetbike was a used 1989 Honda NT650 Hawk, which was fast in its day and a real performer, and I’ve craved that rush ever since. Fast forward to today, and I’m riding a supercharged Kawasaki Z H2 that doesn’t disappoint.
I guess I’m about to age myself, but it’s been 33 years since I last kickstarted a bike (at 15) and here I am kickstarting a streetbike in 2022 – a new-to-me 2006 Royal Enfield Bullet 500. That sounds fairly new, but these bikes are anomalies as they’re basically 1955 designs. India had strict tariffs for decades that kept foreign competition out, so there wasn’t an urgency to update what became a timeless design. It’s like a Volkswagen Beetle on two wheels.
The first Royal Enfield motorcycle was built in 1901 by the Enfield Cycle Company of Redditch, England. In 1931, Royal Enfield introduced the Bullet, a single-cylinder motorcycle available in 350cc or 500cc displacements that was built in the UK until 1966. Like many other British manufacturers at the time, Royal Enfield suffered a slow, ignominious decline and finally went belly up in 1970.
In 1955, India’s Madras Motors was granted a license to build Bullets, and Royal Enfield India was established as an independent company. It thrived, outlasting its English cousin and growing into one of the world’s largest motorcycle manufacturers, headquartered on India’s southeastern coast in Chennai. Bullets were produced essentially unchanged for more than five decades until they were upgraded in 2008 to an all-aluminum unit construction engine (UCE) with fuel injection. Bullets continued to be produced until 2020. In 2022, the iconic Bullet styling was reborn in the Classic 350.
The pre-UCE Bullet’s reputation is interesting; it’s a quirky, no-frills, underpowered bike with quality control issues and bizarre maintenance needs, but it’s also one of the most iconic models in history. In fact, it holds the claim as the longest-running motorcycle model in continuous production: 90 years, from 1931 to 2020. It beats the venerable Harley Sportster, which was produced for 66 years (1957-2022).
Technicalities aside, no other bike from the 21st century provides such an “old world” experience as an Royal Enfield Bullet with cast iron cylinder barrels in an aluminum head. Even Harley changed to all aluminum engines in the mid-1980s to keep up with foreign competitors. I just had to know why a traditional Bullet is such an icon. Or to think about it another way: What was it like riding in my grandfather’s day? (Hint: horrible.)
This particular bike is a solid runner, but it has multiple issues and took many nights in the garage to get it where it is today. There’s some piston slap (likely an issue with bearings), the timing gears are a bit worn, and the transmission is so sloppy that every gear change is a potential false neutral. Finding actual neutral is challenging enough that it could qualify as an Olympic event. Since operating this bike is more art than science, I wear old sneakers so I can really feel the shifter.
Kickstarting a bike that’s loud, obnoxious, and problematic takes me back to the Honda that my dad rolled into the kitchen when I thought a pair of shoes and jeans were my only 10th birthday gifts.
I’m Not Embarrassed
When I’m on my Kawi Z H2, I feel kinda cool. It looks futuristic, sounds amazing, and is almost always the fastest bike on the road. Only a handful of other naked bikes can compete – Ducati V4 Streetfighter, Aprilia Tuono V4, Triumph Speed Triple 1200 RS, you get the idea. It’s never about image and always about having fun, though on rare occasions I do pretend to be Batman (minus the cape). What can I say? When stopped at lights, people sometimes stare and even ask questions. It’s just one of those bikes.
My Royal Enfield Bullet, however, elicits different kinds of stare. Some people think I’m broke and desperately trying to get somewhere on an old, loud, crappy bike. Others give me a nod of admiration. Some recognize it for what it is, while others simply appreciate vintage bikes – or a motorcycle built in 2006 that looks like it was built in 1955.
Let’s back up for a second. Like I said, it’s not about image, but this bike just screams for attention. The exhaust is already loud, and there are rattles and knocks that would scare an antique chainsaw. When I can tune out the clatter and hear the distinctive thumping of the 500cc Single, however, it starts to make sense. There’s a legit icon underneath the proverbial rust (although there’s some real rust too). The noise tends to quiet down in 4th and 5th gears, and having a sense of what bikes were like in the mid-20th century is kind of cool. When parked, I’m amazed that so much ruckus can come from such a small bike. It’s like a rabid chihuahua.
Riding the Mean Streets of L.A.
Los Angeles is an interesting place to ride. Some of the best motorcycling roads are located within reach – the Pacific Coast Highway, all the legendary Malibu roads (Mulholland, Latigo, Piuma, Stunt, Decker, etc.), and the Angeles Crest Highway, to name drop just a few. But cruising through the city is a different experience entirely. Traffic is notoriously bad, as are the drivers, but a bike like the Bullet 500 is designed for this. Have you ever seen the chaotic car, motorcycle, bicycle, pedestrian, and animal traffic in India? It’s pure mayhem.
That said, I’ve never ridden a streetbike like I do the Bullet. I’m more focused on engine noise and when to shift and am hesitant to exceed 50 mph as the engine complains in no uncertain terms. I already feel like a hospice caregiver forcing my patient to jog, so pushing it to a sprint is probably ill-advised.
Let’s start on a typical cold November morning. The kickstand is missing, so it’s a centerstand-only affair, although that’s ideal for kickstarters. The bike originally came with a points ignition system, but somewhere along the line it was upgraded to an electronic ignition. That’s a more reliable system but negates a traditional way to kickstart the bike. You want the piston at top dead center, and with points, the ammeter (next to the speedometer) can signal this position. It doesn’t work with an electronic ignition, so I just go by feel and when it seems close enough. I’ve reached a point where it starts within three kicks when cold. That sounds positively archaic, but prior to getting my Bullet truly road worthy, it could take 10 or even 15 minutes to start. I don’t care what kind of shape you’re in, that’s exhausting.
After a few minutes of questionable rattles and knocks, it’s warmed up and ready to roll. I maybe use 50% of the throttle as I again don’t want to push it, and that makes an already slow bike even slower. We’re talking about 23 hp (when new). There are drum brakes front and rear, so I plan stops accordingly as it’s like slowing a freight train.
Lane splitting is easy as the bike is loud and narrow, but overtaking cars just isn’t a thing, and those ubiquitous pay-as-you-go electric Lime scooters can easily pass me. It’ll comfortably cruise at 50 mph and blend in as a bona fide motorcycle, though. Honestly, I’d be miserable if this was my only bike (see supercharged Kawasaki Z H2 above), but as a second or third bike, it’s entertaining, and I’m no longer concerned it’ll leave me stranded. It even handled a recent 25-mile ride like a champion asthmatic senior Great Dane with hip dysplasia.
Night Riding is a Lesson in Improvising
Everything works during the day (relatively), but things change after dark. The headlight turns on (you can also turn it off), but it draws too much power and tries to stall the bike. It’s an aftermarket unit and the battery charges fine, so I’m not sure if it’s an alternator thing or just the wrong third-party light. The speedometer doesn’t light up at all, although that’s likely just a blown bulb. Thankfully the motorcycle gods have left the neutral light intact because if that didn’t provide its faint green glow, the already difficult transmission would be nigh impossible to deal with. It’s important to ride this bike often to keep it healthy, as even parking it for a week can cause issues, including oil settling (called wet sumping). Therefore, I’m forced to ride at night on occasion.
My current solution is to (allegedly) use a very powerful handlebar light for mountain bikes. It’s brighter with a wider spread than the stock headlight and designed for rough terrain, so the heavy engine vibrations aren’t problematic. I’m not sure about the exact legalities, which is why I allegedly do it. And it allegedly works very well. The beam even lights the speedometer on its way to the street. The permanent solution is either a stock headlight or new alternator, and I’m hoping the former is the answer.
Is It Worth It?
Back when my bike was new, Rider tested a 2006 Royal Enfield Bullet 500 ES Electra X, which is an upgraded, premium edition. Things were a little problematic even then, so you can imagine what the years, multiple owners, and almost 20,000 miles can do to a very old Indian design. It amazes me that this Bullet was sold new in 2006, but I also appreciate it. It’s not for everyone – and I’d only recommend it as a second bike – but the overall experience is unlike anything built after the early 1970s. Build quality is questionable, regardless of mileage or abuse, and as mentioned earlier, it’s quirky by even the most charitable standards of today. I also have a 2022 Royal Enfield Continental GT 650, which is basically a 1960s cafe racer without the headaches, and it might as well be from a different manufacturer. Royal Enfield has come a very long way, and the Continental can (kind of) rival a modern Triumph.
So, is it worth it? Yeah, but only for the right person. This is all about riding a historic model, understanding its shortcomings, and appreciating how far motorcycles have come. It’s a snapshot of the 1950s, not the 21st century, which is an important distinction. Don’t let “2006” fool you. If I didn’t have my other bikes, I’d likely hate the Bullet, but as a niche ride that doesn’t have responsibilities (as in, actually getting me somewhere fast), this iconic piece of British-Indian engineering will always have a home in my garage.