2019 royal enfield continental gt
All yours for only
$7,999
Make: ROYAL ENFIELD
Model: CONTINENTAL GT
Engine Capacity: 650cc
Rego: YES
Odometer: 2731
Looks, mainly. Well, completely. Both the Interceptor and Continental are mechanically identical in almost every way. They both feature a brand new, air-cooled 650 parallel twin. It doesn’t make huge amounts of power or torque, but that’s not really the point. In an era of potty numbers, it’s perfectly adequate for all scenarios and means you actually use it. But the main difference between the two bikes is that the Contental is a café racer, capturing the spirit of the Continental GT 250 from the Fifties. It replaced the wide handlebars with a set of clip-ons, changed the shape of the tank, replaced the bench seat with a single-seat unit (that can be specced back, if you want to take a mate on the back) and moved the footpegs backwards. Small changes that make a big difference in not only the way it looks, but also the way it rides.
As you’re forced into a more enthusiastic riding position from the Interceptors chin up, shoulders back stance, your mindset is changed to work the bike a bit harder. But – amazingly – it isn’t any less uncomfortable than the Interceptor. Normally on a café racer your wrists and hips would be crying out in agony. But we managed to do over 2,000 miles on one in under two weeks and had no issues. So, Royal Enfield, we doff our cap to you. An absolute doddle. Not being overly heavy, with light controls and a comfortable seat, you sit in a commanding position that doesn’t compromise your ability to use the controls so you feel confident as soon as you fire it up.
Where you’ll be disappointed by the noise. But don’t worry, there are plenty of cans now on the market to sort that out. The four-stroke, air and oil-cooled parallel twin is smooth thanks to a 270-degree crank. And, with 47bhp and 32lb ft of torque, it picks up low in the rev range and pulls purposefully and cleanly from 2,500rpm all the way through the six-speed (a first for Royal Enfield) ‘box. The last three gears literally feel like there’s no difference in them, but that doesn’t matter, as you still use them all as it adds a layer of communication and fun that the car industry is slowly wiping out. The engine’s linear delivery is buttery all the way up to the redline around 7,000rpm but, unfortunately, it never sounds truly naughty when you’re on it. Seemingly, everyone else on the road.
No matter where you stop someone comes up and wants to have a chat with you about it. “That’s a proper looking bike, mate. Sod all that sports stuff. When I think of bikes, I think of that!” is a common reaction at petrol stations, which, given it’s got a tiny 12.5-litre tank, you visit quite often – every 125 miles or so. The design is a classic that draws your eye in and around all the details.
Initially, you’re struck by the dominating tank. But your eyes quickly wander to the big, polished 648cc lump hanging below, before sending you along the vintage down-round-and-out dual exhausts that shoot out the back in a V-shape. It’s a simple, clean, effective formula and wonderfully timeless. Sounds like a bargain.
