The self-attested “oldest motorcycle company in continuous production in the world” has been making the right moves to be heard the world over. And their recent project seems to have gained a lot of traction ever since the last EICMA show where they showcased the 650cc retro twins running on brand new twin-cylinder engines.

In a bid to create a niche market for themselves, the Bullet maker decided to step up their game both in the number of cylinders and capacity. Christened as the Continental GT 650, it heralds a new chapter for Royal Enfield, a company that until now made only 350cc-535cc single barrel machines.

STYLING

Yes, you have definitely heard this name before. Royal Enfield currently has the Continental GT motorcycle running on a single cylinder 535cc engine. Hence the number ’650’ suffixed now.

The contemporary urban styling cues are boldly shown with those clean looking lines and minimal bodywork designed keeping in mind the voguish attitude it needs to carry. It combines the old world charm with many modern world design bits. The fenders, headlight unit, and the wheel rims get blacked out appointments this time though on select color options.

Apart from the obvious twin cylinder setup with two exhaust canisters, this bike gets quite a few changes compared to the 535cc Continental. The radiator now sits atop the twin cradle chassis, the rear suspension gas shocks are inverted, and the position of the chain and sprocket changes to the left of the motorcycle honoring the traditional manner.

You can also make out that the subframe receives an extension that may accommodate a longer pillion saddle replacement and the distinctively sculpted fuel tank is shorter when compared to the original. The instrumentation gets the same twin-pod setup but has an additional LCD screen in between. Bar-end mirrors are also replaced with the standard round ones. Thank God for that. Those bar-end ones were of no use.

Even after all these updates, the Continental GT has managed to maintain the Cafe-Racer stigma and simplistic minimalism. Round headlights, laced wheels, chunks of chrome thrown around, it’s all in there. The Continental GT comes in three colors: Ice Queen, Sea Nymph and Black Magic and weighs in at 437 lbs.

Overall Dimension

POWERTRAIN

The 650 twins see the rebirth of legendary parallel-twin that ruled the roads back then. It’s an all-new in-house developed 648cc parallel twin engine that features a single piece forged crank with a 270-degree firing order. This will provide a solid V-twin character which will echo from those 2-into-2 upswept exhaust canisters. Typical genetics of the British forebears.

The engine is not built for speed, but for the character that will provide an unrivaled experience while producing 47 hp and 38 lb-ft of torque. Ten hp more than the current Continental GT running on the 535 single cylinder mill. Being equally modern, it features Bosch fuel injection and air-oil-cooling ensuring smooth, accessible power at all power bands.

9.5:1 compression ratio can handle mid-grade fuel, and should run without giving the bottom-end bearings a beating. The single-piece crankshaft keeps vibrations to a minimum, but RE has made sure that they haven't overdone it. The six-speed gearbox provides a strong low and mid-range performance and comes equipped with a slipper clutch. Take that for modern.

Engine Specification

RIDE AND HANDLING

The GT 650 is bolted onto a new double-cradle steel frame that blends authentic form of period classics with the handling and ride of modern engineering. The Continental 650 gets sporty rear-set footpegs that allow for better lean angles – a café racer desired traits for pulling off ton-ups. Just like in ‘60s London.

The steering head kicks the 41 mm, standard front forks out to a 24-degree rake with 4.3 inches of travel to go with the 3.4-inch range at the back. And at 437 pounds it is lugging around, it should be fairly easy to switch courses but do not take it for a knee-downer. Not a chance.

The bike features Pirellis on 18 inch laced wheels, 100/90-18 up front and 130/70-18 out back. A single 320mm disc at the front and 240mm disc at the rear - both equipped with ABS to provide enough stopping power. Traditional 41mm upfront forks, with twin coil-over rear shocks, handle the modulations.

Just like in ‘60s London. >

Just like in ‘60s London.}

PRICE

Although no official word on the launch and pricing is out, we can speculate it to be placed in a premium price bracket of under $ 7,500 ($1,500 more than the 535cc Continental GT brother). All we know now is that they will hit Europe in July 2018, and then follow suit elsewhere. We are positive that RE will bring the twins to our shores too.

COMPETITION

Moto Guzzi V7 III Special

The Special exudes old-school cool with chrome vintage-style mirrors, handlebar, exhaust pipes and dual shock springs. This one, of all the four models, decisively comes close to the spirit of the original V7 of the 67’. It wears the character that is opposite of the Stone, with blingy chrome elements and a flashy color palate. You get colored horizontal bands on the tank unit and matching it are the colored strips on the side panels inspired by the famous 1975 V750 S3 motorcycle.

You cannot neglect to notice the longitudinally-mounted 90-degree twin in the first ever glimpse, it’s the signature layout of a brand. Guzzi’s in-the-wind, fire-breathing, knee guards are unmistakable, even in these blacked out versions with aluminum highlights and the new V9 family is no exception. Close to 90 percent of this V-twin mill is new, and the displacement of 744cc makes it the smallest MG on the streets. The mill churns out a healthy 52 hp at 6200 rpm, whereas maximum torque measures in at 44.25 lb-ft at 4,900 rpm.

The V7 has a pullback, sweep up and back for a relaxed position handlebar with wide saddle and repositioned footpegs offering a neutral riding position that is comfortable enough on long rides. A pair of Brembo 4-pot 320mm disc and 2-pot 260mm disc provide predictable stopping power at a peg-scraping pace. The rear brake master cylinder with built-in reservoir guarantees a quicker response and braking modulability.

VERDICT

The Continental GT 650 is Royal Enfield‘s way of making the most powerful and the lightest modern day cafe racer which blends retro style with modern appeal perfectly. This move is to reach wider audience base in India and across the globe who are not shying to splurge on class leading products.

Of course, it is a step up for the oldest motorcycle manufacturer in continuous production. But when it comes to pitting against the competition and their quality of products, it still has major miles to cover.

Nonetheless, with Harris Performance backing their engineering team and with the newly launched Royal Enfield Technology Center in the UK, RE has committed to foraying into a new middleweight category of bikes under their hat. This GT 650 is their first attempt here along with its twin, the Interceptor 650.