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04 Hyosung GT 650 Comet discussion forum:RE: Magazine Review Nr. 2 |
| RE: Magazine Review Nr. 2 |
| Alain said 2004-12-06 23:56 |
| From: http://www.autoguide.com.au/news.asp?ed_id=2511&class=Motorcycles =========Read on :-)====================== LOW (PRICE) FLYER Wednesday, 1 December 2004 By PETER THOEMING The styling of the Hyosung Comet GT650 is right up to date. Anyone who remembers the early 1960s will be suffering déjà vu at the moment. Hyosung has arrived as the forerunner of a whole new (to us) generation of motorcycle manufacturers, just as Honda did back then. This time the bikes will be coming from Korea and China (from Zongshen and others), not Japan, but otherwise the circumstances are remarkably similar. Just as the likes of Kawasaki and Honda borrowed ideas and technology from the Germans (and to a lesser extent the British), these people are borrowing from the Japanese. They are, however, quicker than the Japanese were – their bikes are already showing improvements over the originals. And of course they’re cheaper. Hyosung is the spearhead of this development in Australia, and the Comet 650 is its flagship. Err… if a spearhead can have a flagship, that is… Never mind. The Comet is a good-looking package, irresistibly reminiscent of the Suzuki SV650. That’s no coincidence. Hyosung has been working with Suzuki for a couple of decades, but the two apparently fell out when the Japanese tried to restrict Hyosung’s exports. In that time, though, the Koreans insist that they were actually doing development work for Suzuki; this is apparently not just a matter of licence building in a cheaper environment. The Comet’s engine is not an exact match for the SV’s with slightly larger bores and a smaller stroke, as well as marginally lower compression and other fine differences. Whatever the details are, the Comet looks just as attractive as the original SV. And it goes very well too, if perhaps not quite as well as its twin. It’s a bit heavier, too, but then again it’s also significantly cheaper. But let’s leave comparisons – the Comet is enough of a bike to stand on its own two wheels. The best thing about the Comet is probably the engine, which is sweet all the way from 2000 to about 8500 rpm. Above 5000 it bops quite briskly. The bike lacks a little immediate get-up-and-go, but that’s understandable given the capacity. There’s a LAMs (Learner Approved Motorcycle) version as well for places like NSW, Tasmania and the ACT, and though I haven’t ridden one I suspect it would be somewhat slower again - which is quite a good thing for learners. The frame is good, both in appearance and function. Its geometry is just about perfect for the bike. The Korean-made Daesung upside-down front fork is also effective. I’ve heard it called soft, but I think it’s just right. The instruments are good, and the two-piece seat is convenient. That all sounds pretty wonderful, of course, and suggests that the bike is probably the best value in mid-sized motorcycles on the market. In a way it is, too, but the Koreans do give themselves away as relative beginners in a few ways. The Comet 650 has an odd, slightly cramped riding position for anyone above average height. It’s neither here nor there, with high pegs and a tendency to slide the rider forward on the seat. I suspect these things could be dialed in at minimal cost. Not so with the brakes. The front discs are not really up to the bike’s performance; probably no hassle if you consistently ride with plenty of margin, but still disappointing. The rear brake is not bad, but the rear suspension is also not really up to the bike’s other virtues. It is over-damped top the point where it becomes uncomfortable for your back on rough roads. The back gets a bit squirrelly when you’re going for it. I’d upgrade the rear shock, but the Comet is not the only bike I’d do that on - and the others usually cost a lot more up front. Even by motorcycle standards the toolkit is basic. The gear change on the bike I rode was rather notchy, as well, but interestingly enough I haven’t seen that criticism in any of the reports I’ve read about the bike. I suspect it was just the example I had. Likewise there was quite a bit of vibration, especially through the handlebars, at 100 km/h and I haven’t seen that criticised anywhere else either. The distributors suggested that it was just the press bike, and I believe them. None of those criticisms are a big deal, even if they did apply to every Comet (which I don’t think they do). The Hyosung Comet 650 is a good, if unspectacular, motorcycle which is a lot of fun to ride, and it is excellent value for money. The LAMs version would have to be one of the best beginners’ packages around, too. Peter Egan, the Cycle World columnist who is one of my favourite motorcycle writers, once said: “If you need a motorcycle, just buy it. Sooner is better than later.” The Comet is just the bike for that feeling. AT A GLANCE Model: Hyosung Comet 650 Price: $8599 (plus on-road charges) Warranty: Two years, unlimited distance Power: 58.5 kW at 9000 rpm Torque: 68 Nm at 7200 rpm Engine: Liquid cooled 90 degree four stroke vee twin, 4 valves per cylinder, DOHC, electronic ignition Bore x stroke: 81.5 x 62 mm Displacement: 647 cc Compression: 11.4:1 Transmission: 6 speed, multi-plate wet clutch, final drive by chain Suspension: Front, 41 mm upside-down fork, compression and rebound damping adjustable, travel 120 mm. Rear, link-type monoshock , adjustable preload, 120 mm travel. Dimensions: Seat height 780 mm, dry weight 180 kg, fuel capacity 17 litres, wheelbase 1435 mm Tyres: Front, 120/60 17. Rear, 160/60 17 Frame: Steel tubing Brakes: Front, twin 300 mm discs with 2 piston floating calipers. Rear, 230 mm disc with twin piston floating caliper Top speed: 210 km/h (electronic rev limiter) Fuel consumption: 4 litres per 100 kilometres, unleaded Theoretical range: 425 km Colours: Blue, black, yellow |
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