Royal Enfield Continental GT (2019 - ) review

Royal Enfield’s modern twin-cylinder line-up launched with not one but two models, this Continental GT the flipside to the more upright Interceptor 650 it shares an engine, frame and other parts with. Both tick all the right retro styling boxes with wire wheels, twin clocks, Monza fuel cap and suchlike, the GT using ‘ace’ style clip-on bars and a more sculpted tank for a sportier riding position and look. It’s a lot cheaper than the alternatives from Norton or Triumph but, it’s fair to say, feels it as well.

You’d assume the more upright Interceptor version is the more comfortable, but the Continental also impresses. Despite the café racer attitude it’s in no way extreme – in fact the slightly lower ‘tuck’ keeps you out of the wind more. It’s also slim (partly thanks to its smaller tank), light, low and very manageable. Both new riders and older types should have nothing to fear, here.

Although still a retro-roadster the Continental GT is more versatile than it looks. It’s nimble and easy around town, entertaining on country roads and can happily cruise at motorway speeds as well, even if the lack of any weather protection may limit how far you’ll go in one stint. As a pleasant Sunday toy it’s also fine. But it’s not long-legged enough to be a credible tourer, and is too small for long pillion trips.

Though its willing 47 horsepower is a quantum leap above Enfield’s older singles and it’ll happily roll around at 70mph-plus all day long the Continental GT is still no performance machine. Instead, the rumbly, torquey twin delivers pleasant cruising. Besides, if you push too hard the single front disc is overstretched and requires assistance from the rear brake. If you like your riding on the chilled side it’s fine, though.

Although deliberately old-fashioned and conspicuously built down to a price, the Continental GT is a pleasing ride. The twin-loop chassis was co-designed by frame experts Harris Performance and steers beautifully, making back roads a joy. And although the forks and twin rear shocks are a little basic and crude, they can cope with the level of performance the engine dishes out.

Enfield ownership has never been exorbitant and even though its new 650s are its biggest, most powerful bikes in decades, we see no reason for that to change. Fuel economy is in the mid-50s, tyres, chain, brake pads and other consumable parts have a more gentle life than most and, of course, it’s a very affordable bike in the first place. So, although it’ll cost more to run than Enfield’s older bikes, it’s still much better than most.

In truth it’s too soon to be certain, but early signs are promising. The all-new engine is understressed and was developed by ex-Triumph personnel. Most examples are likely to lead a fairly gentle, sedate life and, though build quality can’t match the likes of Triumph and does seem a little cheap in places, it’s also better than most preceding Enfields.

Encouragingly, Enfield has given its 650s impressive three year, unlimited mileage, manufacturer-backed parts and labour warranties, which should give most owners plenty of peace of mind. Serving, with the all-new engines being both so simple and straightforward and with all parts so easily reached and accessed, should be better than most, too.

Enfields have long been basic and old-fashioned - that’s a big part of the appeal, after all – and little of that’s changed with the Continental GT. There are two conventional, analogue dials plus an inset LCD panel for odometer and fuel gauge and … that’s about your lot. No luxuries, no fancy electronics, no bodywork, no luggage, what you see is what you get. And, for many, that’s a refreshing change.

These 650s have launched Enfield onto an all-new plain, giving buyers bikes that, for the first time, can genuinely cruise all day at motorway speeds, go further and in more comfort than the previous singles and provide a value-packed alternative to rivals from more established players like Triumph or Moto Guzzi. The choice will largely come down to which style you prefer, and whether you’re willing to trade some of the Interceptor’s all-round comfort for the Continental GT’s sportier looks and riding position.