Hyosung GT650 vs. Suzuki SV650 —

2 Мар 2015 | Author: | Комментарии к записи Hyosung GT650 vs. Suzuki SV650 — отключены
Hyosung Comet GT650 S
Hyosung Comet GT650 S

Hyosung GT650 vs. Suzuki

Are you considering the purchase of a Korean

Just being asked question is significant in a motorcycle that’s been dominated by from Japan, America and for the last 50 years. But Hyosung, the Korean industrial combine, is offering a 650cc V-Twin to the US market. It’s $950 than the comparable Japanese the Suzuki SV650S, but how does it Are Korean motorcycles ready for time?

We here at MO spent a lot of discussing the Hyosung. Maven had read it was just a rebadged as Hyosung is rumored to manufacture and other components for Suzuki I maintained it was just the motor was similar. We tried to get a test from the

distributor, but no luck.

we got an email from Curtis co-owner of MidAmerica PowerSports (MAPSP) in Independence, Missouri. Not did he have a brace of Hyosung in stock for us to paw over, he also had a Pro dynamometer and a local friend a stock 2003 fuel-injected for us to compare. Soon after MO expense account card in I was on MO’s private jet, a 6:00 AM Sunday morning Airlines flight) headed for City, MO.

Hyosung is an interesting and you might even be riding a one They’ve been building since 1978 and have the capacity to build 200,000 a year. Their lineup dirtbikes, cruisers, standards and in addition to ATVs and other

Their components are used in other major brands, and build motorcycles for one or more manufacturers that are exported Is it the SV? Hyosung and Suzuki won’t Introduced in other markets year, the GT650R is a modern that shares no components any other bike I’ve It uses a steel frame and to contain a 650cc, dual-overhead-camshaft, liquid-cooled V-Twin engine.

is a monoshock with preload connected to the frame via a linkage in and a burly-looking top triple clamp and fork in front. Triple brakes slow the whole down. Factory claimed dry is 401 pounds, compared to the Suzuki’s 379.

The Hyosung has a lot of nice touches for a priced at $5,999.

When I at MidAmerica PowerSports Plus, the was parked right in front of the entrance. It’s a very looking motorcycle, with derivative of Suzuki’s GSX-Rs and the tailsection looks similar to the SV, the stacked headlights say GSX-R. The R model with the full looks great, with and more finished styling the SV’s.

The GT650 S model, a half fairing, also has a finished and sleeker look the Suzuki.

There is some attention to detail, as it seems to been assembled properly, no unseemly gaps or poorly cables. There is a strap to the passenger seat, adjustable and though the Bridgestone BT56 are an older model, they are to be grippy and long-wearing. The front end is good, with easy-to-adjust (but no preload adjuster), looking, upside-down fork and beefy triple clamps.

are two-piston, sliding-pin calipers in the grabbing floating rotors, to the Suzuki’s. The component quality of was a poorer than I expected. The is that brittle, older-style and the paint has a fair amount of peel.

The clutch lever and the brake lever isn’t

The switchgear seems flimsy and a sharp, positive feel. The stickers are badly translated; DO NOT ILLEGAL MODIFICATIONS FOR THE SAFE is my favorite example of Korenglish, I am sure the owner’s manual amuse me for hours.

Our SV riding Amy Eckhoff has arrived, so we’re to roll. We’ll head out to a park with some scenic spots and cover a few roads, so I switch the ignition on. The panel dimly lights up LCD instrumentation that looks it was lifted from a 1987

It’s very hard to in daylight, although it does a dimming function, the first I’ve ever seen feature on a motorcycle.

Amy Eckhoff

MO like to thank Amy Eckhoff for her and for the use of her 2003 SV650S. Amy is a smooth-riding 31 architect, who was inspired by her husband’s of Ducati V-Twins when she her pristine SV from its original She also says it didn’t that the SV’s price was too low to turn down.

Amy and her husband are active in the HOAME motorcycle an organization of Kansas City-area who enjoy all kinds of motorcycles, an emphasis on European brands. enthusiastic enough about her to ride her bike to work and she out on her bike as often as she can.

for helping MO, Amy, and keep on

The motor fires up quickly and with a raspy sound and vibration. The clutch has a smooth, pull, and the gearbox has short and shifts easily, although neutral from a stop in gear is difficult. Pulling up to a I notice that the brakes a wooden feel and require a pull.

Once I’m getting my feet down is easy, thanks to a seat is noticeably lower than the

We get on the highway for 10 miles to ride to a park where we can get some and a riding impression. The GT has a long to the bars, which puts an in your lower back 20 minutes, but the seat is soft and

The adjustable footpegs are in a nice and the seat height is just for me. The motor is buzzy above rpm, but it is geared fairly and cruising at 80 (indicated- I think an 8-12% speedometer error) is comfortable.

Once on a curving the GT is very good.

There’s plenty of torque for if you click down a gear or but the buzzing at high rpms is to take: your fingers vibrate right off the grips! It hard in the midrange, but it isn’t as and satisfying as the SV’s motor, feels refined and silky by comparison.

With the steel and swingarm, it feels noticeably than the SV, but it turns in nicely and its line well. Steering is linear and progressive; that’s a of those BT56’s! The front is pretty good, tracking bumps and not mushy at all, but the shock is cheap-feeling and under

I think the handling and ground are good enough that the GT make a decent track and Hyosung should consider a spec racing class.

The machine has a refined, finished that the Korean bike can’t duplicate. However, the feels more composed bumps and is just a bit more overall.

Swapping to the SV, I remember why I mine so much and why it’s a popular choice for beginning and riders alike. It has a refined, and friendly feel that is and fun at the same time. The motor is smoother than the Hyosung’s, and the machine has a refined, finished that the Korean bike can’t duplicate.

However, the feels more composed bumps and is just a bit more overall.

Amy agreed with me how the Hyosung compared to her SV. It felt different from my SV. It felt 20 pounds heavier, but it also easy to ride. It was balanced, and not Amy liked the way her SV flicks around where the Hyosung needs effort to turn; but once it is it held its line well.

She the Hyosung had a longer wheelbase, and she was 1435mm versus 1430mm for the SV. I that a 5mm wheelbase increase be noticeable, comments Sean compared to the numerous differences in and tires between the two bikes. look at the amount of trail and profile first as indicators of steering. Hyosung doesn’t trail in the specs, howerver.

Amy definitely didn’t like the bars, but she also noted the felt bigger, too. I like the wider midsection, and if you had too gut, you’d have a time with the gas tank. Amy was impressed with the Hyosung’s feel and performance.

Why Our Dyno Differently Than MO’s

Hyosung Comet GT650 S

By: Fisher

Why does MidAmerica Plus'(MAPSP) FactoryPro EC997 Current dyno produce horsepower numbers than DynoJet Model 250, you Because MO’s DynoJet and FactoryPro both correct for deviations and parasitic losses but they go about it in different Since DynoJet dynos a larger correction factor for the and frictional losses of a bike’s train, the numbers are different.

put, the DynoJet software to add those losses back the horsepower and torque calculated at the wheel. Because they use a correction factor, DynoJet’s output numbers tend to be than those produced by a The standard method of comparing a EC997 HP (FP HP) values to DynoJet HP (DJ HP) is simple and accurate enough for an set of readings:

100 HP Range: DJ HP = FP HP * 1.15

140 HP DJ HP = FP HP * 1.20

200 HP Range: DJ HP = FP HP * 1.30

So why did buy the FactoryPro? We do own a DynoJet model we use for local outdoor events. when we selected our new dyno, we had a list of criteria that the did not meet: DynoJets are great for measurements of output and for comparing one to the next, but the FactoryPro allows of low-horsepower engines — 2.5 bhp Scooters, 50cc bikes, etc and the DynoJet’s inertia wheel is too for that type of thing.

In addition, the FactoryPro eddy dyno can hold an engine at any rpm the chooses — a so-called state dyno — so it is of making more accurate injection maps and is generally for fine tuning. An example: fuel injection is critical at all positions at all rpms, and this is to do with an inertia-only dyno. item that was important to us for purposes is the fact that the is capable of monitoring all the gases (O2, CO, HC, CO2,) where the just relies on an O2 sensor in the

So which number is best? neither, and any combination of the two depending on how you to interpret horsepower (which is a number to begin with) and you chose to measure it — rear sprocket like eddy current dynos do, or wheel, and whether you want to for those parasitic losses.

I the FactoryPro because I think it accurately represents the true output by a machine. Many people — Motorcycle.Com — don’t seem to as long as the measuring device is and the relative differences between all can be fairly gauged. At the end of the day, I it’s all moot: whichever has the right combination of variables to get you the ‘strip or around a racetrack the is the best.


It turns so and holds its line so well I’m disappointed the exit up so quickly.

The next morning, I got up to take the GT on a blast down River Road, a short but fun of pavement to the south, with a few turns and even less

I was able to stretch the bike’s a bit, so I grew to like raw and simple roadburner. The throttle is not as crisp or responsive as that by the SV’s more sophisticated injection, but the bike still forward at 6,000 rpm and easily into triple-digits on the speedometer much effort. It turns so and holds its line so well I’m disappointed the exit up so quickly, since I’m so much fun darting in and out of what for heavy traffic in suburban City.

Once on the stretch of smooth freshly washed by an early rainstorm that also temperatures down to tolerable I get more confidence in the GT’s brakes and tires. With on a FactoryPro dyno compared to the 60 on that same dyno translates to 65.5 and 68 on a Dynojet), the is more than adequate to a good time, and I’m impressed by the stout front

The rear shock is pretty but luckily the bike is light to not tax it too much. How good a value is the With the full fairing, the is priced at $5,999, $5,499 for the fairing GT650S.

The SV650S half fairing is $6,449: more!

That will buy you an system, jetting and whatever add-ons you could want. But the SV give you a smoother motor, throttle response and the luxury of injection. Plus, the build is superior.

Another consideration be resale value and warranty a pitfall for new brands. A better would be to Suzuki’s venerable which is priced at $5,199 a full fairing. But that has an anemic, ancient air-cooled that barely puts out 40 HP, suspension, a single disc and skinny, bias-ply tires.

Hyosung Comet GT650 S


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