how reliable it is? if its a good beginner bike? ive never heard of it until today.
Hyosung GT 650R?? does anybody know anything about this bike?
jon341427
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416 Posts
That's not a bad looking bike to me. That bike would be good for my girlfriend.
FROM www.motorcycle.com
Hyosung GT650 vs. Suzuki SV650
Story by Gabe Ets-Hokin, July 2005
Are you considering the purchase of a Korean motorcycle?
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.
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 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 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.
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 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 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 b*****, 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 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.
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.
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.
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
Hyosung GT650 vs. Suzuki SV650
Story by Gabe Ets-Hokin, July 2005
Are you considering the purchase of a Korean motorcycle?
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.
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 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 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.
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 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 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 b*****, 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 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.
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.
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.
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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3,386 Posts
wow, those are actually really good looking bikes.
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728 Posts
Jesus, Jim, you got some stock?jim schmidt said:
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44 Posts
GT650 is pretty much the SV650. Hyosung developed alot of parts for it.
Other than a totally different suspension, steel instead of alloy frame, carbs instead of fuel injection, and 99% of the little bits that the bike is built from. They've got far more differences than what they have in common, engine displacement nonwithstanding. Just ask the folks who tear them apart and are racing them!Trueweltall said:
http://korider.com/forum/modules.php?name=Forums&file=viewtopic&t=302
Joined
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260 Posts
I've been on One
The owner had been having issues with the bike dying on her a few times in the days before. Then we both got on the highway and she pulled over- it died. Then again and again, and again. She got it to the dealership and they said there weren't enough holes in or around the gas tank. Something like that. BTW when she paid for her bike she ordered an 05 when it arrived they apologized and told her they ordered an 06, she took delivery of it at no extra charge.
Someone at my university rides one. As cheap as these things are and expensive as gas is, the streets will be full of them in a matter of time.
The fit and finish wasn't exceptional and the gauges sucked IMHO. But this bike for a beginner or a nervy woman (like mine), would be perfect.
AJ
I have ridden this bike. I have a female friend that has one and I think it would be great for my gal. I only rode it up the street and back. The bike just died on me while I was riding. I didn't know what the deal was. It was already kinda quiet compared to my bike with a slipon. After it died I just tried to baby it back to the parking lot.cs636 said:
The owner had been having issues with the bike dying on her a few times in the days before. Then we both got on the highway and she pulled over- it died. Then again and again, and again. She got it to the dealership and they said there weren't enough holes in or around the gas tank. Something like that. BTW when she paid for her bike she ordered an 05 when it arrived they apologized and told her they ordered an 06, she took delivery of it at no extra charge.
Someone at my university rides one. As cheap as these things are and expensive as gas is, the streets will be full of them in a matter of time.
The fit and finish wasn't exceptional and the gauges sucked IMHO. But this bike for a beginner or a nervy woman (like mine), would be perfect.
AJ
Joined
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6,121 Posts
I have seen these in the showroom, very nice bikes for the $$ from what I can tell. Front end looks much beefier than the SV setup, adjustable inverted forks and all. Rear pegs are adjustable as well. The old school SV's tubular frame is more rigid than the current cast one, which is probably why they went with that design. It does have a little italian flare. They definitely do not look cheap, pretty good looking IMO.
They had an SV-650S in the showroom as well, so I could sit on each side by side, and the hyosung seemed much more comfortable. Plus it looked much nicer.
I wouldn't knock it until you try it. Would've gotten a test ride on it if it wasnt raining cats and dogs that day.
They had an SV-650S in the showroom as well, so I could sit on each side by side, and the hyosung seemed much more comfortable. Plus it looked much nicer.
I wouldn't knock it until you try it. Would've gotten a test ride on it if it wasnt raining cats and dogs that day.
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3,170 Posts
When is that gonna be, because I drove a rental hyundai last week and it was one of the worst cars I've ever driven. 
bssrf4 said:
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260 Posts
Still I'd get one for my gal in a heartbeat. Everything has problems occasionally IMO.cs636 said:
There is a dealer locator at www.hyosungmotorsusa.comcs636 said:
We just sold our last one, and I'm expecting seven more this week.
I'm considering bringing one or two of them with me to Monterey when we go to see the MotoGP race this year.
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6,655 Posts
I wonder why they suck with carbs instead of FI. I'm considering this bike as a next one, but I really want a FI bike.
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154 Posts
i have a hyosung GT650R. its sweet. fast enough. SV might be just a little faster but hyosung is so much better looking. it looks just like the other good looking and expensive bikes. its a head turner. SV just isnt. i sware a lot people have asked me how much i've bought it for, cus they think costs more then what i tell them. with no mods i have got it up to 140 and could of gone more but am not ready for it.
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16 Posts
I have 9500 Mi on mine with the two year warrenty i like it. My bud works at the triumph dealer here in eugene and he races his. It passes the sv650. and handles good. If you want more info you can p.m me.
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