"RepsaC_" <cscs@Mailwebspeed.dk> skrev i en meddelelse
news:447ef45d$0$937$edfadb0f@dread14.news.tele.dk...
> Hej
> Må jeg høre nogle meninger omkring denne fede billige(74900) cykel med
> SV650
> teknik.
> Mvh
> Casper
>
>
Hyosung GT650 vs. Suzuki SV650
Story by Gabe Ets-Hokin, July 2005
Are you considering the purchase of a Korean motorcycle?
Hyosung, Flying By
700k wmv
Just being asked that question is significant in a motorcycle world that's
been dominated by products from Japan, America and Europe for the last 50
years. But Hyosung, the giant Korean industrial combine, is finally offering
a 650cc V-Twin sportbike to the US market. It's $950 less than the
comparable Japanese model, the Suzuki SV650S, but how does it work? Are
Korean motorcycles ready for prime time?
We here at MO spent a lot of time discussing the Hyosung. Maven Ashley had
read it was just a rebadged SV650, as Hyosung is rumored to manufacture
engines and other components for Suzuki.
test
An angry face-off between two feisty middleweights.
I maintained it was just the motor that was similar. We tried to get a test
unit from the distributor, but no luck.
Suddenly, we got an email from Curtis Fisher, co-owner of MidAmerica
PowerSports Plus (MAPSP) in Independence, Missouri. Not only did he have a
brace of Hyosung GT650s in stock for us to paw over, he also had a Factory
Pro dynamometer and a local friend with a stock 2003 fuel-injected SV650S
for us to compare. Soon after that, MO expense account card in hand, I was
on MO's private jet, (okay, a 6:00 AM Sunday morning Southwest Airlines
flight) headed for Kansas City, MO.
Hyosung is an interesting company, and you might even be riding a one now.
They've been building motorcycles since 1978 and have the production
capacity to build 200,000 units a year. Their lineup includes dirtbikes,
cruisers, standards and sportbikes, in addition to ATVs and other vehicles.
Their components are used in many other major brands, and they build
motorcycles for
Gabe was surprised to see that the engines were, in fact, different.
one or more Japanese manufacturers that are exported worldwide. Is it the
SV? Hyosung and Suzuki won't say.
Introduced in other markets last year, the GT650R is a modern sportbike that
shares no components with any other bike I've seen. It uses a steel frame
and swingarm to contain a 650cc, dual-overhead-camshaft, eight-valve,
liquid-cooled V-Twin engine. There is a monoshock with preload adjuster
connected to the frame via a linkage in back, and a burly-looking top triple
clamp and upside-down fork in front. Triple disc brakes slow the whole thing
down. Factory claimed dry weight is 401 pounds, compared to the Suzuki's
claimed 379.
When I arrived at MidAmerica PowerSports Plus, the GT650R was parked right
in front of the service entrance. It's a very good looking motorcycle, with
styling derivative of Suzuki's GSX-Rs and SV650: the tailsection looks
similar to the SV, while the stacked headlights say "GSX-R". The GT650 "R"
model with the full fairing looks great, with smoother and
The half-faired GT650S is only $5,499.
more finished styling than the SV's. The GT650 "S" model, with a half
fairing, also has a more finished and sleeker look than the Suzuki.
The Hyosung has a lot of nice touches for a bike priced at $5,999. There is
some good attention to detail, as it seems to have been assembled properly,
with no unseemly gaps or poorly routed cables. There is a strap to secure
the passenger seat, adjustable rearsets, and though the Bridgestone BT56
tires are an older model, they are known to be grippy and long-wearing. The
front end is very good, with easy-to-adjust damping (but no preload
adjuster), stiff looking, upside-down fork assemblies and beefy triple
clamps. Brakes are two-piston, sliding-pin calipers in the front grabbing
floating rotors, similar to the Suzuki's.
The component quality of was a little poorer than I expected. The plastic is
that brittle, older-style ABS, and the paint has a fair amount of orange
peel. The clutch lever rattles, and the brake lever isn't adjustable.
The Hyosung compared very well to the SV on the road.
The switchgear seems flimsy and lacks a sharp, positive feel. The warning
stickers are badly translated; "DO NOT MAKE ILLEGAL MODIFICATIONS FOR THE
SAFE RIDING" is my favorite example of Korenglish, although I am sure the
owner's manual could amuse me for hours.
Our SV riding friend, Amy Eckhoff has arrived, so we're ready to roll. We'll
head out to a local park with some nice scenic spots and cover a few twisty
roads, so I switch the ignition on. The instrument panel dimly lights up
with LCD instrumentation that looks like it was lifted from a 1987 Cadillac.
It's very hard to read in daylight, although it does have a dimming
function, the first time I've ever seen that feature on a motorcycle.
Amy Eckhoff
MO would like to thank Amy Eckhoff for her assistance and for the use of her
2003 SV650S. Amy is a smooth-riding 31 year-old architect, who was inspired
by her husband's love of Ducati V-Twins when she bought
Amy's an accomplished architect and an enthusiastic motorcyclist.
her pristine SV from its original owner. She also says it didn't hurt that
the SV's price was just too low to turn down.
Amy and her husband Shannon are active in the HOAME motorcycle club, an
organization of Kansas City-area motorcyclists who enjoy all kinds of
motorcycles, with an emphasis on European brands. She's enthusiastic enough
about her sport to ride her bike to work and she gets out on her bike as
often as she can.
Thanks for helping MO, Amy, and keep on riding!
The motor fires up quickly and easily, with a raspy sound and noticeable
vibration. The clutch has a smooth, easy pull, and the gearbox has short
throws and shifts easily, although finding neutral from a stop in first gear
is difficult. Pulling up to a stop, I notice that the brakes have a wooden
feel and require a strong pull. Once I'm stopped, getting my feet down flat
is easy, thanks to a seat that is noticeably lower than the SV's.
The Hyosung's footpegs (left) look cheap, but the adjustable bracket is a
touch only expected on $16,000 bikes.
We get on the highway for 10 miles to ride to a local park where we can get
some photos and a riding impression. The GT has a long reach to the bars,
which puts an ache in your lower back after 20 minutes, but the seat is soft
and supportive. The adjustable footpegs are in a nice position, and the seat
height is just right for me.
The motor is buzzy above 6,000 rpm, but it is geared fairly tall and
cruising at 80 (indicated- I think there's an 8-12% speedometer error) is
fairly comfortable. There's plenty of torque for passing if you click down a
gear or two, but the buzzing at high rpms is hard to take: your fingers
practically vibrate right off the grips! It pulls hard in the midrange, but
it isn't as sharp and satisfying as the SV's motor, which feels refined and
silky smooth by comparison.
Once on a curving road, the GT is very good. With the steel frame and
swingarm, it feels noticeably heavier than the SV, but it turns in nicely
and holds its line well. Steering is very linear and progressive; that's a
hallmark of those BT56's! The front suspension is pretty good, tracking over
bumps and not mushy at all, but the rear shock is cheap-feeling and under
damped. I think the
Ooo! LCD Speedometer! If we're really back in 1985, why am I so fat?
Actually, both bikes have digital speedometer displays. However, the SV's
unit is the only legible one in direct sunlight.
handling and ground clearance are good enough that the GT would make a
decent track bike and Hyosung should consider sponsoring a spec racing
class.
Swapping to the SV, I remember why I loved mine so much and why it's such a
popular choice for beginning and advanced riders alike. It has a refined,
sophisticated and friendly feel that is un-intimidating and fun at the same
time. The motor is much smoother than the Hyosung's, and the entire machine
has a refined, finished feel that the Korean bike just can't duplicate.
However, the Hyosung feels more composed over bumps and is just a bit more
sporty, overall.
Amy agreed with me about how the Hyosung compared to her SV. "It felt
totally different from my SV. It felt about 20 pounds heavier, but it also
felt easy to ride. It was balanced, and not top-heavy." Amy liked the way
her SV "flicks" around corners, where the Hyosung needs more effort to turn;
but once it is turned, it "held its line well." She guessed the Hyosung had
a longer wheelbase, and she was correct: 1435mm versus 1430mm for the SV. "I
doubt that a 5mm wheelbase increase would be noticeable," comments Sean
Alexander, " compared to the numerous differences in geometry and tires
between the two bikes. I'd look at the amount of trail and tire profile
first as indicators of 'quick' steering." Hyosung doesn't list trail in the
specs, howerver.
Amy definitely didn't like the lower bars, but she also noted the GT650R
felt bigger, too. "I didn't like the wider midsection, and if you had too
much gut, you'd have a hard time with the gas tank." Still, Amy was
impressed with the Hyosung's overall feel and performance.
The next morning, I got up early to take the GT on a blast down Blue River
Road, a short but fun piece of pavement to the south, with a few nice turns
and even
The GT looks like a much faster, more expensive motorcycle.
less traffic. I was able to stretch the bike's legs a bit, so I grew to like
this raw and simple roadburner. The throttle response is not as crisp or
responsive as that delivered by the SV's more sophisticated fuel injection,
but the bike still lunges forward at 6,000 rpm and easily gets into
triple-digits on the speedometer without much effort. It turns so nicely and
holds its line so well that I'm disappointed the exit comes up so quickly,
since I'm having so much fun darting in and out of what passes for heavy
traffic in suburban Kansas City.
Once on the stretch of smooth pavement, freshly washed by an early morning
rainstorm that also brought temperatures down to tolerable levels, I get
more confidence in the GT's chassis, brakes and tires. With 58HP on a
FactoryPro dyno compared to the SV's 60 on that same dyno (this translates
to 65.5 and 68 on a Dynojet), the motor is more than adequate to have a good
time, and I'm again impressed by the stout front suspension. The rear shock
is pretty cheap, but luckily the bike is light enough to not tax it too
much.
The GT handles very well for a budget motorcycle, too.
How good a value is the GT650? With the full fairing, the GT650R is priced
at $5,999, $5,499 for the half fairing GT650S. The SV650S with half fairing
is $6,449: $950 more! That will buy you an exhaust system, jetting and
whatever other add-ons you could want. But the SV does give you a smoother
motor, better throttle response and the luxury of fuel injection. Plus, the
build quality is superior. Another consideration could be resale value and
warranty service, a pitfall for new brands.
A better comparison would be to Suzuki's venerable GS500F, which is priced
at $5,199 with a full fairing. But that bike has an anemic, ancient
air-cooled motor that barely puts out 40 HP, squishy suspension, a single
disc brake and skinny, bias-ply tires. If you opt for a Hyosung, the extra
$300 ($800 if you want the lower fairings) buys you another 30 HP, a better
chassis, radial tires, beefy front suspension, dual disc brakes, and similar
build quality, too.
The Hyosung GT650R has a lot of flaws. But it surprised me with how much it
had to offer. It's a stylish, well-designed motorcycle that need make no
apologies for its suspension, motor or handling: the stuff that matters. The
overall build quality is cheaper than what I'm accustomed to, but it's
acceptable and looks like it will hold together with proper maintenance. Is
it worth $5,500 to $6,000? I think compared to other new bikes in this price
range, it's a pretty good value and you might have some luck bargaining with
the dealer -- although, as Curtis points out, this is a low-volumne business
for now, and with the de-pegging of the Chinese Yuan against the dollar and
it's subsequent controlled rise in currency value, expectations are it'll
have a ripple effect all through SE Asia, with a generally higher prices
from goods shipped out of that region.
It's a clear step above the offerings from other Asian manufacturers.
Hyosung has other models on the way as well. Look for a power cruiser with
the 650 engine in it, as well as a 1,000 CC version of the GT. There are 250
CC standard and cruiser models, too. With ATV's and dirtbikes, Hyosung has a
complete product line that seems to be a clear step above the shoddy
mainland Chinese brands that crowd the internet and floors of many rural
motorcycle shops.
Going Faster with 650 Twins
By: Sean Alexander
It's no secret that middle displacement V-Twin Sportbikes make fabulous
street bikes and outstanding platforms for improving your track riding
skills. Honda's 650cc Hawk GT was a long-time favorite of club racers and
served several years past its expiration date. However, the SV-650 came
along in 1999 and the Hawk GT quickly faded into the past, since the new SV
was significantly more powerful, slightly lighter and clearly faster around
the racetrack. For the last five years, Suzuki's SV-650 has been the
smartest choice for those looking to enter the club racing scene.
This is not the way to test your new suspension settings!
Many new racers hone their track skills on SV-650s and once they move up to
faster classes, they often keep their SVs, due to the loads of fun the bikes
offer on race weekends. Few motorcycles are eligible for more classes --
with a shot at actually being competitive -- than the SV-650. Their
desirability as track bikes has ensured that used values remain relatively
high, as racers often snap them up as soon as they are listed.
What do you do, once you've acquired a shiny new SV? Read my 2002 article on
race prepping an SV for helpful tips and in-depth explanations. In too much
of a hurry to read it all? If there were Cliff Notes, they would simply
read: "Tune the Suspension!"
After reading Gabe's impressions of the Hyosung, I'm guessing that the GT
650 is in a similar boat to the SV (a nice engine and chassis, with a
mediocre suspension). My recommendation: Call Phil at Aftershocks Suspension
at (650) 494-8849. Aftershocks will completely re-valve and tune the forks
and shock that you mail them
for about $500 total. You just remove them from your bike and send them via
UPS (if you have non-cartridge forks, I would also recommend sending along a
set of Race Tech Gold Valve cartridge emulators.) Tell Phil how much you
weigh, what your riding style is, and what you will do with the bike. He
will do the rest. When UPS returns the parts, you simply bolt them back on,
don't touch an adjuster and watch your lap times fall by multiple seconds
per lap. It really is that easy.
Now you must decide: Do you want a brand new Hyosung, or a second-hand
SV-650S? The new Hyosung will probably be in better shape than the used SV,
but the SV is probably a bit faster, and equally importantly, there is an
abundance of knowledge and aftermarket (as well as used OEM parts) support
for the SV. My recommendation: Get the used SV, save some money on taxes,
freight and prep, then put that savings into the suspension and some race
bodywork. -Sean
The motorcycle marketplace now offers more choices than it has for many
years. This can only be good for the consumer. For a first effort at a
mid-sized sportbike for the US market, Hyosung has produced an interesting
product that is worth taking a look at. If you want a new bike for a used
price, or want full-sized sportbike looks with a softer, more
beginner-friendly motor, or if you just like the racy, aggressive styling,
the GT650R might work well for you.
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