#gt650

More pics here:

Let’s just get this out of the way, I wouldn’t buy the GT 650 or INT 650 as my second bike. I’d buy it as my first.

Up to this point, I’ve been judging motorcycles based on my personal search for a second motorcycle. My criteria consisted of 4 qualities: cheap, dirt-capable, lightweight, and powerful (added after I rode the Himalayan). On that note, neither of Royal Enfield's new Twins meets those standards. Let’s just get this out of the way, I wouldn’t buy the GT 650 or INT 650 as my second bike. I’d buy it as my first.

Due to my first experience with Royal Enfield’s Himalayan, I had low expectations for the brand’s new 650s. The underwhelming power delivery, over-anxious brakes, and inconsistent suspension of the mini-ADV left me skeptical of Royal Enfield full lineup. It’s safe to say that I reeked of a dismissive air when I swung a leg over the INT, but my generalization of the brand was quickly remedied with the first whack of the throttle. 

Every motorcyclist knows the feeling of a good pull. It’s when the acceleration pushes you back in the saddle, when the rear shock compresses and the fork lightens, when you tighten your grip on the handlebars for fear of sliding off the back. My first pull on the INT 650 delivered such a sensation, so much that I said (out loud), “Whoa! That’s more like it!”

That 648 cc, single overhead cam engine that sent me hurtling through space and time happens to be the heart of the new Twins. With a torquey low-end power delivery, the engine boasts an exciting edge yet retains an affable disposition. Whether you’re running the Twins through their paces or cruising about town, the middleweight mill is happy to comply. For those hipsters looking for a CB750 or XS650, you no longer have to sacrifice reliability for aesthetics. The GT and INT 650 gives you the best of both worlds with smooth, efficient EFI fuel distribution and cafe racer styling. 

In my short time with the models, engine heat never factored into the equation either. Even with that day’s temperature topping 90° F, the oil/air-cooled mule inside the Twins never skipped a beat, even when the pace hastened. Although Royal’s 650s did get up to interstate speeds without hesitation, I should note that both models feel more at home on surface streets. The torquey motor benefits the urbanite from stoplight-to-stoplight and the lack of wind protection would quickly fatigue riders on longer journeys. 

Along with the punchy power delivery, the width of the frame, handlebars, and pegs allow the commuter to squeeze through the narrowest of spaces. I wish Royal’s Twins were on the market when I started riding because they’re great options for those just starting out, especially when it comes to the controls.

Like all of Royal Enfield’s lineup, the GT & INT opt for simplicity. The company tends to label its approach as “Purist” and a quick glance at the controls will drive that point home. Without the luxury of a TFT display, cruise control, or heated grips, the controls of the Twins are minimalist. That facet helps developing riders concentrate on the road instead of fiddling with menus and settings, allowing them to get comfortable with the clutch, throttle, and most importantly, the brakes.

Both models boast a single 320mm floating rotor with a two-piston ByBre caliper up front and a 240mm floating rotor clamped by a single-piston caliper out back. ByBre, the Indian subsidiary of Brembo, provides the braking components. I know what you’re thinking (Indian-made Brembos?), but the stopping power achieved with these “budget” calipers really do the job. Coupled with the 41mm fork and piggyback shocks, the braking system brings the hefty 450 lb bike to an even and controlled stop. Yes, neither component truly stands out on these bikes, when it comes to brakes and suspension, that’s usually a good thing!

It’s true that the INT & GT 650 share the same 648 SOHC engine, ByBre brakes, double-cradle steel frame, 41mm conventional forks, and coil-over rear suspension. However, they do differ in two major categories: aesthetics and ergonomics. The INT opts for a pseudo-scrambler look with high-rise handlebars (w. crossbar), bench-style seat, and mid-mount pegs. While the GT sports proper cafe racer cosmetics with clip-ons, single-seat (w. cowl), and rear sets. 

Despite the ergo divergence, both the Twins handled responsively, although I wouldn’t call them lithe. The added girth of the larger engine means that the supporting package needs beefing up (compared to other Royal Enfield models). As a result, the 650s weigh more than any other Royal Enfield and the extra poundage is evident in the corners. I wouldn't label the Twins as unwieldy, but I also couldn’t praise them as flickable.

As a cruiser rider, the upright posture of the INT felt more natural, but the GT also proved the advantages of aggressive body positioning. With my abdomen lower to the tank, wind resistance was less of a factor and the direct input of the clip-ons resulted in a more reactive quality from the front end. Though the INT responded well to all of my inputs, I could dart through traffic on the GT (even if that feeling is primarily psychological - due to the ergonomics). For that reason, I think I’d side with the GT, as I’d primarily use both of Royal Enfield’s 650 in the city - and that’s where most consumers will ride these bikes.

With a base MSRP of $5,799, the GT & INT would be a viable starter bike for commuting students and city-dwellers. While most people warn novice riders against buying a 600+ cc motorcycle out of the gate, the 42 horses and 37 ft-lb of torque make the Twins manageable for newcomers. 

The retro-styling of the models will definitely appeal to a younger crowd and the affordable price point keeps them within reach. New riders tend to focus more on the aesthetics, but they will inevitably drop the bike (...a few times) and a lower price tag always helps to cushion those falls. If I were in the market for a first bike now, I would seriously reconsider buying the Harley-Davidson Sportster Iron 883, and I LOVED that bike.

If you’re new to the sport or searching for your first bike, I’d strongly suggest a test ride of the GT/INT 650. The combination of aesthetics, price point, approachable demeanor, and simplicity make Royal Enfield’s Twins a very attractive package. Not to mention, the 3-year, unlimited miles warranty with roadside assistance, reinforces the build quality of these machines. Believe me, If the company released a dirt-capable twin at a lighter curb weight, I’d be all over it. While that’s irrelevant when it comes to these models, the experience wasn’t for not. 

When was the last time you read a bad bike review in a magazine or online? Was it the debacle that was the Bimota V Due? Even Braap’s are given a positive spin by reviewers even though they had 5 product recalls in less than a year. So many motorcycle reviews these day are either a reworded press release or a well written advertisement. Now I reckon there are two reasons for that; the sceptic in me says if the magazines don’t write a positive review, then the advertising dollars stop flowing. There are plenty of examples of that car companies having a dummy spit when they don’t win car of the year so it no doubt happens in the motorcycle world too. The other reason is that it’s 2019, motorcycles have been manufactured for a long time, manufacturers have got the basics down pat. This is were Royal Enfield excels, the basics.

I wasn’t planning on writing a review but my bike was getting serviced and it wasn’t going to be ready in time for the Perth Café Racer Run to the Hills ride, so I needed a suitable replacement. As my review of the Benelli Leoncino got an amazing 36 likes (amazing because that’s 34 more than I thought it would get once Ric and I liked it) and a couple of sales, I thought Ric might be open to the idea of handing me the keys to something else. Scanning the showroom floor at MotoMax, a Ducati Sport Classic, Triumph Thruxton, Rickman Honda and a cluster of classics caught my eye. Ric handed me the keys to a mildly customised Continental GT650. Ah well, beggars can’t be choosers.

We both had conditions, Ric’s was simple “Bring it back with a full tank you tight arse bastard and if you drop it, you bu….”. I’m not sure what he said as Peter was saying “look, look” while pointing at a lady across the road who was jogging past. It was far more interesting watching the world go up and down. My condition was the same as always, I wasn’t going to write a positive review just because I got a bike for the weekend. If the bike is shit, then I’ll say so but you don’t have to post the review.  So here it is….hang on…before we get to the review, lets get some background.  

Royal Enfield sold 32,000 motorcycles in 2017 and not many of those were sold outside of India. They now sometimes sell double that in one month with their top selling model the Classic 350 outselling all their other models combined. It sometimes cracks the monthly top 10 list of number of bikes sold in India. Royal Enfield sells more Classic 350’s in one month than all the road bikes sold in Australia from all brands in one year. Unfathomable figures when you consider the company was at the brink of bankruptcy in 1991.

When Sid Lal’s dad bought the company, nothing really changed until 2010 when the Indian Tech economy boomed and hipsters finally had some disposable cash. Sales picked up and then skyrocketed the company to the fastest growing motorcycle manufacturer in the world. The success of the brand in recent times is partly because they upgraded (think EFI, ABS etc) their Bullet/Classic line to make it relevant while keeping the looks of the old motorcycle. Boomers started realising their bucket lists were getting longer and they were running out of time to cross stuff off. Learners around the world are often restricted to motorcycles that take more time to get to 100km/h than it does for a politician to answer question in parliament and Royal Enfields are perfect for that market.

The increase in sales meant Sid (the CEO at the time) had cash burning a hole in his pocket so off he went to the UK and bought Harris Performance which I remember reading about in the UK magazines for making custom frames for GP bikes. They’ve developed the chassis for all the new models including the Continental GT Café Racer, the Himalayan adventure bike and the recent 650 twins. The Café Racer handled as good as it looked but it didn’t get many hearts racing and only sold in low numbers, hence it was discontinued after a couple of years. The Himalayan has been known to get a few hearts racing which has more to do with them being ridden where they are named after. A devoted fan base will see the Himalayan continue to be developed for many years. The real game changer for Royal Enfield though, are the two 650 twins, the Interceptor and the Continental GT 650. Royal Enfield are exporting more than they are selling domestically and dealers in Oz are selling far more twins than they are of the 350cc and 500cc singles.

I’m not a brand snob so will any bike I can get the keys to. My list of motorcycle brands I’d like to put my bum on is topped, like most peoples, by the Italian exotics such as Bimota, MV Agusta etc. For me, Royal Enfield sits a long way down that list; I’m no fan boy who gets excited when a manufacturer changes the colour and releases it as a 2020 model. I lived in the world of sportsbikes and track days so Royal Enfields never registered on my radar; I always felt they were a little weird looking. Sort of like a girlfriend I had  in the 90’s that looked like a cockeyed Nicole Kidman without the Botox. Like my girlfriend, if you ride a Royal Enfield a few times you start appreciate the attraction and you end up falling in love. Since my first Himalayan motorcycle adventure in 2013, I have ridden all of the Royal Enfield models in Australia and in the harshest of conditions that the Himalayas can throw at you and while I still wouldn’t consider myself a fan boy, I would say I was an advocaat. Damn, it’s 11pm and I’m out of beer and wishing I had a liqueur cabinet. Is there an Uber drinks?   

The Conti I got had a few subtle changes made to it. The tank hand been replaced with the rounder tank from an interceptor, bar end mirrors had been fitted and the bike had been encouraged to find its voice with some aftermarket reverse cones mufflers fitted. The bar end mirrors worked perfectly, completely vibration free all through the rev range however the bike was a little quiet for my liking. You could certainly hear it under throttle and it let out pleasing pops and crackles on a decline but I’d like a deeper, louder sound. More Tom Jones than George Michael. If you’ve got standard pipes on your bike and you’re bored with it and possibly considering a change of bike, put an aftermarket set of pipes on and you’ll fall in love again. The Interceptor tank looked great on the Conti and helped take my eyes off what I consider to be the ugliest seat in the market. For some reason, Royal Enfield in Australia decided that the dual seat would be standard and the solo seat with a cowling that is used for the promo pics, and is standard in most of the 50 other countries that it is sold in would be option for Australia. I know looks are subjective but the transformation that the single seat makes on this bike is amazing and I wonder why more people aren’t swapping them over when it is such a cheap option. Maybe it’s just me. 

I am trying to squeeze myself into my daughters Katy Perry T-Shirt when Andy arrives early on his Ducati Sport Classic. With no time for Small Talk, it was time to Roar into Leederville to meet the others. We took the back roads before getting onto the freeway and this is the Conti’s playground. With narrow 100/18’s on the front and 130/18’s on the back, the bike flicks left and right really quickly. On familiar roads, I found myself turning in too quickly and having to readjust my line which the bike did without drama. Later on in the day when the speeds picked up a little and the mercury wanted to blow its load, the front end felt squirmish when going over the bitumen that is poured into the cracks of the road. No one else felt it so again, maybe it was just me.

Our group heading to the start point of the ride consisted of a Sport Classic with Zard pipes, a Thruxton with Staintunes, a V7 Guzzi with Lanfranconis, a Honda CB1100 with an aftermarket 4 into 1 and a W650 with open pipes. It was amazing listening to all the different sounds as we lined up at the Christmas trees, sometimes known as traffic lights by boring people. The Sport Classic consistently got the jump on the rest of at the lights but the rest of us all had a turn at coming second without any clear next fastest. The Conti is styled as a Café Racer of old but it is no race bike with ligths like they were in the old days. Sid Lal himself says “…we (Royal Enfield motorcycles) aren’t going much faster than 100 miles an hour. If someone wants a quicker motorbike, go elsewhere.” During the week, the media reported that a car was hooning through the tunnel at the outrageous speed of 140km/h. The bar had been set low so there was simply no need to crack the ton in the tunnel. Absolutely no need. By my calcs, I reckon 170+ is possible but as I never break the speed limits I’ll never find out.

Riding along the Tonkin, I rolled the throttle on and off, looking for flat spots but couldn’t find any, it just smoothly accelerates all the way to the redline in a very linear fashion. The 5 speed box has perfectly spaced gear ratios and I rarely looked for a 6th like I constantly do on my W650. We joined the rest of the riders and took off along the escarpment as the pace crept up through the hills. The bike was in its element, enjoying being thrown around and asking for more. I worked my way to the front of the pack and when there was a break in the traffic I gave it what it wanted and took off. On these sort of roads, I neither needed or wanted anymore power, I just enjoyed rolling the throttle on and rolling it off coming into a corner, letting the engine compression slow me down with only a slight dab on the rear brake when needed. The Pirelli Phantoms had more than enough grip and never troubled the ABS system. I considered putting the Phantoms on my bike but baulked at the price so Royal Enfield aren’t skimping on quality to ensure they stay at the $9990 price point.

After a cool down and a group photo, we headed to lunch at Parkerville and to pay our respects to Kevin the kookaburra who had his head ripped off recently by a complete and utter wanker. As we hit the road again, I found my right hand feeling a bit tingly which is a little unusual. My bike has thicker grips so maybe the thinner grips on the Conti passed on the vibes or maybe I’m just old and the years of abuse I’ve given my right hand is coming back to bite me. The suspension soaked up the bumpy roads but my bum was starting to feel a bit numb. The seat looks flat but is actually slightly rounded which was giving me numb bum…which would have come in handy when it also got years of abuse in a previous life. These are the only two faults with the Conti GT that I could find, both of which wouldn’t stop me buying one as I’d change the hideous seat and put thicker grips on anyway. Everything else was perfect; the horn is louder than my cars, the clocks are easy to read, clutch and brake lever action is effortless, the gearbox is ridiculously smooth, riding position is spot on.

At under 10k, the only bike that is comparable to the Conti is its stablemate the Interceptor. The visually challenged Harley 750 is being run out a similar price, Suzuki threw a bikini fairing on its SV650 and called it café racer and is watching them gather dust on the showroom. The Benelli Leoncino and the oddly styled Husqvarna Svartpilen are similar prices but I doubt the circles in the Venn diagram of people interested in these three bikes would overlap.

More pics here: