 
Royal Enfield Continental GT 535cc, OHV, pushrod single, cafe racer built for performance, poise and pose Royal Enfield Continental GT pros Looks: Instant cafe racer. Prettiest (Indian) Enfield so far. Kickstarter: You won't need it, except for a cafe audience. Wheels: Alloy Excel rims and chunky spokes. Nice. Engine: Tried, tested, reliable and attractive. Price: £5,200 when launched. But it's pushing it for some. Classic appeal: Fits seamlessly into the scene. Modifications: Lots of potential. Expect the unexpected. Paintwork: Looks good up close, but time will tell. Rear-sets: Not exactly, but close. Fair balance for most. Economy: 60-70mpg possible. And more. Build quality: Overall, Royal Enfield has upped its game. | Royal Enfield Continental GT cons Performance: Needs a serious shot of Viagra. Frame: Harris Performance design, but heavy looking. Pillion: Ho, ho. ho. Flyscreen? Where is it? [Check out this Skidmarx link] Cockpit fairing? See flyscreen above. Size: 54-inch wheelbase. Compact for taller riders. Switchgear: Not bad, but not up to Brit/Jap standard. Vibration: Becomes intrusive above 4,000rpm. Electric start: Extra weight (real rocker's kick 'em into life). Half-hearted: Could have been a little edgier/raunchier. Colour: Unimaginative livery. More options needed. |
▲ The Continental GT on the move. It's come a long way since the original Redditch-built Contis, and it looks good for a few more miles. Easy servicing, great parts availability, excellent fuel economy, and a decent (if not exactly cutting-edge) ride. So why the hell wouldn't you buy one? Go check out the competition and come back and tell us...   ▲ Royal Enfield has done a great styling job with the Continental GT but some would say it was too late in arriving. Ten years ago, the world might have gasped. Today, the world simply nods approval. Would we buy one? Not at £5,200.   ▲ The Continental GT is trying to tap into a new market, that being the new age fashionistas who have embraced the modern trendy Belstaff world. Sounds like a plan, but fashion is a fickle friend. That market might suddenly vanish up its own exhaust pipe. Royal Enfield would be well advised to remember that and stay close to its more traditional market. Love that red, huh? 
▲ The Royal Enfield Continental GT is also available in yellow. What's surprised us a little is how tame the livery is on this bike. Perhaps Enfield is simply playing a very cautious hand rather than making a strong opening bet. And if so, perhaps that's the smart play. But we think it ought to have had more attitude, livery-wise. So what do you think?  Specifications: 2013 Royal Enfield Continental GT Type: Single Cylinder, 4 stroke, Air cooled Displacement: 535 cc Bore x stroke: 87mm x 90mm Compression ratio: 8.5:1 Maximum power: 29.1 hp (21.4 kW) @ 5100 rpm Maximum torque: 44 Nm @ 4000 rpm Ignition system: Digital Electronic Ignition Clutch: Wet, multi-plate Gearbox: 5 Speed constant mesh Lubrication: Wet sump Fuel supply: Keihin Electronic Fuel Injection Starting: Electric & Kick |
Royal Enfield "Mechanics"
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The Continental engine Horsepower Gearbox, brakes, forks Continental GT price Specifications
Royal Enfield unveiled this bike in September 2013 and took 43 machines to the Ace Cafe hoping to get the biking and mainstream media out in a lather. And it worked. Up to a point. The Madras-based firm is pinning a lot of hopes on this bike, a machine clearly aimed generally at oversees markets, and specifically at latter day rockers searching for a little "ton-up" magic served up in a modern, oil-leak-free, reliable, easy-starting package. But 100mph? No chance. This bike, for all its cafe racer pretensions pegs-out at around 80mph and isn't really suited to scratching itches. Instead, it's a general town and country bike; the kind of motorcycle you'll enjoy best on urban backstreets and winding green lanes. 
The Continental engine Based around the 499cc (84mm x 90mm) Bullet EFI engine, the GT has been opened up to 535cc (87.0 x 90.0mm) and re-mapped to give the kind of performance characteristics expected by members of the cafe racer culture. But once again, all the re-mapping in the world isn't going to alter the underlying landscape which is more about pose than performance. That said, the engine comes to life readily enough and burbles contentedly as you adjust to the non-adjustable riding position. There's a soft-bark to the exhaust (definitely more Border Collie than Rottweiler), and the engine generally feels taut and free revving thanks to its Keihin fuel injector.
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But it's not perfect. There is some hesitancy, perhaps largely caused by the need to keep this engine ultra clean for emission purposes. However, you can easily rev through that weak spot and either ignore it, or you can talk to an Enfield tuning specialist and dirty-up that engine a little. 
Horsepower The power is a claimed 29hp, which is two more than the standard Bullet. And there's around 32 lbs-ft of torque at 4,000rpm. You've got another 1,500rpm of headroom and a slow torque climb, and then the excitement (such as it is) is over. 
Gearbox, brakes, forks The five speeds engage okay, and the clutch feeds the power without significant snatch. The suspension, thanks to the 41mm fork and the Paioli shock is capable, but doesn't excel. The Brembo brakes will add to rider confidence, however, and the relatively low weight (around 380lbs dry) means that you haven't got a lot to haul down in an emergency. And general comfort is fine, for shorter jaunts (up to around 150-200miles). 
Continental GT price Overall, the GT cafe racer does everything okay, but nothing really stands out. Except the looks, and that counts for a lot. And £5,200? Well that's not too ugly either. But Royal Enfield's unique selling point has always been cheapness, and the firm is in serious danger of blunting that particular edge. |