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• Progress in chassis and engine technology
• "The vibrations are still the same"
• Good standard in terms of transmission
• Engine shows slight weaknesses when starting from cold
• Royal Enfield Continental GT with remarkable driving dynamics

Royal Enfield

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The driver doesn’t have to crouch on the Continental GT. But when sprinting from cafe to cafe, a sporty stance looks stylish.

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Thanks to the larger bore, the single cylinder has a size of 535 cm³; the reduction of internal friction and the storage in rubber blocks reduces vibrations.

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A pretty, honest, well-made motorcycle. The steel handle looks strange, but helps a lot when jacking up.

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Royal Enfield Continental GT in the driving report

Progress in chassis and engine technology

The Cafe Racer Royal Enfield Continental GT evokes memories of the 1960s – a legendary era in British motorcycle culture. In addition, she has made significant progress in terms of chassis and engine technology.

It seemed like Royal Enfield had returned home. Over 50 freshly produced C.ontinental GT paraded in front of the “Ace Cafe” in London, and even the passers-by, who happened to be waiting for the bus at the bus stop there, immediately knew the name. “Are these all new?” Asked an elderly gentleman who remembered Royal Enfield but did not know that the traditional motorcycles had continued to be produced in Chennai, India, since 1970 when the main factory in Redditch closed.

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Royal Enfield Continental GT in the driving report
Progress in chassis and engine technology

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Royal Enfield Continental GT in the driving report

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"The vibrations are still the same"

They were all new. And wherever the Enfield Parade stopped that day, whether in front of the Brooklands Museum or on Brighton Pier, the same relaxed approach to tradition and continuity prevailed everywhere: “It’s nice that they are building something like this again.” Few owners “Real” Redditch-Enfields remained skeptical, mostly taking the somewhat diluted Britishness of Indian motorcycles with humor. “The vibrations are still the same,” smirked the owner of a historic Bullet 350 after getting the Continental GT’s engine boiling with a few hearty thrusts.

The relationship between new and old is also obvious. Although the engine of the Continental GT of 2009 in Europe
introduced series, which for the first time accommodates the engine and gearbox of an Enfield in a common housing, but many power parts have been taken over from the old Lean Burn Bullet engine. The running behavior of the air-cooled long-stroke engine with the large flywheel is therefore not only “very British” when revving up while stationary.

Once the easy-to-dose clutch is engaged, the two-valve single-cylinder accelerates without chopping and swings quickly up to higher speed ranges – higher, not high. Because above 4000 rpm, the revving ease decreases a little; The 5100 rpm, at which the engine reaches its maximum output, is not wanted at all in the middle gears. The traditional engine is already developing stronger vibrations there.

Good standard in terms of transmission

Despite its three millimeters larger bore, the 535 shakes significantly less than the standard 499 of the Bullet, which the author was able to test four years ago. From a purely emotional point of view, the Continental GT also accelerates faster if you upshift earlier. What happens smoothly and quickly. There is no doubt that when it comes to gearboxes, Royal Enfield has found a good standard. Sporty drivers would like to change gears more often, but don’t have to. The Continental GT also glides quickly on the country road in fifth and last gear. A powerful sounding accessory exhaust system reinforces the impression of casual power. It was mounted on all presentation motorcycles.

Engine shows slight weaknesses when starting from cold

The fuel-saving lean-burn concept of the engine only shows slight weaknesses during a cold start and when moving off. In the morning it takes some organ work and a very soulful hand on the throttle until the single cylinder starts, starts stamping and settles down to an idle speed that is always on the verge of a sudden stop. The first few degrees of rotation on the throttle grip always need to be carefully opened, even when starting off with a warm engine. If you open your throat too quickly, you can simply turn off the single cylinder. These statements refer to three different specimens that the MOTORRAD editor was able to drive one by one.

In collaboration with the British frame builder Steve Harris, Royal Enfield developed a double loop frame that no longer has anything in common with the single-tube frame of the Bullet. Instead of baroque pipe routing, the Continental GT shows straightforward steel frame construction. Perfectly functional and therefore also suitable for the simple design. Purists will flinch at the yellow springs and golden anodized reservoirs of the Paioli struts, but the Indian developers simply pride themselves on the high-quality components – almost Ohlins, that’s the signal.

Royal Enfield Continental GT with remarkable driving dynamics

A pretty, honest, well-made motorcycle.

The Continental GT feels sportier and better balanced than the rear-heavy Bullet. How much of this is due to the chassis geometry and how much is due to the more front-wheel-oriented seating position can only be guessed at the moment. Royal Enfield does not give values ​​for steering head angle and caster. If you don’t like it too sporty, rest assured: The handlebars sit at a comfortable height above the upper triple clamp and allow a relaxed position. But one that enables active physical use at all times. The pretty Cafe Racer is appropriately completed by a Brembo brake system. So it’s not only stylish to drive the Continental GT, it also unfolds remarkable driving dynamics in its quiet, traditional way.

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