However, although the GV650 has a linear build of power, plus a pretty flat torque curve giving reasonable flexibility for a 650 V-twin, it isn't as flexible lower down as its three Japanese middleweight cruiser rivals which, fitted as they are with shaft drive, are more custom tourers than sport cruisers. So you can't lug along at 60 kph in top gear on the Hyosung-running in traffic at anything less than 70 kph, you'll need to drop down a gear to fourth to avoid any trace of transmission snatch. But when you spot a gap in the oncoming line of traffic and floor the throttle, you're rewarded with impressive pickup all the way to the 123 mph top speed I saw on the dash, when running the GV650 wide open on a freeway sitting normally on the bike (which became 126 mph just by tucking my helmet down a little!). This is a true middleweight performance custom-a sport-cruising streetfighter, not a slow-revving slugger, which asks you to use the smooth-shifting gearbox a little more than you might expect to have to. Neutral is reasonably easy to find, even at rest, and the responsiveness of the V-twin motor is so good you'd never guess it wasn't fuel injected -the GV650 is ideally carburated and picks up fast yet precisely from a closed throttle. Full marks to Hyosung for setup-but Heo says they're already working on electronic fuel injection in preparation for the arrival of Euro 3 in 2007. "We have established four different EFI suppliers for our separate product ranges," he says. "We have one EFI supplier in Korea, and one each in Japan, China and Taiwan. This way, we can avoid hold-ups caused by the fact that all EFI suppliers are so busy at the moment, mainly because of Euro 3."
In spite of the more kicked-out rake angle on the Korean-made 41mm upside-down forks compared to the Comet, there's a good sense of control aboard the GV650, thanks to the light, precise steering, as well as excellent leverage from the well-shaped handlebar. Even with twin shocks which are adjustable only for preload, ride quality was much higher than I expected, with the GV650 coping well with bumps and ridges in the pavement-better than many bikes from more established cruiser manufacturers, if truth be told. The Bridgestone tires gave excellent grip, enough to explore the limits of ground clearance on either side, though it's not the footrests that scrape. First to touch down on the right is the exhaust flange, which soon loosened the chrome heatshield outside it, while on the left it was inevitably the sidestand that grounded, which in proper use was well positioned and easy to find. The rear tire would frequently give a chirp when I stepped on the brake pedal to come to rest, and the front twin-disc brakes had the same rather wooden feel as on the various Comet models, requiring a hard squeeze on the non-adjustable lever to persuade what look like way-cool four-piston calipers (but which are in fact rather low-rent two-piston items) to grip the twin 300mm Daesung stainless steel discs hard enough to stop the bike from speed. But that's not such an issue, because you'd use the 260mm rear (disc) brake more on a bike like this, and it worked well. Really, the GV650 handled pretty good within the range of expectations, and it's obvious Hyosung is learning fast about dialing in suspension, at least. Wet-weather braking would be my only reservation, because this was pretty dire when I tested it on the Comet GT650 18 months ago, but thankfully didn't have a chance to do so yet on the GV650.
But you would catch me riding a Hyosung GV650 again, because this is a good bike that confirms the Korean company's coming of age as a world-class manufacturer. Hyosung can indeed expect to put itself on the map with this well-designed, well-engineered and seemingly well-made model, which Western customers should take a hard look at, as a good product with its own distinct personality, at an affordable price. Just like a Samsung mobile phone or a Hyundai car, in fact, Korea Inc. has come of age, and manufacturers in other countries had better get used to it. The GV650 is no cheapskate Chinese ripoff of someone else's product, but a well-made, well-engineered Korean-built model in its own right, which bodes well for Hyosung's future on the world stage. And if the 1000cc version the Koreans are currently working on is as good as this, it's going to be fun riding it.
Specifications
Hyosung GV650
Suggested base price: $6199
Engine type: Liquid-cooled 90-degree V-twin
Valve arrangement: DOHC, 4 intake, 4 exhaust
Displacement, bore x stroke: 647cc, 81.5 x 62mm
Compression ratio: 11.6:1
Fuel system: 2 39mm Mikuni carbs
Transmission: Wet clutch, 5 speeds
Final drive: Belt
Wheels: Cast, 18 x 3.5 in. front; 17 x 5.5 in. rear
Front tire: 120/70ZR-18 Bridgestone
Rear tire: 180/55ZR-17 Bridgestone
Front brake:
2, 2-piston calipers, 11.8-in. disc
Rear brake:
1, 10.6-in. disc
Front suspension:
Inverted 41mm stanchions, 5.12 in. travel
Rear suspension:
2 dampers, preload-adjustable, 2.64 in. travel
Fuel capacity: 4.5 gal.