Feb 22, 2016 12:17 AM
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Continental GT It looks fetching, a beautifully shaped fuel tank resting on a very proportionate-looking motorcycle. The solo seat adds a ton to the charm. Even though a ‘pillion also’ seat comes as an option, one look at the long seat fitted on and the GT begins to look uncomfortably like any other Bullet albeit with a new tank. The view from the pilot seat is uncluttered and the clip-ons don’t really make you kneel into submission. The ergos are not the ‘all weight on the wrist’ types though a regular Bulletier will need some getting used to the lowered bars and those slightly rear-set footrests.
Turn on the ignition key, flip the engine kill switch to ‘run’, thumb the starter for a 2-3 second burst and the 535 EFI thumper thumps into life. The idling is lumpy for a short while and settles down as the engine warms up. Blip the throttle and you stall it – a reminder that a large piston is going up and down and needs a graded hand to urge it on. There’s a troublesome flat-spot just off idle and the uninitiated tend to stall the engine the first couple of times before realizing the need for more persistent throttle to get rolling. The tallish first gear adds to this effect but once on the move the engine responds very well across the rest of the rev range. The torque is meaty past 2000 rpm and lustily pulls the bike till just past the 4000 rpm mark. Above that the vibrations begin to dominate the proceedings and even though the engine can be revved up to its 5500 rpm cut-off, there isn’t much coming from it past the 5000 rpm mark and so you either up-shift to a higher gear or take that as the fastest you can go in top gear.
In any case if the lack of power doesn't make you up-shift, the vibrations enveloping you north of 4500 rpm would compel you enough.The RE Continental GT is a new bike in all respects except for the engine powering it. The cycle parts are all new, designed up from scratch and the modernity shows in the way the GT rides, handles and brakes. The steel double cradle frame has been designed by Harris Performance and is a revelation in stiffness and composure. The bodywork comes courtesy the Xenophya Design definite freshness about it despite being in conformance with a previous era concept. The manner in which the modern clip-ons, the knurled foot-pegs with those long feeler bolts, the right-sided drive chain et al have been blended into a 60’s era package is commendable. Quality performance parts pepper the entire bike with Brembo brakes that come with braided lines, Paioli shocks and those sturdy Excel aluminum spoked rims. The result is a fine handling motorcycle which comes almost as a culture shock for someone accustomed to the usual ‘run of the mill’ Bullet
