Royal Enfield Shotgun 650 2024 Review

The 2024 Royal Enfield Shotgun 650 was officially launched at a swanky garage party in Downtown Los Angeles with some of the world’s preeminent custom bike builders in attendance. If that doesn’t give you an indication of the audience the Chennai-based manufacturer hopes to attract with the Shotgun, then I don’t know what will.

Born from an idea to build a production ‘custom’ motorcycle based on the 650 Twins platform, the Shotgun 650 is in essence a chopped-down Super Meteor 650 cruiser.

It shares its engine, frame, brakes, and electronics with the other 650 Twin models, but offers a unique point of difference which Enfield hopes will appeal to the custom crowd.

The most obvious difference is the styling, which is a little more neo-retro compared to the Super Meteor’s classic looks. The Shotgun also strips away some of the body work and takes on something of a ‘bobber’ persona.

Other differences lie in the geometry, ergonomics, and running gear, which are all aimed at adding more sportiness.

But the Shotgun 650 poses a big question: who is going to buy it?

While the price will be extremely telling, it appears that Enfield hopes for customers to use the Shotgun as a blank canvas for their own custom bike-building endeavours. The brand made this point clear when it displayed a series of heavily customised Shotguns, built by the likes of Roland Sands, at the aforementioned garage party.

Only time will tell if the Shotgun 650 attracts the crowd it seeks but, in the meantime, we were handed the keys and taken on a tour of the LA canyons to see if this new model makes any real-world sense. And it does. Well…kind of.

Local pricing is yet to be announced. The Super Meteor 650 currently starts at $11,990 ride away and the Shotgun 650 would ideally undercut that. If the Shotgun turns out to be more expensive than the Super Meteor, then we have a problem. The likely scenario, however, is that it comes in at a similar price point. So, we’re expecting (or is that hoping?) that the Shotgun will start from around $11,500 ride away.

Interestingly, there will be just four colourways for the Shotgun 650 – Stencil White, Plasma Blue, Green Drill and Sheetmetal Grey – and they will all cost the same price. That is a departure from Enfield's usual custom of having different pricing levels for different styles.

As above, the Shotgun shares much of its DNA with the other 650 Twins models, including the Interceptor 650, Continental GT 650, and Super Meteor 650.

The engine is a 648cc air/oil-cooled parallel-twin that puts out modest, but usable power figures of 34.6kW and 52.3Nm. It is beautiful engine too.

Also taken from the other 650 models is the steel tubular spine frame, the 320mm front and 300mm rear brake discs with twin-piston floating calipers and ABS, and the six-speed constant-mesh gearbox.

Like the Super Meteor, the Shotgun also has up-side down Showa suspension, but it's been given a different tune in this guise to strike a blend between comfort and sportiness on a variety of road conditions.

The geometry and ergonomics are quite different to the other bikes however, with the Shotgun presenting a unique stance. The Shotgun is shorter in length and wheelbase compared to the Super Meteor, but it does have a taller seat height at 795mm. It also loses just under 2 litres of fuel capacity, with the tank holding 13.8 litres.

The Shotgun swaps out the Super Meteors 19- and 16-inch alloy wheels for an 18-inch front and 17-inch rear setup, and adds mid-mount footpegs, resulting in a slightly sportier ride.

Perhaps the cleverest thing about the new Shotgun is its removable pillion seat, which can be removed with a simple twist of the key. This turns the Shotgun from a double seater to a single seater in a matter of seconds, while the seat can also be transformed into a luggage rack. This is all in the name of customisation and giving the rider the freedom to modify the bike to their own needs.

Despite these changes, however, the Shotgun is only 1kg lighter than the Super Meteor at 240kg wet. Maybe they aren’t so different after all.

It is a similar story in the electronics department, with the Shotgun taking all of its gear from the existing 650 models. Not that there is much to take…

The instrument cluster consists of an analogue speedometer with a small LCD window for basic trip readouts. The bike also adopts the Tripper navigation module (which I am still yet to experience in working order) and an LED headlight.

Apparently, there is also a new electronic function called ‘Wingman’, which uses a smartphone app to show the bike’s live location, fuel and oil levels, and service information. But I've only read about that in a press release. I'll reserve judgement for when I see it in action.

Royal Enfield’s biggest mistake (in my eyes, at least), is that it didn’t adopt the new electronic systems that debuted on the recent overhaul of the Himalayan 450. The new Himalayan has a single round TFT display, ride modes, and integrated navigation and smartphone connectivity.

I’m sure Enfield has its reasons for not doing it on this occasion but expect to see updates with the new system on all the 650 Twin models in the near future. It would be crazy for Royal Enfield not to.

Like its siblings, the Shotgun 650 is a beautiful bike to ride. The engine might not be a heart-stopper, but the smooth, linear, and usable power is more than enough for the average rider.

The ride position is comfortable and is a nice change from the stretched-out cruiser position of the Super Meteor. It strikes a great balance between comfort and sportiness with the mid-mount foot controls and upright position allowing the rider to commute and ride all day with ease, while still being able to attack a twisty road with some gusto.

In motion, the Shotgun feels light enough and agile despite its 240kg wet weight, and it holds a nice line through corners. In slower, more built-up areas, the Shotgun does feel a bit heavier, but it is still easy enough to negotiate heavy traffic with. That said, just think what this bike would be like if Royal Enfield actually took some weight-saving measures and got it down to the 210-220kg mark.

Strangely, despite registering a taller ground clearance, I found myself scraping the Shotgun’s pegs more than I did on the Super Meteor. This was especially the case on roundabouts, but even some of the tighter corners in the canyons posed a challenge. Then again, maybe it was just because the Shotgun's nature promotes a more aggressive riding style, resulting in more lean-angle.

Elsewhere, the suspension ticked the right boxes, and the brakes were satisfactory (although I’d stop short of saying the brakes are the bike’s strong suit). The rear shock in particular seems like a big improvement over the Super Meteor, which was a bit harsh in its stock settings.  

The Shotgun 650 is a stylish, fun, and easy-to-ride motorcycle that should attract riders that weren’t totally sold on the Super Meteor’s appearance.

With custom-inspired looks, the Shotgun just brings a tad more cool-factor to the table, hopefully tapping into a younger audience that has been raised on custom culture.

It is also more accessible than the Super Meteor, with its mid-mount foot controls and upright ride position lending itself far better to learner and beginner riders than that of the Super Meteor.

And with a heap of Royal Enfield accessories available, the scope for customisation is excellent, with a prime opportunity for riders to put their own flavour and self-expression on the Shotgun.

Of course, all of this cool, hip custom talk sounds great in theory, but whether or not it translates into actual sales is another question. After all, Royal Enfield is still very much seen by the masses as a heritage-inspired brand. Maybe this is the bike to help the company shake that tag, but we’ll have to wait and see.

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 Showa USD telescopic fork, 120mm travel
Rear suspension: Showa twin shocks, adjustable for preload, 90mm travel
Front brakes: Single 320mm disc with twin-piston caliper
Rear brake: Single 300mm disc with single-piston caliper
Tyres: 18-inch front, 17-inch rear, tubeless

DIMENSIONS AND CAPACITIES
Claimed dry weight: 240kg
Seat height: 795mm
Wheelbase: 1465mm
Fuel capacity: 13.8 litres

OTHER STUFF
Price: TBA
Colours: Stencil White, Plasma Blue, Green Drill and Sheetmetal Grey
Web: www.royalenfield.com.au