Royal Enfield Continental GT Engine and Gearbox
The Royal Enfield Continental GT is powered by a 535cc, fuel injected, single pot motor that has a max power of 29 bhp @ 5100 rpm and peak torque of 44 Nm @ 4000 rpm. While the peak power output is nothing to write home about, we are quite happy about the torque of offer. The Conti GT’s motor is the only part in the entire package that hasn’t been developed from grounds up.
Instead, the CGT’s 535cc motor has been derived from that of its 500cc cousins and thanks to the increased bore (87mm vs 84mm), manages to churn out 2 more horses. Not just the increased bore size, the engine also gets reworked internals such as a strengthened crankshaft and new valves.
On the move, the 535cc motor makes the new RE Conti GT easily the sportiest RE we have ever sampled! Thanks to the sufficiently potent 535cc EFI engine, the Continental GT can easily cruise at 100kmph and the bike certainly won’t break any sweat to hit a speedo indicated 120 kmph! And the greedy souls that we are, we pushed the bike even beyond that and hit a speedo indicated 140 kmph, before maxing out. However, worth mentioning here is that the progress is a tad slow once you cross the 125-130 kmph mark and the bike takes its own sweet time to hit the top speed, which is claimed to be around 135 kmph.
Thanks to the torque on offer, the new Royal Enfield Conti GT impresses with its ride-ability. The bike, even when in high gears, can pull away from low speeds quite comfortably. For instance, we managed to chug along at approx 35 kmph in fourth gear without stalling the bike.
The new Royal Enfield Continental GT has an ARAI certified fuel efficiency of 41.9 kmpl. However, we would love to add a pinch of salt to this test-figure and expect the bike to have a real world fuel efficiency of 35 kmpl, which isn’t half bad if you consider that the CGT is powered by an old school 535cc engine and weighs close to two quintals.
The CGT’s motor comes attached to a 5 speed constant mesh gearbox that has a conventional 1 down-4 up shift pattern. The shifts are smooth as compared with the other RE machines. While the occasional false neutral is not something one should live with, the overall experience is still much better than the other models in the RE lineup. The well selected gear ratios, along with all that abundant torque, bestow the machine with a sense of urgency that is hardly ever associated with the bulls we all know of.
And then. . there is the distinctive RE thump. . .
What’s an RE without the characteristic thump, you may ask! And the Continental GT shouldn’t really disappoint you in this aspect. The media bikes were fitted with the optional sports exhaust, which treated us to just the kind of music we are always carving for.
Go to next page to read Royal Enfield Continental GT Ride, Handling and Braking review>>>
I took rides on GT & D-390 respectively back to back in that order. Still hungover with D-390. D-390 puts GT to shame in every aspect..
WAKE UP,, THIS IS ALMOST 2014,, NOT 1914,,, MIGHT BE GOOD FOR A BOAT ANCHOR
we are waiting for classic 750 twin or Thunderbird 750 twin may be this year at auto expo 2014 RE will display something
Doesn’t make sense calling it a complete Cafe Racer since it can’t hit the “ton”(100 mph). It might be the best bike from RE till date but competition is stiff in today’s market, there are better bikes on offer by other manufacturers in the same price bracket. RE seriously needs to re-think its power/performance figures with its motorcycles.
Purchasing this really doesn't make sense to me. I too took a test ride. The performance is 'better' than other RE only. Seriously disappointed.