Rod Chapman•13 Sept 2012

REVIEW

Hyosung GV650 Aquila Sport EFI

Hyosung's middleweight cruiser, the GV650 Aquila Sport EFI, takes on a punchy and sporting edge

Mention the word “cruiser” to most people and they’ll paint a picture of a heavyweight Harley – a classic ‘Big Twin’. However, the sales stats in this country paint a different picture, because while big-bore cruisers – predominantly Harleys – do indeed dominate the cruiser niche, it is in fact a 650cc middleweight that tops the chart, and by some measure, too.

Now while Yamaha’s XVS650 isn’t the subject of this review, it is proof that there’s a ready market of cruiser buyers out there happy to point their wallets at a middleweight. Last year some 813 examples of this model were sold, making it Australia’s best-selling cruiser and putting it well ahead of its nearest competitor, Harley’s Forty-Eight, with 569 sales. Maybe these are ‘stepping stone’ buyers on their way to bigger machines, maybe they’re lured by the prospect of a lighter, more manageable and far cheaper proposition, but whatever the reason, middleweight cruiser sales make manufacturers sit up and take notice.

Hyosung is grabbing its own piece of the pie with its GV650C Aquila Classic EFI and GV650S Aquila Sport EFI, and it’s the latter we’re putting under the microscope here.

SAME, BUT DIFFERENT

So how do you distinguish the Sport from the Classic? It’s easy really, because the list of differences is appreciable. Obviously, the styling is markedly different – the Sport has a blacked-out engine and an abundance of other blacked-out components, while the Classic features more chrome. Then there’s the Sport’s two-into-one pipe (the Classic has a two-into-two), the inverted and rebound/compression-adjustable front fork (the Classic has a traditional, non-adjustable fork), the fatter 180 rear tyre (170 on the Classic), the twin-disc front brakes (single disc on the Classic), the different lighting set-ups, and the Sport’s minimalist guards (as opposed to the deeply-valanced items on the Classic.

The differences aren’t just skin deep, either. The Sport has a smidge more ground clearance (by 4mm), a slightly longer wheelbase (1700mm versus 1690mm), and a lower dry weight (a claimed 227kg, versus 229kg for the Classic), but the biggest departure concerns the model’s poke. Hyosung says the Sport is good for 74.8hp (55kW) at 9000rpm and 67Nm at 8500rpm – appreciably more than the Classic’s 63.9hp (47kW) at 8250rpm and 58Nm at 7500rpm. It’s worth noting that the Classic falls under the umbrella of the Learner Approved Motorcycle Scheme (LAMS) – Hyosung claims it’s the most powerful LAMS bike available – while the Sport is available as a full-power version and as a 38kW LAMS model.

The Sport’s seat height is also 30mm higher than that of the Classic – but still a low 705mm – while the Sport’s fuel capacity is 1lt less, at 16lt versus 17lt. Finally, there’s the price – the Sport is priced at $8790 (plus ORC), which is $200 under the $8990 (plus ORC) Classic.

ON THE ROAD

So that’s the background, but what’s the Sport like from behind the ’bars? Surprisingly good, in almost every respect. Surprising because I can’t believe how well Hyosung products have progressed in recent years, and good in terms of its performance, its quality, and the value for money it represents.

I’d go for a ‘sport’ or ‘power’ cruiser over a traditional cruiser any day, and Hyosung has hit the target with its latest offering. With acres of black offset by a dash of chrome, the Sport has a slightly sinister look to it, and with the styling of that instrument cowling and those radiator shrouds it bears more than a passing resemblance to early examples of Harley’s V-Rod. Imitation is the sincerest form of flattery, as they say…

Sure, a lot of the ‘chrome’ is actually plastic (instrument surround, indicators, headlight brow etc), but you expect that at this price point and it still sparkles in the sunshine. The inverted fork, chopped guards and LED taillight complete the picture, and I liked the contrast of the red stitching on the black rider and pillion seats.

Speaking of seats, when I hopped aboard the Sport it instantly felt comfortable and accommodating. The seat itself is broad and comfy, and the ergos just felt ‘right’ – I could stretch my legs out to the forward controls and the swept-back ’bars were an easy stretch away. I’m 188cm (6ft 2in) tall, and I didn’t feel cramped in the slightest. At the end of that long expanse of fuel tank sits a very smart-looking LCD instrument display. The speedo dominates (there’s no tacho), and there’s also an engine temperature gauge, a fuel gauge, a clock, and a choice of two trip meters and an odometer. Oh, and you can cycle through four different levels of backlight illumination – a bit odd, that one…

EASY RIDER

Prodding the starter sees the V-twin whirr into life, and yes – it’s more of a whir than a rumble. The cable clutch is super light, and the gearbox selects first with a positive action – so far, so good. A handful of revs sends the low-slung sled on its way, and in the first few metres it’s readily apparent that this is one very manageable, sorted, and easy-to-ride machine.

The Sport offers plenty of go on the road. With a strong bottom end and midrange, it surges away from a standing start with impressive pace, and the acceleration really doesn’t start to soften until you reach three-figure speeds. There’s plenty there to win the traffic-light GP and keep the cages where they belong – in your mirrors (safest place for them, I reckon!).

The engine is remarkably smooth too, with very little in the way of vibration until you reach roughly 100km/h, at which point the otherwise excellent mirrors start to blur a little. The vibes build from here with speed, and at 110km/h I did find the tingling coming through the footpegs a little irritating. There is, however, plenty of urge on tap for overtaking at highway speeds, and the top speed is commendable – somewhere around the old ton, by my rough estimation.

Not that going flat-out falls within this bike’s brief, even if it does have the term ‘Sport’ in its name. Still, it can get along at a fair clip on a winding road, where it proved quite nimble. The tubular steel cradle chassis and suspension do an adequate job given the bike’s intended market, as do the brakes. The rear is quite powerful if lacking a little in feel, and when using both the front and rear anchors together you can pull the bike up quickly and with confidence. An ABS option would be nice – a feature that is, after all, increasingly standard fare in motorcycling these days.

I have no complaints regarding the gearbox, which is light and responsive, and the ground clearance is relatively healthy – or at least it is for a cruiser. In any case, I found the Bridgestone Battlax BT54 tyres never felt like they were getting near their limit.

The electronic fuel injection is prone to a hint of hesitation when making tiny throttle adjustments at lower (say, 60km/h and under) constant speeds. This is fairly common in V-twins, and in the Sport it’s not a significant enough issue to spoil the overall package.

Fuel economy? It’s on the thirsty side. I got an average of 14km/lt, which with the 16lt tank spells a working range of around 200km. Given the overall level of rider comfort, another 50km or so wouldn’t hurt.

As for other practicalities, the pillion pad is a skinny affair but it will be fine for around-town trips, and the horn is excellent – it did its duty quite effectively when a truck suddenly pulled across my bow during a morning commute. There’s a steering lock for security and the ignition is located in the middle of the right fairing, just below the tank – it’s pretty easy to get to.

THE BOTTOM LINE

I don’t naturally gravitate toward cruisers but I was very pleasantly surprised by Hyosung’s GV650S. It’s punchy and nicely constructed, and the ‘sport cruiser’ cosmetics are up there with its overall level of performance. At $200 under the Aquila Classic, yet with a decent amount of extra grunt, for me it’s easily the pick of Hyosung’s middleweight Aquila pair. And, at $1709 under Yamaha’s $10,499 XVS650 Custom, it thoroughly deserves its own slice of the action.

Visit the Hyosung GV650 Aquila Sport EFI in Bike Showroom

SPECS: HYOSUNG GV650 AQUILA SPORT EFI

ENGINE

Type: Liquid-cooled, four-stroke, DOHC, four-valve, 90-degree single-cylinder

Capacity: 647cc

Compression ratio: 11.6:1

Fuel system: Electronic fuel injection

Maximum power: 74.8hp (55kW) at 9000rpm

Maximum torque: 67Nm at 8500rpm

TRANSMISSION

Type: Five-speed

Final drive: Belt

Clutch: Wet multi-plate

CHASSIS AND RUNNING GEAR

Frame type: Tubular steel perimeter cradle

Front suspension: Inverted 41mm fork, adjustable for rebound and compression

Rear suspension: Twin shocks, adjustable for preload

Front brakes: Twin 300mm disc with twin-piston calipers

Rear brake: 270mm disc with twin-piston caliper

Tyres: Bridgestone Battlax BT54

Sizes: Front 120/70-ZR18, rear 180/55-ZR17

DIMENSIONS AND CAPACITIES

Claimed dry weight: 220kg

Seat height: 705mm

Wheelbase: 1466mm

Fuel capacity: 14 litres

OTHER STUFF

Price: $8790

Colour: Pearl Candy Red, Silver, 8 Ball Black

Test bike supplied by: Hyosung Australia, www.hyosung.com.au

Warranty: 24 months, unlimited kilometres

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Hyosung GV650 Aquila Sport EFI

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