ATK/Hyosung GT650R Test: Observations and Suggestions

After two days of living with the Hyosung GT650R I’ve got some observations, and come up with some improvement suggestions.

Before I begin, I should point out that, starting next year, the ATK version of these bikes will not be the stock Hyosung versions. Most of the components will come from Hyosung, but ATK is planning to make changes to the bikes, to include assembling them with non-Hyosung components as well. Part of what I’m doing with this test of the Hyosung is providing feedback directly to ATK CEO Frank White on suggested improvements to the stock model. So the bikes that ATK produces, while still oriented towards the budget beginning rider, will, hopefully, incorporate some of these changes.

Also, in answer to a commenter, this is not a 2010 EFI model, but an ’09 carbuerated bike. So I’m not going to be giving any advice about EFI mapping. But, I have noticed that, like all carb bikes, it doesn’t like running cold.  Tends to stall out prior to warming up.

The ergos are hard to live with. They’re just overly aggressive.  The only other bike I can think of with this aggressively committed posture is the Aprilia RSV4. Unless you’re going to take this thing to the track every day, it’s just ridiculous to have to live with race ergos on a bike the puts out 60 ponies. So, a good start is to move the pegs forward and down an inch or so. I don’t think, with the placement of the exhaust pipe, that you have room to do much more. For the clip-ons, replace them with a set of Helibars mounted to the top of the triple tree. That’ll move the bars up about four inches, and back about one inch.  You’d still get a fairly aggressive posture for strafing the canyons,  but a far less tortuous one for daily commuting. You’ll need a taller windscreen if you do this though, to reduce helmet buffeting.

The BT-56 Battleax tires probably aren’t the best tire for this bike. The GT has pretty aggressive geometry, and it should turn in better than it does. I’m thinking the profile of the BT-56 just isn’t well suited for this bike. If you’re going to stick with Bridgestone, then I’d try a move to the BT-016, which is the spec OEM tire for the GSXR-600, or maybe the Dunlop D220 used on the SV650.

When you are blasting along in third, then kick it down a gear for some engine braking before entering a turn, too much engine braking causes the rear wheel come loose a bit, and it unsettles the chassis, starting up a bit of side-to-side shimmy. I learned that while strafing canyon roads today. This can be disconcerting. Use caution.

First gear is pretty “meh”. You can launch the bike OK, but it’s not a huge lunge of power. The fun really begins at about 6500RPM in second. You can pretty much do anything in second gear, and you can go through the twisty bits at twice the recommended speed limit. Sixth gear on this bike allows you to sedately cruise down the highway, and it’s almost lugging at 70MPH. It’s as tame as a pussycat in 6th, with very low vibes and perfectly clear rear-view mirrors. You can cruise practically forever this way.

I don’t like the design of the rear views. The mirrors are a single module mounted on a swivel at the end of the stalk. So, when I hang my helmet on the mirror, it moves it out of adjustment. I realize that this is a personal problem, however, as this is a standard mirror design.

It’s kind of odd seeing an old-fashioned gas tank. I mean the big thing in front of the seat really is a gas tank. It’s not a cover for the airbox, with the actual tank hidden below the seat. You open the gas cap, and there’s a big old jug of explosive fluid. Just sloshing around. Right next to your nads.