Royal Enfield Continental GT 650

It all started with the Continental GT 535, a beautifully designed café racer that turned heads the moment it was launched back in November 2013. People went absolutely bonkers on the way it looked. The sales figures, however, painted a different picture.

The design wasn’t the problem. In fact, they absolutely nailed that part. It’s what lay beneath the surface that held the GT 535 back. It was based on the same platform as the Classic 500 – so it essentially had the same engine and chassis. And while that sounded good on paper, in reality, it just wasn’t good enough. Everyone who rode it, found the performance to be underwhelming, and the handling, well, it felt like a tractor in ice. It looked the part, sure, but the ride didn’t quite live up to the promise.

Royal Enfield knew things had to change. The pressure to break away from old-school thinking was mounting. So, they set up a proper R&D center and started reworking their entire lineup. Part of that overhaul was bringing the Continental GT back to life, properly this time. Everything was built from the ground up. When the company finally launched the Continental GT 650 on November 14, 2018 (exactly 5 years later), it wasn’t just a new bike, it set the tone for all Royal Enfields that followed. It marked the company’s return to twin-cylinders, and how, transforming the brand's image from laid-back cruiser to capable retro machines

Design 

From my eyes, the new design looks more mature but sticks to its café racer roots, thus keeping the fundamentals intact. It adorns the old-school design ethos with minimalist bodywork, a sculpted fuel tank, clip-on handlebars, raised rear-set footpegs, a twin pod instrument cluster, twin-megaphone exhausts, and a round headlamp. While it looks modern, it also has the essence of a 60’s classic. 

Fast forward five years, and the bike finally got its first proper updates, both in terms of design and mechanicals. The year 2023 gave the GT 650 a new full LED headlight, a redesigned switchgear, blacked out engine casing and exhaust on select variants and a pair of alloy wheels with tubeless tyres which make it more practical. RE still offers spoked-wheels as an option for purists who love that traditional look.

It might share the same base components as the Interceptor 650, but the GT looks sharper, sportier, and  has a more aggressive vibe to it. A lot of that comes down to its more committed riding position.

Colours

You can choose from a variety of colour options and variants – ranging from classic shades like Rocker Red and British Racing Green to something more contemporary like Slipstream Blue and Apex Grey. Then there’s the chrome-heavy ‘Mr. Clean’ variant that’s still a crowd favourite. 

If I had to pick one, I’d go for Slipstream Blue from the top-spec variant. I feel it’s the perfect blend of black with racing stripes on the tanks, which makes it stand apart from the rest of the colours. As for the base variant, I’d pick British Racing Green. 

Wheels

The bike gets 18-inch wheels wrapped in 100/90-section front and 130/70-section rear Vredestein Centauro ST radial tyres. These sport-touring tyres use a softer compound with a stiffer tread, offering better grip in both wet and dry conditions. Another welcome addition is the alloy wheels on the top two variants, making tubeless tyres standard. So if you get a puncture, it’s no longer a workshop run, just a quick DIY fix.

Quality 

Royal Enfield’s all-new outlook also meant new partners who knew their way around motorcycles. One such name is UK-based Harris Performance, which worked on the bike’s chassis and overall build.  The tubular frame feels a lot sturdier, and the attention to detail is rather impressive. Same goes for the tight panel gaps, excellent paint quality, and overall, a well put-together bike. Yes, it isn’t perfect, but it’s a huge leap forward from the original 535. 

Safety features

You can’t expect a long list of features on a classic café racer. Pack in too much tech, and it starts drifting away from what it’s meant to be. So naturally, RE loaded it with just enough to keep its customer base happy. The GT 650 gets a full-LED headlamp, a reworked switchgear, and a new USB charging port, typically on the left switchgear, especially on the alloy wheel variants. Last but not the least is the safety net of dual-channel ABS.

Convenience features

The twin-pod analog-digital instrument cluster remains unchanged. It gets a digital inset within the right pod, displaying information like odometer, trip meter, fuel gauge, and service indicator. RE has also included a USB charging port for added convenience. 

Rider comfort 

Though the GT 650 shares pretty much the same mechanicals as the Interceptor 650, it’s the riding posture that really sets it apart. It feels a lot more committed with those clip-on handlebars and rear set footpegs, giving the bike a proper aggressive stance. You sit slightly canted forward with your thighs naturally tucked against the tank. It looks fantastic and adds to the whole riding experience, but comfort does take a back seat on longer journeys.

The bike is an amazing package if you use it for short weekend rides or quick commutes. But stretch that ride out and it starts to show its limitations. The forward-leaning position can take a toll on your wrists, and the slightly firm seat doesn’t help either, especially if you’re on the taller side.

At 804mm, the seat height is fairly manageable for most average-sized riders. Shorter riders might struggle a bit to flat-foot the bike. I’m five ten, and for me, it was easy enough to get both feet down and feel confident at a standstill.

Pillion comfort

From my experience, the pillion seat on the Continental GT 650 isn't the most comfortable, especially on longer rides. The design is quite narrow and with minimal padding, so anyone sitting behind you will likely feel and notice the seat pan after a while. 

Sure, some people say it's a bit better than the stock Interceptor seat, but in all honesty, it still feels cramped, and it doesn’t provide much support. However, that’s just part of having a café racer like this, where the design focuses more on style and a sporty look than on pillion comfort.

Underpinnings

The GT 650 handles beautifully thanks to the Harris Performance-developed frame and well-balanced suspension setup. As for the tyres, RE thankfully switched from tube-based Phantom SportsComp to the tubeless Vredestein Centauro ST radial tyres. And it finally does justice to the bike. Those Vredestein Centauros feel properly sorted. Open the throttle and the rear sticks to the road without any drama. No nervous moments, no weird wiggles. Just clean, confident grip.

That said, it does have one edge over the Interceptor. On the GT, the rear-set footpegs give you enough room to comfortably put your feet down at a stop. Unlike the Interceptor, where the footpegs are always in the way, the GT is a little easier to manage when you're just trying to stay upright in traffic.

Brakes

Luckily, the GT 650 comes equipped with  ByBre-sourced disc brakes at both ends – a large 320mm disc up front and 240mm disc at the rear, paired with dual-channel ABS. Braking feels sharp. Even when you really get on the front brake, the bike stays planted. None of that sketchy front end float we’ve seen with the older Conti running on Ceats or even on the new Interceptor. The Centauros definitely step things up.

The new brake levers along with the braking setup offer decent bite and progression, especially for a bike this size. However, it did leave me wanting for more under aggressive braking. The ABS, on the other hand, worked well without being overly intrusive. 

City handling

At 214 kilos, the GT 650 is anything but light, and I definitely felt the weight when I was moving it around in tight spaces or pushing it through a parking lot. The heft is also noticeable in city traffic, especially when I was balancing the bike with one or both feet at low speeds.

What doesn’t work in its favour is the aggressive riding posture, which puts a fair bit of strain on your back and wrists, particularly in stop-and-go traffic. It looks great and adds to the café racer vibe, but it’s not the most forgiving in everyday conditions.

Highway handling

It feels composed in corners, stable on highways, even at triple-digit speeds, and surprisingly nimble for a 214kg bike. 

Cornering

I took the bike through my usual twisty route, and it was proper fun. The way it tips into corners now feels way more natural. At no point was I second-guessing the tyres or fighting the bike. Honestly, after a couple of runs, I was surprised at how much lean I was carrying without even realising it. It only starts feeling a little unsettled and wobbly around bends if your inputs aren’t smooth and gradual.

Verdict

For what it costs, the Continental GT 650 is honestly one of the nicest bikes you can get if you want something retro with decent performance. It looks the part, rides well, and gives you that proper old-school café racer vibe without burning a hole in your pocket.

Do note that an updated version of the Royal Enfield Contiental GT 650 is reportedly set to be launched in 2026. It will be sold along side the upcoming Royal Enfield Continental GT 750, and is epxpected to get some interesting new features. 

Competitors 

If you want pure performance and agility, the Duke 390 takes the cake. It's lighter, with sharper riding dynamics, making it ideal for urban commutes and weekend rides. But it isn't the most comfortable bike in this segment. If you want something solid, with a relaxed riding posture and a comfortable pillion seat, the Super Meteor 650 is the way to go. The rear suspension is on the stiffer side, but you can fix that by installing RE's touring seat, which is well-padded.  

The Interceptor 650 is the next closest thing to the GT 650, but with a more neutral riding position, with taller and wider handlebars, making it better equipped for long-distance touring. I would recommend adding RE's touring seat here as well. 

On the other hand, the Jawa Perak is more about style and exclusivity at a lower price point, but it falls short in outright performance and highway capability. The GT 650, however, remains the most engaging option for riders seeking a blend of retro styling, strong mid-range torque, and sporty handling.

In a nutshell, if you’re looking for a bike that’s easy on your pocket, looks timeless, sounds amazing, and slaps a smile on your face every time you ride it, the Continental GT 650 still hits the sweet spot.