with 320 mm single rotors and twin-piston calipers at the front for
each, and a 240 mm and 270 mm rotor with a single piston caliper are
the rear for the Kawasaki and Royal Enfield, respectively. At our perfor-
mance-testing facility, the Continental GT stopped quicker from 60 mph
with a distance of 150 feet, but the Café is more communicative. The
Royal Enfield’s front lever has a wooden feel during hard braking.
The Continental GT is surprisingly skinny, considering the wide-look-
ing air-cooling fins and swooping twin pipes that exit the engine at 11
and 1 o’clock. The seat is narrow as it runs into the equally narrow
3.3-gallon fuel tank. Although the clip-on bars look sporty, reach and
height pull you just slightly forward, not a full tuck. So, above the hips,
the GT is roomy. But below, it is less so. After an hour, the accesso-
ry single seat fitted to our test unit felt like a thinly-padded piece of
lumber, and the seat-to-footpeg area was cramped for even the shorter
riders in our testing group.
In contrast, the Kawasaki feels plush and roomy, luxurious even. The
seat is deeply padded and comfortable and has a more reasonable alti-
tude from the footpegs. A one-piece clubman handlebar drops your tor-
so farther forward than on the Continental GT and can be a stretch for
TOP: Clubman bars tucked behind a silver bikini fairing are nostalgic while an LED
headlight and fuel injection brings the W into the modern age.In contrast, the Kawasaki
feels plush and roomy,
luxurious even.