2023 Royal Enfield Super Meteor 650 Review

Five years have passed since Royal Enfield released its popular 648cc parallel-twin engine platform, and now the iconic brand is finally expanding the range.

Joining the Interceptor and the Continental GT, the 2023 Royal Enfield Super Meteor 650 offers yet another flavour in the British-born, Indian-owned motorcycle manufacturer’s flagship range.

The classic-styled cruiser utilises the same proven engine platform, but adds a new chassis and a bunch of new components that separate it from its older siblings.

Royal Enfield is a company that takes its time, and the Super Meteor 650 has no doubt been a long time coming. But, as the old adage goes, good things come to those who wait. And this machine is definitely a good thing.

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We’ve been waiting five years for a new Royal Enfield parallel-twin model, so it was only fitting that the brand would throw a massive party to celebrate.

The international media launch took place on the brand’s home soil in India. The location for the two-day test was the highways and backroads between Jaisalmer and Khimsar in the Thar Desert of Rajasthan. With a wide variety of terrain and conditions thrown at us, the location was the perfect proving ground for the new Super Meteor.

UPDATE: Pricing announced for 2023 Royal Enfield Super Meteor 650

We don’t know yet. Local pricing is yet to be announced, with the first units expected to hit dealer floors in the coming months.

But, looking at international pricing, we can make an educated guess at what Australian punters might have to fork out for the new Super Meteor. European pricing will start from €7890, while UK pricing will start from £6799. Once converted, this roughly places the SM650 around $A12,000 (plus on-road costs).

The Interceptor 650 currently checks in at about $10,040 ride away (depending on colour scheme), so an extra couple of grand for the new machine is not surprising.

Royal Enfield will offer the SM650 in two variants – a standard version and a Tourer version. The Tourer variant simply adds a windshield and a pillion backrest, and comes in two bonus paint schemes – Celestial Red and Celestial Blue.

The standard version will be offered in Astral Black, Astral Blue, Astral Green, Interstellar Grey and Interstellar Green. And, as always, Royal Enfield is offering a wide range of apparel and accessories to go with the new machine.

The Super Meteor is a highway cruiser with plenty of classic style and Royal Enfield design cues. It is inspired aesthetically by the Meteor 350 (released in 2021) and, to a lesser extent, the original Super Meteor 700 of the 1950s.

Powered by the same 648cc air/oil-cooled parallel-twin engine as the Interceptor and Continental GT, the SM650 is familiar territory when you start it up. In fact, the engine and drivetrain are virtually unchanged aside from a new airbox and exhaust system. But that is largely where the similarities end.

A new chassis has been designed specifically for relaxed highway cruising, with a low seat height, forward-mounted foot controls and a wide handlebar. And there are also a few little surprises that continue to differentiate the SM650 from the original 650 models.

First, the new stuff. For the first time ever on a Royal Enfield, the SM650 is equipped with a Showa upside-down fork. Coupled with the twin rear shocks, the suspension setup on the Super Meteor results in a rigid, stable, and ultimately comfy ride. But it's not perfect (more on that later).

Also new for this model is LED lighting, which we got to test during an unintentional after-dark excursion on the world launch. The SM650 also has the Tripper navigation module as standard, a USB charging port, and dual-channel ABS.

It also has ByBre brakes (320mm single-disc front, 300mm single-disc rear), a 19- and 16-inch wheel setup, electronic fuel injection, and a 15.7L fuel tank. Otherwise, as we’ve come to expect from Royal Enfield, it is a very simple and fuss-free machine.

In horsepower-obsessed countries like Australia, Royal Enfield can sometimes get a bad rap. Its bikes are usually cheap, basic, small-capacity, and not very fast. This is a complete contrast to places like India, where small-capacity and affordable bikes rule the roost.

And while I do believe that the 350cc single-cylinder models are underpowered for most Aussie roads, I’ve always been a fan of the 650 Twin platform as the perfect balance between affordability and practicality. The Super Meteor 650 is no exception. In fact, it is bloody brilliant.

As previously mentioned, there are not many changes to the engine and drivetrain, but it feels incredibly refined in this package. The power is smooth and linear, while providing plenty of snap when you need it.

On long highway stretches, we regularly sat at speeds upwards of 120km/h and still had plenty of torque to overtake trucks and slower machines when necessary. And the engine never felt like it was struggling. Yep, this powerplant is an absolute beauty.

Sure, it’s not the fastest bike in the world, but it is all that most recreational riders will ever need. It’s a cruiser, not a sportsbike, after all.

It's also easy to forget that this is a learner-friendly machine. It doesn't feel like the average LAMS bike, but it is very easy to ride and will suit learners perfectly.

Another big plus was the gearbox, which offered incredibly smooth shifting. Our test units were still relatively low on kilometres, so it’s hard to say if this will remain once the gearbox loosens up, but it was still a pleasure all the same.

The ride position is very much targeted towards cruiser riders, but I personally would prefer mid-mount controls over forward-mount controls. It was still an overall comfy experience though, and I never felt fatigued or sore, even after really long stints in the saddle. The plush seat helped too.

In the tight and busy streets of Jaisalmer and Khimsar, the Super Meteor 650 felt light, agile, and easy to ride. A quick look at the spec sheet might suggest I am joking, but I’m not. Even though the bike weighs in at a ridiculous 241kg wet, it does a fine job of hiding it once in motion. The only time it's really a factor is at a standstill or when moving around in tight spots. Oh, and the turning circle is not great either.

At highways speeds, the Super Meteor breezes along without a care in the world. It tilts from side to side easily, takes corners with great stability, and weaves through traffic like a scooter. Even at 160km/h (in a controlled and legal setting, of course… ahem) the bike is rock solid and doesn’t deviate from its intended line.

Coupled with the brilliant motor, the overall package is very easy to manage and a whole lot of fun. Cruising is about relaxing and taking in the sights and this is the perfect bike for the job. And it still offers plenty of thrills when you want them.

My enthusiasm did drop ever so slightly when it came time to assess the suspension. Now, there is every chance that it just needs more time to bed in but, as we rode it, it was a bit rough. Granted, we were on roads that are inferior in quality to our local roads, but potholes were quite jarring and the bike didn’t feel super compliant on rougher terrain. I’ll be interested to try it on Aussie soil.

The Tripper module is a nice touch although, since it debuted on the Meteor 350 a couple of years ago, I am yet to see it in action. It connects to your phone via Bluetooth, but the whole system is a bit clunky, and a QuadLock and an iPhone will serve you much better.

I’m not sure if the system has been refined on this new model, but the fact we weren’t encouraged to try it was a worry. I’ll report back once we’ve had the bike in Australia.

The Tourer version is a lot more comfortable on the open road thanks to its sizeable windshield, and the pillion backrest is also a nice addition. Our travel companions, Olympic swimmer Emily Seebohm and comedian Ryan Gallagher, spent two full days riding two-up and had no complaints.

However, I have to say I prefer the look of the standard version. It is a choice between style and practicality, but the Touring version gives me old-school police bike vibes. Now I'm just being picky.

The dash is simple and deliberately old-school, while safety functions are limited to ABS. There is no traction control and, annoyingly, no cruise control. You’d think cruise control would go hand-in-hand with a cruiser, but I guess that was outside the budget.

My only other gripe is with the tyres. They really didn’t inspire me and I’d definitely put some new hoops on it if I bought one. Throw in some luggage options, and I’d be set for a multi-day ride through the countryside.

When the Interceptor 650 was released in 2018, it sparked a flurry of purchases by motorcycle journalists. We’re a notoriously tight bunch, us journos, and we’re always looking for the best value. But we also wouldn’t purchase a sub-par motorcycle.

What I’m trying to say is that the Interceptor 650, despite its LAMS tag, simple build, and stupidly affordable price tag, was an excellent motorcycle. And it still is today. Those same journos that bought them five years ago are still getting around on them without complaint.

The Super Meteor 650 is an equally decent machine, but it offers even more comfort and practicality, and feels even more refined than its siblings. Yep, this classic cruiser trumps the Interceptor and Continental GT (although with five years between drinks, that is to be expected).

Royal Enfield is the master (intentionally, I think...) at making bikes that look and feel like old bikes. They are simple, cheap, and devoid of any major modern technology. But they have an old-school charm that is hard to dislike.

The Super Meteor 650 is the perfect example. It looks great, it rides great, and it will not blow your budget. And really, when you think about it, that is all you need in a motorcycle.

ENGINE
Type: Air/oil-cooled, SOHC, eight-valve, four-stroke parallel-twin
Capacity: 648cc
Bore x stroke: 78mm x 67.8mm
Compression ratio: 9.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 47hp (34.6kW) at 7250rpm
Claimed maximum torque: 52Nm at 5650rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Tubular steel spine frame
Front suspension: 43mm USD telescopic fork, 120mm travel
Rear suspension: Twin shocks, adjustable for preload, 101mm travel
Front brakes: Single 320mm disc with twin-piston caliper
Rear brake: Single 300mm disc with single-piston caliper
Tyres: 19-inch front, 16-inch rear, tubeless

DIMENSIONS AND CAPACITIES
Claimed dry weight: 241kg
Seat height: 740mm
Wheelbase: 1500mm
Fuel capacity: 15.7 litres

OTHER STUFF
Price: $11,990-$12,540 ride away
Colours: Astral Black, Astral Blue, Astral Green, Interstellar Green, Interstellar Grey, Celestial Red, Celestial Blue
Web: www.royalenfield.com.au