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| 2010 Hyosung GT650R |
Despite a few misses, i.e., the less than ideal plastic assembly, a clutch cable that touches the dash and poorly camouflaged electrical connections, the overall fit and finish is improving year-on-year, considering a sales price $800 and $1,600 less than that of its direct competitors, the Suzuki SV650 ($9,499) and Kawasaki Ninja 650R ($8,699).
User-friendly engine
The 90-degree, injected, liquid-cooled twin-cylinder mill features 4 valves per cylinder and generates 84hp at 9,000 rpm, 4 more than the old carbureted version. Based on the first generation of the SV650, the engine continues to shine thanks to its extended working rev range, especially so in its fuel-injected incarnation. Throttle response is instantaneous from 1,500 rpm onwards, with a flat spot in the torque curve from 4,500 to 6,000 rpm, whereupon things get exciting with a second torque wind from 6,500 all the way up to the 10,500 rpm maximum. The non-invasive, guttural intake noise is delightful. Newbies will be satisfied with this lively, obedient engine. Never abrupt or overzealous, it’s the perfect learning tool.
And if you’ve ridden machines like the most recent Suzuki 650s that are powered by an evolution of this engine, you’ll no doubt note that the Hyosung version lacks a little lustre at high rpm and vibrates more than usual between 6,500 and 7,500 rpm – a range in which aggressive riders often find themselves while living it up on tortuous country roads.
The well distributed ratios of the 6-speed transmission require a little extra effort when shifting. On the upside, you get precise gear shifts, a definite advantage for all the tourists and cruisers among us
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| 2010 Hyosung GT650R |
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| 2010 Hyosung GT650R |
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| 2010 Hyosung GT650R |
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| 2010 Hyosung GT650R |
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