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Royal Enfield Continental GT - First Ride Review | Rider Magazine

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Rider Magazine > MANUFACTURER > Other Motorycle Reviews > Royal Enfield Continental GT First Ride Review

Royal Enfield Continental GT First Ride ReviewRich Cox

October 9, 2013

Filed under Other Motorycle Reviews, Retro + Vintage Motorcycle Reviews, Road Tests, Top Stories

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Royal Enfield used the historic motorcycle subculture

venue the Ace Caf for its massive international press

launch. The GTs will be available in only one color,

signature red.

True, it doesnt go a millionor even a hundredbut the GT definitely offers all the right look and feel for

those who would love to transport themselves back to the future. (Photography by Rich Cox)

Last September Royal Enfield Motors hosted a lavish international press launch in England for its all-newContinental GT caf racer bike, which was first seen in the U.S. at the International Motorcycle Show in Long

Beach, California in December 2012. The UK intro was a genuine back to the future experience. During the

four-day itinerary, Enfield not only submersed the press in the history of the iconic brand (visits to legendary

bike and motorsports museums, introductions by well-known Royal Enfield historians, even a trip to the site of

Royal Enfields original 1907 Redditch factory), but made sure we experienced firsthand some of the magical

sights, sounds and subjects that were a part of the nostalgic 1960s caf racer scene in England.

That naturally included a visit to the legendary

Ace Caf, which Royal Enfield utilized as the

launching pad for all of its festivitiesand our

first real look at this caf racer contender. Royal

Enfields main plan with the GT was to make sure

it artfully retained the simplicity, form, function

and especially the authenticity of those iconic

60s racersbut also to mechanically bring it into

the new age. Two British firms were hired by the

Chennai, India-based company to do most of the

GTs development work. Harris Performance

brought the bikes road-going stature into the 21st

century by engineering an all-new double-cradle

frame for it instead of the Bullets single

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downtube chassis. Theres also a beefy 41mm

fork, gas-charged Paoli shocks, new 18-inch

Excel alloy wheels with Pirelli Sport Demon tires and Brembo disc brakes front and rear (the rear disc is also

a first). Royal Enfield also worked closely with Xenophya Design of the UK on the styling of the GT, making

sure its overall look, proportions, positioning and the quality of the componentryespecially the tank, seat,

clip-ons and rearsetswere caf racer authentic, and its weight a svelte 405 pounds with the 3.3-gallon tank

90-percent full. The company even utilized one of Royal Enfields past standoutsthe 1965 Continental GT

250for overall design inspiration; not a bad choice as this little 21-horsepower caf-styled racer was, during

its time, touted as Britains fastest 250cc production bike.

The actual press conference took place on the storied grounds of the Brooklands Museum, the birthplace

of British motorsports and aviation. Here the GT takes a breather underneath a prototype Concorde, one

of the museums star attractions.

For power, the GT starts with Royal Enfields basic air-cooled 499cc OHV single used in the Bullets for

generations. The old cast-iron mill was finally phased out in 2011 in favor of an all-aluminum, unit-construction

engine with fuel injection, in service since 2009 and good for about 27 horsepower. Some might think the GT

would have been much more desirable with a more modern engine design, but for Royal Enfield that was

never in the plan. It wanted to keep the GT simple, economical, uncomplicated and authentic to the original

60s caf racer period. The GTs current engine is, however, not a totally stock powerplant. Its been hot-

rodded ever so slightlydisplacement is now 535cc, the ECU has been remapped and the flywheel lightened,

all good for about a two horsepower increase over the stock engine. Here in the States an outdated 29-

horsepower single probably wont light the younger generations fire, but the engines period authentic

appearance and performance might actually increase the GTs desirability and collectability, especially among

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Although a very mild performer, the big

singles very distinct, retro appearance

definitely adds to the authenticity of

the package. Its ability to dish out

mileage figures in the 70-80 mpg

range is a plus as well.

The GTs cockpit is both simple and elegant with analog

instrumentation providing just the basicsspeed and

engine rpm. The little slide lever on the left bar aids with

starts in really cold conditions.

the older generation.

Physically the GT replicates the former caf period bikes to a tee. It

is petite, light and very slim, with a moderately racy seating position

in fact, its physical dimensions and overall weight are very similar

to perhaps the most famous caf platform of its day, the BSA 500

Gold Star. So just strapping a leg over the GT and whacking the

throttle a few times, listening to that muffled blat blat heartbeat of

the big single, will instantly send you back in time.

Royal Enfield had prearranged a mornings massive group test ride

that launched us from the Ace Caf and eventually wound us down

south, about 85 miles, to the seaside town of Brighton. For the most

part it was a crazy, chaotic ride as 30 of us battled to stay in a group

through the choking London traffic and frequently contentious

roundabouts. If anyone got separated, they would have been lost

forever. The GT can, as it turns out, competently play the commuter

role as its seating position isnt overly aggressive, and I had no

complaints about any of its basic mechanical functions. Clutch

engagement was smooth and progressive, the action from the 5-

speed gearbox was flawless, the Keihin EFI provided hiccup-free

throttle response, the brakes are plenty potent, and even finding

neutral at the stops was easy.

Thats all a plus, but its still a very low-performance powerplant and

acceleration is sluggish. It takes a whole new mindsetslow down,

take your time, theres no hurry, experience the mechanical sounds and pulsations of the pastto fully enjoy

riding one of these creatures. And I did have to adjust my riding style slightly in search of the best

acceleration. I was originally trying to take the engine to its 5,800 rpm redline before shifting, but it turned out

the hot ticket was to short shift and let the torque provide the squirt out of the corners.

I would have liked to experience the GTs true

calling by burning a few mountain roads, but

unfortunately our designated route didnt offer

any. I can tell you that the GT feels easily

flickable and very taut and together when flung

with abandon through congested roundabouts.

Theres no question in my mind that at this point

in time, the GTs chassis performance is way

beyond that of the engineswhich means you

could easily ride it at ten-tenths all day long and

thats where the excitement will be. Longer

distances and higher speeds do not suit the GT

well, however. The big thumper is really

breathing hard as it struggles to 3,800 rpm at 70

mph, and at that speed it produces some serious

http://www.ridermagazine.com/wp-content/uploads/2013/10/Royal-Enfield-engine.jpghttp://www.ridermagazine.com/wp-content/uploads/2013/10/Royal-Enfield-gauges.jpg



The museums period correct grounds really show off the

GTs clean, simplistic beauty. All test bikes were sporting

the companys accessory muffler thats a little smaller in

size and has a slightly bigger bark compared to the stock

unit.

vibration through the handlebar and chassis that

coupled with the rather stiff suspension and a thin, mildly padded bench seatmeans that short runs to the

caf or quick blasts up the local mountain road will still be the best way to fully enjoy this bike.

Overall, I was pretty impressed with the GT. I loved its clean and simple period-correct fit and appearance,

and its overall handling takes the marque to whole new level. Of course the most important question is that,

by purchasing this new GT, are you going to instantly become one of the notorious Ton Up Boys? Sorry, not

quitewe could only coax it up to about 85 mph, maybe 90 downhill.

But thats no problem, as Royal Enfield will also be offering a great selection of accessory Burn-up Wear to

help you at least look the part. The U.S. distributor, Classic Motorworks, hopes that bikes will start reaching its

dealers before the end of 2013.

2014 Royal Enfield Continental GTSpecsBase Price: $TBD

Website: endfieldmotorcycles.com

ENGINE

Type: Air-cooled, single cylinder, 4-stroke

Displacement: 535cc

Bore x Stroke: 87.0mm x 90.0mm

Compression Ratio: 8.5:1

Valve Train: OHV, 2 valves per cyl.

Fuel Delivery: Keihin EFI

Lubrication System: Wet sump

Transmission: 5-speed, constant mesh

Final Drive: O-ring chain

ELECTRICAL

Ignition: Digital electronic

Battery: 12V 18AH

CHASSIS

Frame: Twin downtube cradle frame

Wheelbase: 53.5 in.

Seat Height: 31.5 in.

Suspension, Front: 41mm stanchions, no adj., 4.3 in. travel

Rear: Paoli twin gas-charged shocks, adj. for spring preload, 3.1 in. travel

Brakes, Front: Brembo 300mm floating disc w/ 2-piston pin-slide caliper

Rear: 240mm disc, 1-piston pin-slide caliper

Tires, Front: 100/90-H18

Rear: 130/70-H18

PERFORMANCE

Claimed Wet Weight (90% fuel/oil): 405 lbs.

http://www.ridermagazine.com/wp-content/uploads/2013/10/Royal-Enfield-rightside.jpghttp://www.endfieldmotorcycles.com/



Load Capacity: 405 lbs.

Fuel Capacity: 3.3 gals.

The 1965 Royal Enfield Continental GT 250, the

inspiration that set the current GTs development in

motion. At the time, the 250 was very cool looking, very

fast and highly desirable among young learner riders in

Britain.

The GT certainly rewards the non

techies among us, as the only

suspension adjustment offered is the

spring preload on the gas Paoli

shocks. Notice the little grab handle

above the shockit makes

centerstanding a breeze.

Like its predecessors, the GT is slim

http://www.ridermagazine.com/wp-content/uploads/2013/10/Royal-Enfield-oldbike.jpghttp://www.ridermagazine.com/wp-content/uploads/2013/10/Royal-Enfield-rearwheel.jpghttp://www.ridermagazine.com/wp-content/uploads/2013/10/Royal-Enfield-frontwheel.jpghttp://www.ridermagazine.com/wp-content/uploads/2013/10/Royal-Enfield-topview.jpg



The Continental sports a larger 300mm

front disc (all other Enfield models

have a 280mm front) and is the first

Enfield to feature both a front and rear

disc brake. Braking power is plentiful.

and compact, and although its mildly

racy riding position is fairly

comfortable, it all plays better to the

physically smaller rider. The bar-end

mirrors are very stylish looking, but not

very effective.

2

Tags: cafe racer, Royal Enfield Motorcycles

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