leans, inomas Look
Now there's an Aquila for the experienced, and the novice.
leans, inomas Look
SINCE landing on our shores about a decade ago Hyosung has really evolved as a brand and so too have the motorcycles it produces. With the advent of fuel injection to its model range in the past 12 months there has come a flurry of activity and attention. Now, these new cruisers are quite something else.
A 650 and a 700 I hear you ask, what's the point?
Well, Australia is a strong market for the Hyosung brand and the 700cc version is only going to get LAMS approval for the ACT, so a 650 was needed for the general Australian market.
To the uninitiated you can barely tell the two apart, except for the "Hyosung" stamped on the 650's clutch cover.
Overseas the new cruiser is branded the ST7 but in Australia there was strong evidence to suggest that keeping the familiarity of the Aquila monicker was a smart move and rightly so.
They both share similarities with the old GV650 engine, although the 700 has slightly different barrel, crank and rods.
The GV650 will now carry the Aquila Sports name and be sold alongside the new, restyled 650 and 700 and all three will sell at a competitive $9990 (plus on-road costs).
The frame on the new cruisers is new in that it's not quite the perimeter style frame of its predecessors, although still carrying a twin tube backbone, the tubes are closer together and the tank sits neatly over the top and astride it.
Hyosung has gone for classic cruiser styling with twin pipes down one side, a nice set of slightlypulledbackbars,chrome mounted instrument console set on the stylish rounded tank and big sweeping guards.
And the quality of finish on these newcomers is pretty good too.
Both models use a 90 degree V-twin DOHC four-valve liquid-cooled engine with an over square 81.5/62mm bore/stroke combination for the 650. A slightly longer stroke of 65mm gets the extra 50cc for the 700, and you do notice it.
Compression ratio is 11.5:1 in both engines.
The engine management system includes Auto Cold Start and air by-pass Automatic Idle Speed Control. A new Delphi MT05 series ECU has been fitted with full CAN (Controller Area Network) Bus support and stored DTC (Diagnostic MT05 series ECU has been fitted with full CAN (Controller Area Network) Bus support and stored DTC (Diagnostic Trouble Code) functions. The two new models use the same 39mm throttle bodies as the other 650 EFI models.
Three-way forward control 'pegs.
Radiator gets a bling cover.
Valanced rear guard V-twin engines come in 650 and 700cc versions.
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After the fuel injectors and pistons have done all their work the whole lot moves through the twin mufflers which each have a three-way a catalytic converter and twin dedicated oxygen sensors designed to provide more precise fuelling at idle, in closed loop mode and under deceleration, which all adds up to helping meet emission requirements.
While we're on the subject of the engines there's some interesting data from dynamometer test results. The 700 develops more power and generates more torque than the 650 up to 7000rpm. The 700 puts out 46kW at 8000rpm with torque of 64 Nm at 7000rpm while the 650 produces 47kW at 8250rpm and torque figures of 58Nm at 7500rpm.
The higher developed power made by the 650 at over 7000rpm is explained by the engine's shorter stroke.
Maximum torque generated by the 700 is greater than the 650 and is reached about 1200rpm earlier.
It gets interesting when you compare the figures for the two Classic models and the standard GT650.
Both the developed and torque generated by the Classic exceed the GT until around 6500rpm. While the Classic can't match the top-end performance of the GT it provides excellent tractability and usable power at low revs which is where you want it all to happen in a cruiser.
But the bottom line is that these figures make the new 650 cruiser the most powerful learner legal bike in the country and this is no accident as Hyosung clearly has its sights set on the Yamaha XVS650A which is the top selling cruiser in the country, but more on that later.
Our test started in fine weather at the Peter Stevens store in Adelaide and headed up into the Adelaide Hills for a morning tea stop at the Amberlight Motorcycle Cafe in Lobethal.
The run through the Hills provided some challenging riding country with plenty of twisties to give the gearbox a good workout. The five-speed box handled everything thrown at it quite comfortably.
The belt drive was very smooth and drew plenty of comment to that effect from many in our group. The 15 and 16inch cast alloy wheels replace the 17 and 18inch units of the Aquila Sport.
Combined with the 690mm seat height the end result is a very comfortable riding position. Footpegs can be adjusted three ways and that makes for a very comfortable set of choices.
By the time we reached the Pretoria Hotel in Mannum for lunch no-one had managed to scrape either side of their mounts so the 150mm ground clearance is pretty impressive on the Hyosungs.
Weighing in at 229kg, and that's with a bigger 17 litre fuel tank, makes the new cruisers fairly agile creatures.
Rear suspension is dual shocks with adjustable preload and at first I thought they felt a little light and springy, especially in some of the bends in the Adelaide Hills, but a little adjustment will sort it for most applications.
The throttle response seemed a little bit snatchy transitioning from closed to open,
but it was only something that a few of us noticed when idling slowly through town centres.
Well a couple of days after I wrote that line an email from Hysosung headquarters confirmed that a software update for the ECU had been made to smooth out that little issue. Talk about a quick response! (no pun intended, maybe.)
Front suspension is a solid pair of conventional 41mm tubes combined with a 33 degree rake to give it that traditional cruiser stance which seemed to cope well enough with our chosen route.
The seats are really comfortable and just looking at the pillion seat I imagine it's not far away either.
There was a fully optioned Hyosung in plenty of optional extras if you want to bling your Hyosung.
An overnight stop in the Barossa Valley and then we woke up to a threatening sky which was good because it gave us a chance to put the bikes through their paces in some tight and wet roads.
Despite the often wet roads the return day's travel, via the Scenic Hotel at Norton Summit for lunch, proved to be enlightening.
The Hyosung's front brake is a single 300mm disc with four-piston calipers and had plenty of bite while the rear 276mm disc with twin piston caliper coped with the 55 per cent of the bike's weight that's at that end of proceedings.
Hyosung has unashamedly launched itself at Yamaha's dominant position in
There are plenty of points of difference too in many areas like engine cooling, brakes, power output, weight, fuel capacity and price.
This is going to be an interesting tussle.
With its recommended retail price of $9990 plus ORC and an unlimited kilometre two-year warranty both of the new steeds in Hyosung's stable will have lots of people looking seriously at this new contender for the cruiser crown.
Just to show how popular the Hyosung brand has become in Australia, check out Cycle Torque's video of the sporty looking GT250R which has attracted thousands of views on our YouTube channel. You can access it via www.cycletorque.com.au.
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Same goes for the screen.
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