Make ModelHyosung GT 250 Comet
Year: 2004
Engine: Liquid cooled, four stroke, 75° V twin, DOHC, 4 valve
Capacity: 248
Bore x Stroke: 57 x 48.8 mm
Compression Ratio:
Induction: 2x 26mm Mikuni carbs
Ignition / Starting: – / electric
Max Power: 30 hp 22.4 KW @ 10500 rpm
Max Torque: 20.6 Nm @ 7300 rpm
Transmission / Drive: 5 Speed / chain
Frame: Steel, double pipe
Front Suspension: 41mm Oil upside down forks, 120mm wheel travel
Rear Suspension: Swinging arm, 100mm wheel travel.
Front Brakes: Single 300mm disc
Rear Brakes: Single 230mm disc
Front Tire: : 110/70 -17
Rear Tire: : 150/70 -17
Dry-Weight: 150 kg
Fuel Capacity: 17 Litres

[tubepress mode='tag', tagValue='Hyosung GT 250 Comet']

Make ModelHyosung GT 250R
Year: 2006
Engine: Liquid cooled, four stroke, 75° V twin, DOHC, 4 valve
Capacity: 248
Bore x Stroke: 57 x 48.8 mm
Compression Ratio: 10.2:1
Induction: 26mm Mikuni
Ignition / Starting: – / electric
Max Power: 30 hp 22.4 KW @ 10500 rpm
Max Torque: 20.6 Nm @ 7300 rpm
Transmission / Drive: 5 Speed / chain
Frame: Steel, double pipe
Front Suspension: 41mm Oil upside down forks, 120mm wheel travel
Rear Suspension: Gas shock absorber, Pre-Load Adjustable
Front Brakes: Single 300mm disc
Rear Brakes: Single 230mm disc
Front Tire: : 110/70 -17
Rear Tire: : 150/70 -17
Seat Height795 mm
Dry-Weight: 168 kg
Fuel Capacity: 17 Litres

Overview
The Hyosung V-twin 250cc Engine: was designed in Hamamatsu Japan by a design team consisting of Engine: ers who have previously worked in the R&D teams of some of the big Japanese motorcycle companies. Because this Engine: is the newest design among its rivals, it has many performance features that they do not have. These include roller bearing cam shafts, 2 piece spring dampened bevel silent primary drive gears, dual squelsh combustion chambers etc. These are features that were previously confined to racing Engine: s, and in the past have been uneconomical for other manufacturers to incorporate into smaller Capacity: Engine: s for street use. Proven DOHC 8 valve Engine: configuration, with twin downdraft Mikuni carburetors provide the highest volumetric efficiency and air cooling coupled with an oil cooler provide reliability in the harshest conditions.
The latest sport bike styling is incorporated into a practical design. Note the pillion seat and heavy duty pillion grabrail with 3 tie down points for your gear for those long trips. The rider’s seat is firm in design to provide good support and reduce fatigue. Heavy duty rear disc brakes with twin piston fully floating caliper, six spoke alloy wheels with wide tubeless tyres and free flowing exhaust system are used to give maximum performance. A low cost racing muffler is also available if additional Engine: output is required.

FEATURES

Hyosung GT250R

Huge twin front disc brakes with dual twin piston calipers provide amazing stopping power. Large 41mm inverted front forks provide superb handling by working in tune with the gas charged rear shock absorber.
Digital instrument panel includes fuel gauge, clock and dual trip meters
Dual lens headlamp and aerodynamic fairing are stylish and functional. A tinted windscreen is available as an optional extra. Race position handlebars and adjustable footrest positions give the rider flexibility to tailor the ride position to rider preference.
Ready to race, ready to ride. The GT250R is a full size race tuned bike with looks to match. Fully equipped with rollerized V-Twin high output DOHC 8 valve Engine: , race tuned suspension including inverted forks and gas charged shock absorber, huge brakes, stunning aerodynamics, complimented by digital instruments and adjustable ride position. Whether you’re starting a race career, riding for fun or just getting around, the GT250R is ready to take you where ever you want to go.

[tubepress mode='tag', tagValue='Hyosung GT 250R']

Make ModelHyosung GT 650 Comet
Year: 2008
Engine: Liquid cooled, four stroke, 90° V twin, DOHC, 4 valve
Capacity: 647
Bore x Stroke: 81.5 x 62 mm
Compression Ratio:
Induction:
Ignition / Starting: – / electric
Max Power: 79 hp 58.9 KW @ 9000 rpm
Max Torque: 68 Nm @ 7500 rpm
Transmission / Drive: 6 Speed / 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 Tire: : 120/60 -17
Rear Tire: : 160/60 -17
Dry-Weight: 185 kg
Fuel Capacity: 17 Litres
Consumption average21.8 km/lit
Standing ¼ Mile 13.2 sec
Top Speed187 km/h
OverviewMotormag

[tubepress mode='tag', tagValue='Hyosung GT 650 Comet']

Make ModelHyosung GT 650R
Year: 2005
Engine: Liquid cooled, four stroke, 90° V twin, DOHC, 4 valve
Capacity: 647
Bore x Stroke: 81.5 x 62 mm
Compression Ratio:
Induction:
Ignition / Starting: – / electric
Max Power: 79 hp 58.9 KW @ 9000 rpm
Max Torque: 68 Nm @ 7500 rpm
Transmission / Drive: 6 Speed / 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 Tire: : 120/60 -17
Rear Tire: : 160/60 -17
Dry-Weight: 191 kg
Standing ¼ Mile 13.0 sec
Top Speed203.8 km/h
Fuel Capacity: 17 Litres
ReviewMototest.be

Yee-aah-hooooo-weeeeee! This is serious and proper fun! There’s nothing wrong with in-your-helmet shouting every now and then, but this time the whole situation was kinda weird.
The location? The infamous Sodom-Arad road, regarded by local squids as Israel’s best bit of winding tarmac, climbing up from earth’s lowest point up to the Judea desert’s high plains. The context? Trusting girlfriend and I plus a hefty duffel bag strapped to the tank while touring Israel. The tool? A very unlikely fellow: Hyosung’s GT650R.

Got to admit that I wasn’t quite expecting this unknown, entry-level type of scoot to be this satisfying on such a demanding road and yet, the GT650R was handling the devilish bends like a proper small sport-tourer would.

And now for something completely different: A Korean bike with an Israeli backdrop, the GT650 overlooks the holy land of Jerusalem. The golden dome is the el-Aqsa, or “Dome of the rock.”

As I reach the town of Arad, at the top of the plains overlooking the Dead Sea, I kindly ask my girlfriend to take a really long coffee break while I treat myself to a solo run up and down the dammed road. The place has some reputation: small memorials where squids lost their lives line the road in the risky bits. And yet, the GT650R is not fazed, even when I turn up the heat some more. So then, are the Koreans really getting it?

Our first steps together have not been so sweet, though. I have seen Hyosungs before in shows and such, but when I finally found myself in front of one at the Israeli importer’s office rather than under the spotlights, the overall impression was kind of so-so. The GT650R, the sporty full-dressed brother to the 650 Comet GT street standard tested at MO, has got quite a presence with its red monochrome full gown, but when you get up close the overall detailing and finishing is not that convincing. Fitment of body panels, the quality of the clocks panel, a slightly dumb looking top triple clamp, the switch gear – it all adds up to a feeling of “Nice but not quite there.”

A bit of a shame really as under the not-so-solid-looking surface there’s plenty of solid metal. The GT650R’s V-Twin power unit has its pots positioned at 90 degrees, sports liquid cooling, four valve DOHC heads and generally shows that Suzuki has indeed been mentoring the Korean set-up for a while. The family ties with the SV650 are indeed tight, even if those twin mills are certainly not identical. This Year: sees the introduction of fuel injection to the 650 motor, and power-wise, at least on paper, it’s nearly on even ground with the trusty SV650 and Kawasaki’s 650 parallel-Twins.

Not a thing of great beauty, but not an offending sight, either. Black Frame: tubes are the best bit functionality speaking. Note the adjustable footpegs.

The Frame: , though not as impressive as the SV’s alloy job, is a sturdy looking steel twin-spar affair where each spar is actually constructed from twin tubes with plenty of gusseting joints. Suspension is pretty much up to date, with an adjustable inverted fork up front, progressively linked mono on the rear, while the brakes are not last-generation stuff: floating twin-piston calipers, a similar setup to its Kawi and Suzi peers. On paper it’s got the right tech cards to play, it’s only that plenty of tiny details entail the bike with a mid-’90s rather than late-2000’s aura.

Moving on to the riding bit, our first miles together while city riding do not flow so smoothly. I do find the GT650R a nice-fitting, small-to-medium-sized bike. The clip-ons might sit under the triple clamp, but that doesn’t mean that the riding position is full repli-racer. It’s actually much more sport tourer than pure sport in nature – pretty comfortable for me at least.

There are quite few flies in the ointment, though. Notchy gear shifting and a slight off-idle hesitation make urban dwelling slightly more painful than it needs to be. Clutch pull could be lighter, and disengagement better, too.

See what we mean by being not quite there? The upper fork clamp is big enough to play a football match on.

At the end of our first day together I pulled a 10mm spanner in order to rotate the clutch and brake levers down somewhat. With the master cylinder positioned a bit lower to fit my humanoid dimensions, the tip of its banjo bolt started to foul the fairing as I rotated the bars left to right. That said, I must admit that after a week of riding the GT650R, the urban manners of the thing improved. Looks like the gear shifting loosened up somewhat and made city riding much more enjoyable.

The GT650R felt much better outside city limits. As we head west towards Jerusalem, hitting some less traveled mountain roads, the sport-tour side of the Hyosung starts to show if not downright shine. The Engine: has a satisfying pull from 3000 to 7500 rpm, and in semi-fast touring mood, say through 50-70-mph bends, it supplies a nice drive. It might not feel as smooth and buttery as the SV’s or as plain revvy as Kawasaki’s Ninja 650R, as a certain harshness is felt at times through bars and pegs.

On the straight bits, the not-so-low windscreen bubble deflects the air pretty well and lets me trot at 90 quite undisturbed. Soon enough I find that the real ace up the GT650R’s sleeve comes out when things get really twisty. The GT turns out to be really flickable and tracks true when put down low on its side. Though its suspension might not be the most sophisticated on earth, it does nothing that requires me to shut off or slow down despite being loaded with a rider, passenger and duffel bag.

The GT650R is a competent handler, even with its rudimentary suspension and porky Weight: .

Color-coordinated bungee cords are all the rage. Check out Yossef’s eBay store.

“The asymmetrical mounting of the silencer will cause the Hyosung to tip right if left unattended,” Yossef notes.

With warm tires (even if those are dated Battlax BT56s) my confidence in the sporty Korean grows, and by now my boots are skimming the tarmac here and there. Whoever was in charge of suspension settings at the factory surely went for a slightly stiff but controlled approach, which is good, even if every now and then, mainly over bumpy stuff, the front would do something funny. At one stop I did try to fiddle with the adjusters in the fork’s caps, but weirdly enough, it didn’t seem to make any difference in damping.

No complaints about the Frame: , though, as the steel trellis affair feels sturdy and stiff. The overall solid feeling carries a price, as the GT650R is not exactly a lightWeight: . When really pushing it through very fast direction changes, the above average lard factor make itself present. Claimed Weight: is 441 pounds.

As we stop for a longer coffee break, Lorella, my girlfriend, seems to be quite happy with her time on the back. The stepped seat might not look inviting, but yet Lorella rated comfort quite highly – and she’s been on the back of a bike or two during the last few Year: s. An aluminum grab handle is appreciated.

As we stop for an overnight stay in Jerusalem, after quite a few hours of riding on the surrounding mountains, I feel pretty fresh, too. More important, the GT650R has made up for its initial so-so impression with a nice display of sporty manners.

For the next two days the Hyosung gets acquainted with the most important sacred sites for three of the world’s religions and generally behaves like a good Korean kid. By now I have gotten used to cracking the throttle just that little bit more in standing starts so the persistent low-speed hesitation has become less of an issue.

We proceed from there further west towards the Dead Sea and the road that takes us to the lowest point on earth is quite fast and sweeping. As I crack on, I do discover that as useful as the 650 V-Twin is in the mid-range, it’s not that convincing higher up the rev range. When MO dynoed the similar-Engine: d GT650 Comet, we found that its 66.7 horsepower at the rear wheel is close to Granddaddy SV650′s output, but numbers don’t tell the whole story. The GT650R can be stretched to 9000 rpm and then some, but just doesn’t feel like it enjoys this said stretch through its bars and footpegs.

As a Bedouin driver pulls out un-expectedly onto the road in front of us, seemingly out nowhere, I also make a mental note that the brakes are not something to write home about, either. Feel is okay-ish, but we’d appreciate more outright power, please.

We spend a day in the area, and after taking a bath in the extremely salty thermal waters and visiting the historic site of Masada, we are ready to ride back to Tel-Aviv.

It is on this last and furious leg that the GT650R leaves me feeling that there’s a real and proper bike down there. A few more days aboard the GT650R confirmed my impressions: A pretty competent sport tourer that really handles and could be an interesting entry-level street bike.

Alas, the GT650R has to fight it out with some stiff competition aimed at exactly the same market niche, namely the Suzuki and Kawasaki 650 Twins. Even if on paper the spec sheet puts the GT650R on level ground with them, the reality is that the GT650R still needs to step up its game by a fair bit or be much more attractive price-wise.

It’s no Desmosedici RR in terms of desirability, but the GT650R’s relatively modest MSRP should appeal to some budget-conscious riders.

With an MSRP of $6099, it’s just $300 cheaper than Kawi’s Ninja 650 and $800 less than the faired SV650SF. Hyosung also offers a half-faired version, the GT650S, retails for just $5499, which compares with the naked SV650 at $5999. Not bad, but does the not-that-significant price advantage justify those rough edges?

If Hyosung will manage to endow their wares with more of a quality feel in terms of finish, materials, detailing and fine tuning, they could really make a splash. As it is, the look and feel is too mid-’90s when compared to its third-millennium counterparts, especially in this dressed, full-blown sports version.

Need further proof that Hyosung are not that far off the mark? At the 2006 Milan show, Italjet showed two proposals for “Dressed in Italy” versions built around the basic mechanics of the Korean 650s, and the result was finger-licking good.

Considering how Korean companies like Samsung and LG stepped up their game to become head-on competitors with the best Japan’s got to offer, don’t be surprised if the same happens with Hyosung, sooner than you might think.

Related Reading

2005 Hyosung GT650 vs Suzuki SV650
2007 Hyosung Avitar Review
2006 Suzuki SV650S vs Kawasaki Ninja 650

Source Motorcycle.com

[tubepress mode='tag', tagValue='Hyosung GT 650R']

Make ModelHyosung GT 650S
Year: 2005
Engine: Liquid cooled, four stroke, 90° V twin, DOHC, 4 valve
Capacity: 647
Bore x Stroke: 81.5 x 62 mm
Compression Ratio:
Induction:
Ignition / Starting: – / electric
Max Power: 79 hp 58.9 KW @ 9000 rpm
Max Torque: 68 Nm @ 7500 rpm
Transmission / Drive: 6 Speed / 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 Tire: : 120/60 -17
Rear Tire: : 160/60 -17
Dry-Weight: 189 kg
Fuel Capacity: 17 Litres

One of the most remarkable economic turnarounds of the latter half of the 20th century saw the phrase “Made in Japan” transformed from a euphemism for “cheap and tinny” into the hallmark of some of the best electronics, cars and motorcycles made. Now South Korea seems poised to follow in Japan’s footsteps and assert itself as a world-class manufacturer of, among other things, motorcycles. The Hyosung GT650S Comet proves one Korean bike maker hasn’t caught up to Japan just yet, but has the raw material to start making its move.

In 1979, a Year: after it was founded as a motorcycle manufacturer, Hyosung Motors & Machinery Inc. formed a technical alliance with Suzuki of Japan, which might account for the GT650S’s striking similarity to Suzuki’s SV650. The GT650S’s 647cc V-twin Engine: is shared by the GT650R, a fully faired version of the S, and the cruiser-styled GV650. Hyosung also makes a GV250 cruiser and a GT250, as well as an ATV and several scooters.

I cadged a ride on a GT650S thanks to Hyosung dealer Rod Johnson, owner of Cycle Parts in Eugene, Oregon. When I arrived, I found the bike waiting for me had just a single mile on the odometer. Alongside the S sat Johnson’s personal GT650R, which had an aftermarket exhaust and a jet kit, and 350 miles on the clock. Photo model Paul and I took off on the bikes and headed for the country on winding roads.

Advertisement The GT650S stood out immediately by virtue of its almost non-existent front braking power. It took a manly squeeze of the lever just to produce enough force to make the front end dive. It felt more like a poorly adjusted drum brake than a modern disc brake. By contrast, the R model’s more broken-in front brake worked much better, but still wasn’t up to class standards. Both felt mushy, as if in need of bleeding or a good set of aftermarket pads. Both, too, improved the more they were used, but not nearly enough.

The lack of stopping power was doubly disheartening because the plucky little carbureted V-twin Engine: was so eager. It’s very smooth throughout the powerband, and revs willingly to its 10,500-rpm redline. But the bulk of its torque lives between 4,000 and 8,000 rpm, with enough on tap to hustle along a backroad so quickly you won’t miss spinning the tach needle to five digits. Gearing seems tall for a middleWeight: —4,000 rpm in sixth gear corresponds to about 60 mph.

The GT650S’s inverted cartridge-type front fork, which has adjustable rebound and compression damping, works very well over a variety of surfaces, rounding off hard-edged bumps with a minimum of fuss. The rear shock offers only spring preload, but complements the fork’s response to road warts. Even with my 270 pounds aboard, the GT650S never bottomed or wallowed.

The riding position appears cramped, but the close spacing between the seat and the bars makes it feel less so. The bars themselves are angled comfortably, and the switchgear works well and is easy to operate even in heavy gloves. The foot controls are adjustable to three positions, thanks to several holes on the mounting plates. An analog tachometer accompanies the digital speedometer and instrument panel, the readouts of which are so dim as to be all but invisible in direct sunlight or when viewed from behind a dark face shield. The turn-signal indicator is especially hard to see. Several times both Paul and I rode for miles with our signals blinking before one of us alerted the other.

Out on the backroads the GT650S showed it has most of the right stuff to keep up with the competition. It’s stable in corners though not especially flickable, requiring a deliberate tug at the bar to initiate a turn. Repeated hard stops eventually convinced the surly front binder to wake up and start acting sort of like a twin-disc brake. Ridden within limits appropriate to the situation, the GT650S was a hoot. Paul, aboard the kitted R, summed it up with a grin. “This one’s a little troublemaker,” he said.

It’s apparent that Hyosung is onto something with the GT650S. At the same time it’s clear that the bike needs brakes to match its Engine: , and instrumentation that meets the same standard as its suspension and handling. And of course the elephant in the attic is whether buying a Hyosung GT650S for just under a thousand dollars less than a Suzuki SV650 (MSRP $6,449) is worth giving up the Suzuki’s larger dealer network, parts availability and aftermarket coverage.

Remember, though, that early Japanese motorcycles had what many enthusiasts of the time considered fatal flaws, and that Japan not only addressed them but rose to a position of dominance in the world motorcycle market. Hyosung is no serious threat to Japan just yet, but judging by the GT650S, it might not be long.

Source ridermagazine.com

[tubepress mode='tag', tagValue='Hyosung GT 650S']

Make ModelHyosung GT 650X
Year: 2008
Engine: Liquid cooled, four stroke, 90° V twin, DOHC, 4 valve
Capacity: 647
Bore x Stroke: 81.5 x 62 mm
Compression Ratio:
Induction: Electronic fuel injection
Ignition / Starting: – / electric
Max Power:
Max Torque:
Transmission / Drive: 6 Speed / chain
Frame: Tubular steel/aluminium trellis
Front Suspension:
Rear Suspension:
Front Brakes: 2x 300mm discs 4 piston caliper
Rear Brakes:
Front Tire: :
Rear Tire: : 180/55 ZR17
Dry-Weight:
Fuel Capacity:

[tubepress mode='tag', tagValue='Hyosung GT 650X']

Make ModelHyosung GV 250 Aquila
Year: 2000
Engine: Liquid cooled, four stroke, 75° V twin, DOHC, 4 valve
Capacity: 248
Bore x Stroke: 57 x 48.8 mm
Compression Ratio:
Induction: 26mm Mikuni
Ignition / Starting: – / electric
Max Power: 30 hp 22.4 KW @ 10500 rpm
Max Torque: 20.6 Nm @ 7300 rpm
Transmission / Drive: 5 Speed / chain
Frame: Steel, double pipe
Front Suspension:
Rear Suspension:
Front Brakes: Single disc
Rear Brakes: drum
Front Tire: : 110/90 -16
Rear Tire: : 150/80-15
Dry-Weight: 150 kg
Fuel Capacity: 14 Litres
ReviewRoad Test

[tubepress mode='tag', tagValue='Hyosung GV 250 Aquila']

Make ModelHyosung GV 250 Cruiser
Year: 2004
Engine: Liquid cooled, four stroke, 75° V twin, DOHC, 4 valve
Capacity: 248
Bore x Stroke: 57 x 48.8 mm
Compression Ratio:
Induction: 26mm Mikuni
Ignition / Starting: – / electric
Max Power: 30 hp 22.4 KW @ 10500 rpm
Max Torque: 20.6 Nm @ 7300 rpm
Transmission / Drive: 5 Speed / chain
Frame: Steel, double pipe
Front Suspension:
Rear Suspension:
Front Brakes: Single disc
Rear Brakes: drum
Front Tire: : 120/90 -16
Rear Tire: : 150/80-15
Dry-Weight: 150 kg
Fuel Capacity: 14 Litres

By slowly working its way up from small-Capacity: scooters, to small trail bikes and now road machines, Hyosung hasn’t exactly taken the local market by storm. It’s been a somewhat more stealthy approach.

Though watching the recent pricing policies of some of its immediate competitors suggests that there are big players out there which are taking the challenge from Korea very seriously. And so they should.

[tubepress mode='tag', tagValue='Hyosung GV 250 Cruiser']

Make ModelHyosung GV 650 Aquila 30th Anniversery
Year: 2008
Engine: Liquid cooled, four stroke, 90° V twin, DOHC, 4 valve
Capacity: 647
Bore x Stroke: 81.5 x 62 mm
Compression Ratio:
Induction: Fuel injection
Ignition / Starting: – / electric
Max Power: 79 hp 58.9 KW @ 9000 rpm
Max Torque: 68 Nm @ 7500 rpm
Transmission / Drive: 6 Speed / belt
Frame: Steel, double pipe
Front Suspension: Oil upside down forks,
Rear Suspension: Swinging arm,
Front Brakes: 2x 300mm disc
Rear Brakes: Single 230mm disc
Front Tire: : 120/70-ZR18
Rear Tire: : 200/70-ZR17
Seat Height865 mm
Dry-Weight: 220 kg
Fuel Capacity: 15 Litres

[tubepress mode='tag', tagValue='Hyosung GV 650 Aquila 30th Anniversery']

Make ModelHyosung GV 650 Aquila
Year: 2004
Engine: Liquid cooled, four stroke, 90° V twin, DOHC, 4 valve
Capacity: 647
Bore x Stroke: 81.5 x 62 mm
Compression Ratio:
Induction: Two CV carburettors.
Ignition / Starting: – / electric
Max Power: 79 hp 58.9 KW @ 9000 rpm
Max Torque: 68 Nm @ 7500 rpm
Transmission / Drive: 6 Speed / belt
Frame: Steel, double pipe
Front Suspension: Oil upside down forks,
Rear Suspension: Swinging arm,
Front Brakes: 2x 300mm disc
Rear Brakes: Single 230mm disc
Front Tire: : 120/70-ZR18
Rear Tire: : 200/70-ZR17
Seat Height865 mm
Dry-Weight: 220 kg
Fuel Capacity: 15 Litres
Consumption average21.6 km/lit
Standing ¼ Mile 13.6 sec
Top Speed190.6 km/h
ReviewsOnewheeldrive / Motoring.co.za / Telegraph.co.uk / Road Test

[tubepress mode='tag', tagValue='Hyosung GV 650 Aquila']