Launch: Hyosung Aquila Classic

Hyosung's new Aquila Classic cruiser is now available at dealers across the country, in both 650cc (GV650C) and 700cc (GV700C) configurations.

And the Bikesales Network has already ridden both of them during the Australian press launch, which was held in and around the famed Barossa Valley in South Australia on August 17-18. How good is the wine?

I digress. So what was the inspiration behind the Aquila Classic (which is actually called the ST7 in overseas market, but the local importer wanted to maintain a link with the Aquila terminology)?

Well, the genesis was quite straightforward really. At a brainstorm between six major Hyosung distributors a few years ago, including Australia, the overwhelming consensus was that a larger capacity version of the popular GV250 should take model development priority. The brief was simple: a middleweight cruiser with some classical lines.

Instead of choking on their kimchi, the top brass at Hyosung listened, gave the project the nod, acted with haste (the first drawings and sketches were circulating within weeks), showed the world prototypes, and production began soon after.

The end result is a bike which is poles apart from the company's existing GV650 Aquila in terms of styling, and that's also been reflected in a tweak to the Hyosung nomenclature.

The GV650 Aquila will now formally adopt the 'GV650 Aquila Sports' moniker as a point of differentiation, and will remain on sale in Australia alongside the GV650C and GV700C. All three are priced at $9990 (plus on-road costs).

PRICE AND EQUIPMENT
The two Aquila Classics are identical, apart from engine size. The GV650C's 647cc 90-degree V-twin (the same one as found in the GV650 Aquila Sports) produces a measured 54hp (40kW) at 8250rpm, which makes it the most powerful learner bike in the country by just making it under the 150kW per tonne power-to-weight ceiling.

The GV650C also produces 50Nm of measured torque at 7500rpm, while the 678cc GV700C's vital statistics are 52hp (38kW) at 8000rpm and 52Nm at 7000rpm.

No, you are not being misled: the GV650C produces slightly more power than the GV700C at its higher rpm ceiling, but it - understandably -- can't match the longer stroke (by 3mm) GV700C for torque.

And that torque disparity is certainly felt at relaxed 'cruising' speeds, with the GV700C able to produce a stronger pulse at lower revs - just the meal ticket for no-fuss cruising.

The GV650C and GV700C both now use a new Singaporean-sourced ECU - the Delphi MT05. The ECU has integrates a Controller Area Network (CAN) function, as well as a troubleshooting feature.

To the naked eye, it's just about impossible to tell the difference between the 650C and 700C engines, but one give away is the "Hyosung" stamped on the 650's clutch cover.

The great thing about both belt-driven bikes, which run the same 39mm throttle bodies, is that they love to rev, and on that score they are pouring on the pressure to the machine which Hyosung would love to knock of its perch -- the Yamaha XVS650A Classic. The XVS is currently the No. 1 selling cruiser in Australia, ahead of the Triumph Thunderbird.

And to try and snap the XVS's domination, Hyosung has certainly delivered a quality batch of inducements: the GV650C produces 15 more claimed horsepower (11kW); it has fuel injection (via 39mm throttle bodies) and not carburetors; it's liquid-cooled instead of air (which always helps to cut down mechanical noise); it has beefier brakes; more fuel capacity; weights 6kg less than the Yamaha; and is $1000 cheaper.

The heat is on, and the middleweight cruiser market (which also includes some 750cc offerings from the likes of Honda) has just intensified in one fell swoop.

The new Aquila Classics are all about old-school presence, with big, sweeping guards, smaller and chunky Dunlop tyres, a chrome tank-mounted instrument console, and a smart set of dual pipes running down the right-hand side of the machine. The mufflers are both fitted with three-way catalytic converters and oxygen sensors, helping to meet Euro 3 emission compliance.

Tyres sizes are 120/80-16 (front) and 170/80-15 (rear), compared to an 18 and 17-inch matrix for the GV650 Aquila Sports.

There is also a 41mm telescopic fork, complete with a rangy 33-degree rake, a 1690mm wheelbase and forward mounted controls adjustable to accommodate for different shapes and sizes.

The rear features preload-adjustable dual shocks and there are disc brakes at both ends - the front gripped by four-piston calipers.

The saddle-like seat is just 690mm high, and the handlebars have 'traditional' written all over them. The ground clearance is an impressive 150mm, making the Aquila Classic a rare breed of cruiser where the pegs don't hit the deck with a whiff of lean angle. And I tried for the best part of two days, I really did.

Dry weight is a claimed 229kg, and there is plenty of signature cruiser chrome - but some of it plastic, like the side-mounted air cleaner, instrument console and front light surround.

A cruiser's styling is a huge part of its appeal, and the Aquila Classic's deeply valanced guards, rounded tank and multi-spoke wheels steer the looks ship, and the massive hub in the front wheel adds a muscular edge. As far as aesthetics go, it doesn't really require any more augmentations - but cruiser riders do like to add their own individual flair.

Over the last few years, Hyosung has made a concerted effort to improve its production quality and, while there are still a few rough edges the iron it, it's well and truly heading in the right direction.

For example, the paint on the Aquila Classic is of a way better finish than past efforts, although one of the test bikes did cop a stone on the tank, and it navigated straight though to undercoat.

Colours are peal candy red, 8 ball black or pure white, and both Aquila Classics come with a two-year unlimited-kilometre warranty.

ON THE ROAD
The whole Aquila Classic package equates to an extremely enjoyable riding experience, in a comfortable and relaxing manner.

With weight distribution heavily focussed on the rear end (55 percent), the steering on the Aquila Classic is extremely light, but not to the extent where things starts to become too vague.

Far from it, and with the best part of day two spent on wet roads there was still ample feedback and predictability from the front end, so I could concentrate on the areas of critical mass: braking, cornering and accelerating.

The Aquila Classic doesn't go missing in action, and it does take quite a concerted effort to hit the rev limiter, which is set around the 10,000rpm mark.

It's still pushing fairly hard at that point, not to mention producing a few vibes, and a click through to the next cog still keeps the whole plot marching along at a fair clip - if you want to ride it like that.

But at the end of the day that's not gong to deliver the ultimate satisfaction, as the Aquila Classic is all about leading the easy life and taking things nice and steady. And it's comfortable and supportive seat, not to mention being frugal on the juice, will always allow its master to take the long way home.

The brakes are serviceable, and I found by setting the six-way adjustable front brake to around the three or four position, it gave me the best feel. The front brake does eventually produce a fair bit of power, although there's not a massive amount of initial bite.

The rear brake has a bit of a 'wooden' feel to it, but with so much mass concentrated on the tail that's probably not such a great surprise. However, it still helps settle the rear end through turns, which is all I ask for.

A revelation, though, is the gearbox, which didn't skip a beat the whole time and doesn't deliver a massive shudder when you put it into first from neutral. Great job.

The rear suspension can get a little upset and 'floaty' when it's faced with the cruiser's curse, mid-corner bumps, which is probably a case of being under-damped rather than a spring issue.

The 'recovery' time can stretch on a little after it first becomes unsettled, but certainly not enough to pare back momentum too much.

Hyosung had one of the GV700Cs decked out in some accessories during the launch, which included footboards and a screen. But I still preferred the standard footpegs because I could rest my feet at a more comfortable angle - and change that slant depending on how I felt.

Hyosung has hit the spot on the Aquila Classic. For 10K there's a lot to like, not just for LAMS riders but the wider middleweight cruiser set. It's a well executed package, and a refreshing new twist on the Aquila formula. The Koreans are onto something.

TRANSMISSION
Type: Five speed
Final drive: Belt
Clutch: Wet

CHASSIS AND RUNNING GEAR
Front suspension: 41mm  upside-down forks
Rear suspension: Twin shocks with rebound adjustment
Front brakes: 300mm disc with four-piston calipers
Rear brakes: 276mm disc, with Nissin twin-piston caliper, C-ABS
Wheels: Disc
Tyres: Dunlop, front 120/80-16, rear 170/80-15

DIMENSIONS AND CAPACITIES
Rake: 33degrees
Trail: 142mm
Claimed dry weight: 229kg
Seat height: 690mm
Wheelbase: 1690mm
Ground clearance: 150mm
Fuel capacity: 17lt

PERFORMANCE
Claimed maximum power: 64hp (47kW) at 8250rpm (GV700C: 63hp (46kW) at 8000rpm
Measured maximum power: 54hp (40kW) at 8250 (GV700C: 52hp (38kW) at 8000rpm
Claimed maximum torque: 58Nm at 7500rpm (GV700C: 64Nm at 6000rpm)
Measured maximum torque: 50Nm at 7500rpm (GV700C: 52Nm at 7000rpm)

OTHER STUFF
Price: $9990 (plus on-road costs)
Colours: Candy red, 8 ball black or pure white
Bike supplied by: Hyosung Australia (www.hyosung.com.au)
Warranty: 24 months, unlimited kilometres