VOL. 56 ISSUE 9 MARCH 5, 2019 P99
already produced an 865cc ver-
sion of the engine for the Lock
Stock factory custom, without
any modification to the external
engine castings. Word is that
there are two further new Royal
Enfield twin-cylinder platforms
being launched in the next five
years, each with a different chas-
sis and different engine capacity
as part of a 12-model blitz that Lal
intends should establish his com-
pany as the global leader in the
middleweight motorcycle market.
But that's in the future and
(Left) Old and new:
The INT 650 versus
the OG singles from
Royal Enfield that
powered India for
generations. (Right)
Classic looking, but
the Enfield Twin has
been developed
from the ground
up for these two
machines. (Below)
The INT 650
provides a more
relaxed ride than
the Continental,
with weight
distribution set at
50/50 front to rear.
company's state-of-the-art British
technology center at Brunting-
thorpe.
Despite being "just" a 650, it's
a visually imposing motor, which
fills the frame, with its polished
engine covers matching the
double-skinned chrome exhaust.
It's worth noting that Enfield's
performance partners S&S have
the INT 650 and Continental GT
are here right now, and a close
look at the new bikes during two
full days of riding them through
the spectacular mountain roads
around Santa Cruz revealed that
Royal Enfield's build quality has
taken a significant step forward.
Great attention to detail is evi-
dent, and while the switch blocks
can't help looking rather bland
without any electronics other
than EFI and ABS on a bike with
a cable throttle, hence devoid
of ride-by-wire technology, they
look well made and substantial.
The classic-style twin-clock ana-
log instruments feature a sepa-
rate tacho and speedo, with a
small LCD screen displaying fuel
level, odometer and two trips,
but no clock or gear indicator.
We had entire successive days
aboard each model, with ample
time to evaluate each thoroughly.
