From our Old Bike Archives – Issue 109 – first published in 2023.
Ride impressions: Jim Scaysbrook • Photos: Clyde Ikin
I’ll admit that feet-forward bikes have never been high on my personal must-ride list, but it’s clear that they have very wide appeal, even to learners. So the appearance of a bike that’s right at the upper limit of LAMS regulations is no bad thing for those who like their riding laid back.
The new Super Meteor 650 is also significant because it is the first addition to the original two Royal Enfield 650s – the Interceptor and the Continental GT – since they made their debuts in 2018. That absence of additions to the line up has surprised quite a few. Most of us expected to see, if not a capacity boost to say, 800cc, then some kind of spin-off. A Street Scrambler maybe?
Anyway, here it is, and the Super Meteor 650 will find a hungry market. The engine is as near to identical as the existing pair that it doesn’t matter, because there’s nothing wrong with that unit which has proved itself to be not only entirely adequate when it comes to performance, but virtually bullet-proof. It does everything it needs to, and is coupled to a really excellent gearbox with the ratios in the right place and a smooth, precise feel.
So what’s different? Well, the frame for one. While it follows the familiar layout, it has received the old chop ‘n channel to allow for a lower (740mm) seat height, with higher, wider handlebars and an improved engine-to-frame headsteady to reduce vibration a little. The lowered mid section also requires a new airbox, and there’s a new exhaust system as well. At the front end, there’s a set of Showa upside-down forks which are non-adjustable and seem to work pretty well.
What doesn’t work all that well is the rear end. With this low-tail configuration with a 16-inch rear wheel, the rear suspension set up is by necessity compromised in that the travel is limited. That means none of the normal sag built into longer travel systems, and when you drop into the seat, there’s very little movement at all, at least with my 80kg. Out on the road, I found the rear too harsh, sending jolts to the rider when encountering most road bumps. In fact, it’s better over rough roads where the suspension gets a chance to move through what travel there is, instead of resisting it. I reset the rear preload to the second softest and this seemed to help a little, but I think softer springs and perhaps lighter compression damping are what’s needed.
That gripe aside, the SM650 rides very well. The front 320mm ByBre single disc is surprisingly effective, and the rear disc even more so. Once I became accustomed to the feet-forward position, with the wind blowing gently up the legs of my pants, it was quite comfortable thanks to the wide and well-shaped seat, and the relationship to the handlebars. I have heard criticism of the standard CEAT tyres, but they felt fine to me, although I didn’t do any wet weather stuff. The circular LED headlight has a nice traditional look about it, matched with the illumination you need.
As always with the new generation of Enfields, the finish is superb, and I really like the décor of my test bike in Interstellar Green with traditional gold pin stripes. If that doesn’t float your boat, there are another four colours in the range: Astral Black, Astral Blue, Celestial Blue, and Celestial Red. My test was done on the standard model but there is a slightly up-spec version called the Tourer, which is identical save for the addition of a generous windscreen and a pillion backrest for the seat, which are both available as genuine accessories. The Tourer comes in Celestial Blue or Celestial Red only.
The SM650 is a no-frills bike with a price tag to match, so there are virtually no rider aids apart from the Tripper Navigation module, which is there to talk to all your devices and other Google stuff. There’s no tacho, just the analogue speedo and the usual fuel gauge, but it does have a centre stand which I think is a must. Personally, I think this bike does not require all kinds of engine modes and suspension trickery, it’s fine just the way it is. It flicks through corners neatly, and that wonderful gearbox allows you to stay in the right cog almost seamlessly. Not once did I scrape the undercarriage. At 241kg ready to ride it’s no shrinking lightweight, but because all the weight is low down (opposite to the top-heavy trend in the road/adventure segment), it’s not a problem. Even coming to a stop, your feet have little distance to travel before touching the ground. And at $11,990 Ride-way as the starting price, it’s not going to break the bank.
At a glance: 2023 Super Meteor 650
Engine: Parallel twin SOHC, air-oil cooled
Bore x stroke: 78mm x 67.8mm
Displacement: 648cc
Max Power: 47bhp @ 7,250 rpm
Ignition: Digital electronic
Fuel supply: EFI
Transmission: 6-speed gearbox
Frame: Tubular steel spine type
Suspension: Front: 43mm Showa USD forks, 120mm travel
Rear: Twin shocks, 101mm travel, pre-load adjustable.
Brakes: Front: 1 x 320mm disc, twin-piston floating caliper ABS
Rear: 1 x 300mm disc, twin-piston floating caliper ABS.
Tyres: Front: CEAT 100/90 – 19 M/C 57H
Rear: CEAT 150/80-B16 M/C 71H
Seat height: 740mm
Kerb weight: 241kg
Fuel capacity: 15.7 litres
Ground clearance: 135mm
Price: From $11,990 Ride Way (Standard Model)
Test Bike: Royal Enfield Australia.
