A belt drive conversion kit for the Royal Enfield 650, consisting of a Gates belt, with both front and rear pullies.
Fits the 650 Interceptor, and 650 Continental GT models
The Super Meteor and Shotgun is a different version
Zero maintenance belt drives have been readily available on production motorcycles since 1981. No oily mess, no adjustment, no maintenance, no carrying
chain lube on a trip, quieter if that matters to you, lower long term cost, and
smoother. The cool factor is subjective, as is the appreciation of the
engineering involved. The most common
comment is on how smooth it is. From a user - "The first thing I noticed
was how much smoother it is in the on/off throttle moments, it's not as harsh
in transition from being fully loaded to no load. Consequently, it has less
effect on the frame attitude when entering corners."
GEARING OPTION:
Gearing is a bit confusing with a larger number being "lower" geared – IE the -Inter / Conti stock sprocket ratio at 2.53:1 is lower than the "16T front sprocket mod" at 2.375:1
A lower gear ratio (2.53) 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 (2.375) will accelerate slower, but (theoretical) top speed will be higher IF you have the HP to pull the gearing. Top speed on these bikes 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 to death, 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) Stock gearing "16T mod" higher gearing
100 (62) 4140 3890
110 (68) 4560 4280
120 (74.5) 4890 4670
124 (77) 5150 TQ peak
130 (81) 5400 5050
132 (82) 5150 TQ peak
140 (87) 5910 5450
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. Two gear ratios available - the stock 2.5:1 finial drive ratio and the popular "16T" front sprocket mod resulting in a higher 2.375:1
To a large extent, the choice of ratios is a personal preference, driven by ones riding style and local conditions.
The belt is the latest generation 4, Gates Poly Chain Carbon GT, and included in the kit. A common Gates part, used in thousands of industrial applications worldwide and readily available from Gates Dealers worldwide
The rear pulley is CNC machined from 6061-T6 aluminium, and is then Type III hard anodized in satin black. This results in a durable wear coating with a hardness in the mod 50's Rockwell C, and in the same range as nitrided steel
The front pulley is CNC machined from high tensile steel, then heat treated both for tooth wear resistance, and durability on the spline drive. Finished by black zinc plating for corrosion resistance.
Weight is 450 g less than the stock chain drive
Send me a message to specify which gear ratio you prefer - if not I will ask
Shipped door to door traceable courier.
Shipping cost is listed for Canada and the USA. Will ship worldwide, and please contact me for a rate