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PRICE IS USD

 

OUT OF STOCK, AND EXPECT TO RESUME SHIPPING THE MIDDLE OF DECEMBER.

If you want to insure delivery, send us an email or contact via the form on this website and we will advise when ready to ship.

 

A high quality belt drive conversion kit for the Royal Enfield Super Meteor, and Shotgun 650's, consisting of a genuine Gates Carbon belt, and both front and rear pullies. 

Zero maintenance belt drives have been readily available on production motorcycles since 1981. Quiet, smooth, no more adjustment issues, no more oily mess, no carrying chain lube on a trip, lighter, and lower long term cost due to extended belt and pulley life when compared to a chain drive.

We are motorcyclists too, and recognise the need for a choice in gearing.  Two gear ratios available - the stock 2.6:1 final drive ratio and the popular "16T mod" resulting in a higher 2.5:1 final drive ratio.
To a large extent, the choice of ratios is a personal preference, driven by ones riding style and local conditions.  I, and seemingly most Super Meteor riders, prefer the higher ratio "16T mod" in order to keep the engine RPM a little lower at highway speeds, and to be able to keep up with my mates without flogging the engine to death. Others prefer the shorter stock gearing - horses for courses

 

We are currently testing a "17T mod" at 2.3:1 for those that do a lot of higher speed highway riding, live in the prairies or desert with long flat roads, or have the extra torque of an 865 kit to pull the higher gearing.  

The belt is the latest Generation 4, Gates Poly Chain Carbon GT, and included in the kit.  Should you ever need a spare belt, rather than an OEM only belt, we use a common Gates part that is readily available from Gates Dealers worldwide

Rather than a cheap steel casting, the lightweight rear pulley is a work of art that you will be proud to have on your bike, as it is CNC machined from a solid billet of 6061-T6 aluminium, and then Type III hard anodized in satin black.   This results in a durable wear coating with a hardness in the mid 50s Rockwell C,  and in the same range as high tensile steel.  

The front pulley is CNC machined from a billet of high tensile steel for durability on the spline drive. Finished by black zinc plating for corrosion resistance, wear resistance, and aesthetics.

Weight is 450 g less than the stock chain drive

Super Meteor & Shotgun 650 belt drive kits

680,00$Precio
Agotado
  • Gearing is a bit confusing with a larger number being "lower" geared – IE the SM 650 stock sprocket ratio at 2.6:1 is lower than the "16T rear sprocket mod" at 2.5:1

     A lower gear ratio (2.6) will accelerate  quicker, but top speed will be lower.  At highway speeds the engine will be spinning at a higher speed, and depending how fast you are riding, you may not want to work the engine that hard for very long.   

     A higher gear ratio (2.5) will accelerate slower, but (theoritical) top speed will be higher IF you have the HP to pull the gearing.  Top speed on a SM is usually not a consideration, however and some riders, myself included, would prefer lower engine speed on the highway.  When higher geared, cruising speed rpm will be lower, and in the meat of the TQ band.   

    Carrol Shelby famously said “horsepower sells cars, and torque wins races”.  RE Street riding is mainly in the engine torque band, I try to match gearing to my riding style.  Having a cruising rpm in 6th in the meat of the torque band, and not flogging the engine, works best for me. 

     The Enfield 650 engine has modest torque and horsepower, so gearing becomes a compromise between acceptable performance, the ability to pull a higher gear, with ones tolerance for wringing its neck to keep up with motorway speeds in some countries.  


    So how does this math translate into seat of the pants riding:

    Speed in KPH (MPH) vs engine RPM in each gear ratio

    Speed      Stock Ratio     "16T" Higher Ratio 

    100 (62)        4330                 4100

    110 (68)         4760                  4500

    119  (74)         5150 TQ peak

    120  (74.5)      5180                  4930

    126   (78)                              5150 TQ peak

    130   (81)         5610                  5330

    140   (87)         6050                 5740
     

    RPM is calculated and does not account for the bike weight, rider weight, rolling resistance, or drag from panniers and a windscreen - measured rpm will be higher than this calculated engine speed. 

    As you can see, while the increase in gearing is modest, as is the result, it is of benefit in lowering engine speed, and related wear.  Any higher gearing, like the Interceptor 2.375 16T” mod is likely too high for the heavier SM.

    You have a choice of gearing when buying a belt drive, so give it some thought………………….Most riders prefer the higher ratio, as little sacrifice in acceleration, with the benefit of lower engine speed. 

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