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Hyosung GT 650R FI

 

 

 

 

Make Model

Hyosung GT 650R FI

Year

2010

Engine

Liquid cooled, four stroke, 90° V twin, DOHC, 4 valve

Capacity

647
Bore x Stroke 81.5 x 62 mm
Compression Ratio 11.6:1
Lubrication Wet sump
Engine Oil Semi-Synthetic, 10W/40

Induction

Fuel Injection (include immobilizer)

Ignition 

Digital CDI
Spark Plug NGK, CR8E
Starting Electric

Max Power

79 hp / 58.9 kW @ 9000 rpm

Max Torque

68 Nm  /  6.93 kg-m  @ 7500 rpm
Clutch Wet, multiple discs, cable operated

Transmission 

6 Speed 
Final Drive Chain
Frame Steel, double pipe

Front Suspension

41mm Oil upside down forks, 120mm wheel travel

Rear Suspension

Swinging arm, 100mm wheel travel.

Front Brakes

2x 300mm discs

Rear Brakes

Single 230mm disc

Front Tyre

120/60 -17

Rear Tyre

160/60 -17
Dimensions Length 2080 mm / 81.8 in
Width 740 mm  /  29.1 in 
Height 1125 mm  /  44.2 in
Wheelbase 1435 mm  /  56.4 in
Seat Height 830 mm  /  32.6 in
Ground Clearance 185 mm  /  7.2 in

Dry Weight

195 kg  /  429 lbs

Wet Weight

210 kg  /  462 lbs

Fuel Capacity

17 Litres  /  3.1 gal

The Korea-based S&T Motors Co. Ltd. (formerly Hyosung) has announced its 2009 GT650R, which will now be fitted with a fuel-injection system instead of the earlier carburetor. The bike’s DOHC, 8-valve, liquid-cooled, 647cc v-twin engine is being updated, and will now produce 80bhp and 67Nm of torque – an increase of around 9bhp and 9Nm of torque over the carbureted model.

The Hyosung GT650R, which weighs around 208 kilos, rides on 17-inch wheels, with 120/60 (front) and 160/60 (rear) ZR-rated tyres. The bike is fitted with a six-speed gearbox, adjustable monoshock at the back, USD fork, 300mm twin brake discs at the front (with radial-mount, four-piston calipers) and 230mm rear disc brake. T

Motomag’s riding impression

For those who may be looking for a budget-spec sports 600, the Korean-made Hyosung GT650R looks like a good bet. Well, at least it does on paper. But does it measure up in the real world? Here are some excerpts from Motomag’s riding impression of the bike:

On paper, the Korean bike provokes enthusiasm. But in the real world… things turn out to be a bit different. Close up, the bike looks and feels cheaply put together and lacks refinement. On the move, it quickly informs you of its dynamic limits. The suspension simply isn’t very good and the bike doesn’t feel stable in bends. Also, the engine’s fuel-injection system needs more work – throttle response is inconsistent and getting on and off the throttle at higher revs can be jerky.

The Hyosung GT650R isn’t exactly terrible, but it’s simply not in the same league as, say, a Suzuki SV650 or Kawasaki ER-6. To sum up, the bike, which is barely 100 euros cheaper than an SV650, isn’t worth it. This verdict may seem harsh, but in a market where competition is strong, the Hyosung simply doesn’t have any special talents to recommend its case.