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Royal Enfield Continental GT
Seriously, the big single Continental GT, with its venerable engine punched out to 535cc, is an absolute ball to ride. It’s not a big bike, and can be flicked about with gay abandon. Corners? I couldn’t find one that needed more than the feathering of the throttle. The Pirelli Sport Demon tyres are well matched to the cycle. But we are getting ahead of ourselves a bit. The GT is a combined effort between the flourishing Indian RE company, and UK companies Harris (who supplied the chassis design and are now owned by RE), and Xenophya Design, who are responsible for the bodywork, with the overall design attributed to former Ducati man Pierre Terblanche. The multicultural flavour is enhanced by Italian Brembo brakes, Paioli shocks and forks, and Japanese Keihin EFI and Excel rims.
Actually, the GT is not all that fast, but like all good big singles, it is flexible and almost vice-free. Don’t expect neck-snapping acceleration, because even with modern EFI, there’s only about 30 horsepower on tap, and that’s ten less than a 500 Gold Star. And it vibrates like a Gold Star too, but at normal cruising speed of around 90 km/h it seems to settle into a fairly smooth zone. Under power, the optional extra megaphone silencer on the test bike emits a very healthy bark, with even a touch of Gold Star twitter on the overrun. The gearbox is especially sweet and the clutch feather-light, but it’s a long stretch to top (5th gear) which you’ll hardly use around town. When it comes to stopping, the Brembos provide all the power you’ll ever need. Suspension is quite good without being outstanding, but the seat is rather harsh and there’s no provision for a pillion passenger, even if you do get lucky at the milk bar. One irritating feature is that the engine can’t be started with the side stand down, even if it is neutral, and because the bike needs some warming up, you have a choice of sitting upon it or hoisting it onto the centre stand. Accoutrements are basic, but there’s everything that is required, including a pair of quite attractive traditional looking instruments.
The riding position, apart from the firm seat, is pretty good, and the clipup handlebars will suit most. Unless I pushed myself back into the seat, my knees made contact with the edges of the fuel tank, which is a pity because otherwise the tank is a work of art, down to the Monza-style alloy filler cap.
If there’s one corner that the GT really owns it’s in appearance; this one’s a head-turner, no question, particularly in its inner-urban comfort zone. Café-cred in latte-loads is what it’s got, and it will become a hipster icon. The GT will also appeal to more mature aged chaps (and lasses) who want to continue to enjoy the unique blast of a big single but can do without the quirks and oil leaks, and who now demand push-button starting. This is 2016, after all. And unlike the current craze for blacked out bikes, the GT comes in four vibrant decors; red, dark green, yellow, and, of course, gloss black. As a package, you’ll be hard pressed to find a motorcycle that delivers more fun per kilo than the Royal Enfield Continental GT.