Bobber in the test
Royal Enfield Shotgun 650 – reduced to the essentials
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Motorcycles packed with high-tech make riding easy. But it can also be done without, as a two-cylinder from India shows. The Royal Enfield Shotgun 650 is the second new product from the traditional, formerly British motorcycle manufacturer this year.
From a European perspective, the Royal Enfield brand is a nobody on the market. Worldwide, things are different: more than 900,000 Royal Enfield motorcycles found their way into customers' hands last year, four times as many as BMW was able to sell. The Indian brand is currently the ninth largest motorcycle manufacturer in the world.
Serenity: The Royal Enfield Shotgun 650 conveys an attitude to life.
(Photo: Armin Würfl)
With the Shotgun 650, the Indians have launched a second new product this year after the Himalayan 450. It can do what others cannot or do not want to do, and with that and its low price of around 7600 euros, it is gaining a lot of sympathy from many potential buyers.
The Shotgun is designed as a bobber: reduced to the essentials. Which is why it can also be “freed” from its pillion seat very easily, as was the case with the test vehicle. If you clamp the Shotgun between your legs, you will see nothing more than what is essential for driving: the ignition lock, a distinctive rotary switch for starting/stopping on the right-hand side of the handlebar and a second for the lights on the left, as well as a round central instrument with a speedometer display – but no tachometer. A second, much smaller round instrument only shows the time until you have paired the smartphone equipped with an Enfield app; once this has been done, it serves as a signal for arrow navigation.
Sparingly, but not poorly equipped
No more than is absolutely necessary: ignition lock, rotary switch for start/stop and for lights as well as a central instrument with speedometer display.
(Photo: fbn)
Despite all the frugality, the Shotgun is not poorly equipped: There are adjustable hand levers, a great tank lock, good mirrors and everything else that is necessary for relaxed driving.
When you ride the Shotgun 650, it soon becomes clear that the Indian 47-hp bike offers more than you might expect: it conveys a feeling of life. Soon after the air/oil-cooled parallel twin starts working, the rider's serenity takes over. Not because the Shotgun is a lame machine, but because its character radiates to the rider. It makes leisurely riding a pleasure.
If you want, you can easily modify the Royal Enfield Shotgun 650 and use the appropriate accessories to transform it from a two-seater to a single-seater and even a tourer in just a few steps.
(Photo: fbn)
The world around the driver seems somehow intact. On open, quiet country roads, 80 or 90 km/h is often enough, although more is permitted and much more is possible. But why? The parallel twin runs sonorous, the sound of the exhaust system on both sides is like music. High or even maximum revs are only for emergencies, although, as already mentioned, there is no display for the current number of crankshaft revolutions anyway. Why would there be?
Economical in consumption
It's no wonder that the Shotgun is fuel-efficient. Consumption values of around 4.2 liters are no problem, and if you drive quickly, you only have to pay a small extra. We were mostly under the standard value of 4.55 liters. Given the almost 14-liter tank, a range of around 250 kilometers is possible, although the reserve warning light comes on after 200 to 240 kilometers, depending on your driving style.
As for the brakes, the front single disc decelerates rather discreetly, but the rear one is very powerful.
(Photo: fbn)
Effortlessness is the main characteristic of the Royal Enfield Shotgun. It is so well balanced that you only notice the really high empty weight of 240 kilograms for a 650 when maneuvering. Even slow driving is easy, as is gear shifting, clutching and turning into corners. The unusually large amount of play in the throttle is noticeable when operating the bike, but you get used to this annoying factor. As for the brakes, the front single disc is more subtle, while the rear one slows down very powerfully. It is therefore particularly advisable with the Shotgun to always work with both brakes at the same time.
Rather cozy basic character
The chassis does a good job considering the limited suspension travel: Only very rough bumps are passed through, and the driving stability is perfectly fine. Given the Shotgun's rather comfortable basic character, its limited lean angle is not a problem, and there is plenty of fun to be had on bends thanks to the effortless steering and its accuracy.
The Shotgun may be able to handle speeds of over 140 km/h, but its rider will rarely enjoy this. Because the design does not include a wind shield, the wind pressure increases significantly due to the upright seating position.
The air/oil-cooled twin known from the Continental model is a charming, clearly short-stroke engine; vibrations are noticeable, but not annoying. Its power development is good at medium speeds, but it is also very easy to drive at low speeds. At higher speeds, the engine gains power more cautiously, which fits well with the overall character of the shotgun.
In its massiveness, the Royal Enfield Shotgun 650 is somewhat reminiscent of the Harley-Davidson Street 750, which was only built for a short time. However, the Indian model is superior to it in every respect. In this respect, it could be an ideal entry into the Harley model range. But the Americans were unable to produce such a harmonious small motorcycle in 2014, which is why the Street was long since taken out of the range. That is unlikely to happen to the Shotgun: it is convincing on balance and, despite being reduced to the essentials, appears high-quality and not spartan.
If you want, you can easily redesign it to your own taste and with the right accessories you can not only turn it from a two-seater to a single-seater, but also into a tourer. And give it a special touch, as is typical of custom bikes. That is how the Indian manufacturer sees it. For us, it is a successful, easy-to-ride and overall likeable, even lovely little motorcycle.
Technical data
- engine: Air/oil-cooled two-cylinder parallel twin, 648 cc displacement, 34.6 kW/47 hp at 7,250 rpm, 52.3 Nm at 5650 rpm; injection, 6 gears, chain
- landing gear: Backbone steel tube frame, load-bearing engine; front Showa 43 mm USD fork, 12 cm travel; rear steel double-sided swing arm with two Showa spring struts, preload adjustable, 9 cm travel; light alloy cast wheels; tires 100/90-18 (front) and 150/70 -17 (rear). 32 cm single-disc brake at the front, 30 cm single-disc brake at the rear
- Assistance systems: Dual-circuit ABS
- mass and weight: Wheelbase 1.465 m, seat height 79.5 cm, weight ready to drive 240 kg; payload 188 kg, tank capacity 13.8 l
- Driving performance: 0-100 km/h n/a, top speed 159 km/h. Idle noise 86 dB(A). Standard consumption according to EU5 4.55 l/100 km, test consumption 4.4 l/100 km
- Maintenance/Warranty: 1st service after 500 km, then every 12 months; warranty 3 years
- Colors and prices: Sheet Metal Gray 7590 euros, Plasma Blue and Green Drill 7690 euros each, Stencil White 7790 euros
