Hyosung Aquila GV125S: compact Korean cruiser

Those. characteristics Hyosung Aquila GV250

This bike is more suitable for beginners. Today, the price of Hyusong Akila 250 in Russian showrooms is about 200,000 rubles, which is at least a third more expensive than its counterparts from China. It has a 250 cc fuel-injected V-twin engine with air-oil cooling that produces 24.9 hp. With. with a torque of 20 Nm and 7000 rpm.

Akila also has a standard 41 mm telescopic fork, chain drive and a five-speed gearbox. It is characterized by a classic appearance, which also distinguishes it from the Hyosung Aquila GV650, reviews of which even make comparisons with the Harley-Davidson V-Rod.

The bike has a casting behind which are the brakes: two discs at the front with primitive two-piston calipers, and one at the rear with a single-piston caliper. It is worth noting their effectiveness for a light motorcycle. The height of the Hyosung Aquile saddle is quite large - 710 mm. The gas tank volume is also large – 14 liters. It is enough for 300 km with a consumption of about 4 liters per 100 km. The dry weight of the device is 167 kg, dimensions: 2280x885x1095 mm.

Hyosung Aquila 250 is a standard model, differing from its Chinese counterparts only in price. For example, the Stealth Cruiser 400 is less expensive, although the characteristics are more powerful. The Akila's parameters are taken from the famous Yamaha Virago 400, which suggests that its design will bring fewer problems, including finding spare parts.

The quality of the Hyosung Aquila GV250 is very similar to the “purebred Chinese”, since on the Internet you can find quite a few unfavorable reviews and reviews after speed tests.

Hyosung GD250N. Korean "check"

A stylish and relatively inexpensive bike from Korea left the impression of a successful device, which lacks a slight “finishing with a file”

Natalya Umnova
Hyosung GD250N. Price: 229,000 rub. On sale: since 2015

Motorcycles with an engine capacity of up to 300 cc are a vehicle for beginners, for those who are returning to the “topic” after a long break, as well as for those who need “just a motorcycle” for daily commuting to work in traffic jams. Small-capacity bikes simply must be present in the lineup of every self-respecting manufacturer (except, perhaps, for companies specializing in certain classes of motorcycles, for example, cruisers), since the demand for them in Europe is always high due to the peculiarities of local legislation and is growing and in Russia, along with an increase in the number of motorcyclists and a decrease in their income. Therefore, both the Japanese four, and KTM, and from this year even BMW can find at least one representative of the “check” class.

The gearshift paddle is installed in a very peculiar way - too close to the “body” of the motorcycle and seems to be designed for shoe size 45

However, in order to achieve an acceptable price, branded small-capacity equipment is built according to the simplest schemes using technologies from the “last century”, such as a thin telescopic fork, a steel frame, a dial gauge, etc. In this regard, the Korean brand Hyosung does not save “ on matches” - the naked GD250N differs from Japanese competitors in its aggressive design, inverted forks and digital instrumentation, as well as a single-cylinder engine that is more appropriate for the occasion. At the same time, it is also a little cheaper, although not so much as to instantly relieve a potential buyer from the agony of choice. Which will definitely arise among those who value not only a bright, unusual appearance.

Modern digital instrumentation shows all the necessary information

Steel “birdcage” frame, inverted telescopic fork with a diameter of 37 mm, fuel-injected single-cylinder engine with a volume of 249 cm3 and a quite decent power of 29 hp. p., 300 mm brake disc at the front - a decent “gentleman’s set”, supported by good quality assembly and the already mentioned original design.

The “knock-down” of the entire design and the controllability of the “Korean” are practically not inferior to the “Japanese” ones, just need to adjust the gearbox and the engine response to gas supply...

While riding, I am pleased with the consistency and integrity of the structure: there is no feeling that the motorcycle is “dangling” somewhere between the driver’s legs and between its own wheels. It’s quite a “dense” device, surprisingly willing to perform maneuvers for its class. Sometimes even too willingly, given that the Koreans have not yet learned how to tune the suspension like the Japanese or Europeans. And if the shock absorber can still be slightly adjusted in terms of preload and rebound damping, making it a little stiffer, then the fork is tightened at the factory, and you still have to ride, feeling every bump.

Both brakes are very effective, but the rear one lacks either pedal feedback or ABS.

The engine nominally produces almost 30 hp. s., but according to the sensations, reinforced by the sight of a huge muffler, half the size of a motorcycle, these are not “horses”, but some kind of leisurely “goons”. The GD250N accelerates sluggishly and thoughtfully, as if on a CVT: you open the gas to full and sit and wait for the engine to come to its senses. The 6-speed gearbox, which seems to be traditional for Hyosung, works unclearly: it is not always clear whether the desired “speed” is engaged or not. You have to check the indicator on the dashboard, but it also sometimes glitches.

Perhaps these two components - the engine and gearbox, as well as some kind of disproportionate and inconveniently installed gear shift foot (fortunately, it can be replaced) - are the main disadvantages of the Korean naked. Of course, you can get used to them and adapt, but still they will constantly remind you of themselves.

And also vibrations... Despite the shaft balancing declared by the manufacturer, the motorcycle shakes strongly in almost the entire rev range. Hands then remember even the shortest trip for a long time.

But the brakes! The front disc is very efficient. The rear one too, but due to insufficient feedback on the pedal, the rear wheel locks quite often - this must be kept in mind. As well as the fact that the grip properties of stock rubber made in India do not correspond to the capabilities of the motorcycle, it is advisable to change it immediately.

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Characteristics of Hyosung Aquila GV650

The video of the Aquil 650I proves that it is quite an interesting model. Its first feature is its cost, which reaches 400-450 thousand rubles, which puts it on par with manufacturers from Japan and America. For example, today the Harley-Davidson Sportster 883 sells for half a million rubles in standard configuration.

Based on official data, the Hyosung Aquila 650 engine produces 72 hp at maximum speed. With. There is information that there were more modest measurements at the stand - only 60 liters. With. The same engine is installed on other 650 cc Husong models (sport and classic). That is, it is an average option, from which you should not expect power at the top in the sports class, or traction at the bottom, like in a chopper.

Among modern standards, the Hyosung Aquila 650 is distinguished by a high-quality braking system and an injection system. But there are many more shortcomings. In many Aquilas there are:

• curved seams, as in 125 models;
• low quality chrome and the same paint finish.

On the Internet you can find reviews from owners who rode their iron horse for more than one year, and during this time the steering wheel could fall apart while driving, or the brakes would jam. Of course, these are isolated cases, but they all speak against Aquilla. When faced with a choice between buying this motorcycle or buying an American or a representative of the “big Japanese four” for about the same price, it is unlikely that the buyer will pay attention to Husong. The only advantage is that in its configuration it looks complete, and you won’t need to spend money on a large number of accessories.

Test drive HyosungGV 250 Aquila

Frankly speaking, until now I have been very dismissive of choppers, cruisers and other “pontomos”. From my point of view, any technology should be functional. But, as it turns out, the functions can be very, very different. The function of a sportbike is to show the lap time, the function of a tourist is to take the owner to the right place quickly and comfortably. The purpose of the cafe racer is in the name. Well, why a cruiser? Make an impression!

So let’s check how this can be done when a “heart” with a volume of only a quarter liter is beating under the “fifth point”.

The little Korean cruiser made a considerable impression on me - that’s why you are reading these lines.

The black and orange color, tastefully seasoned with chrome, looks fresh and bright not only in city traffic, but also in the biker scene. In person, the Aquila looks like an ordinary mid-size motorcycle, despite its small engine size. The cooling of the latter is air-oil. Moreover, the oil cooler is of such a size that it is not inferior in size to some “dropsy”. This is a kind of guarantee that in the summer, when driving in a traffic jam, the engine will not die the “death of the brave.”

The seating position is like in your favorite leather chair. Don't have a favorite leather chair? Then buy Aquila and you will have a Self-Moving Favorite Leather Chair. That's right - in capital letters.

The instrument panel is in a place familiar to the eye, and not on the tank. Therefore, in order to read the information of interest, you don’t have to look down at the level of your fly (is it fastened or not?). The design is classic - chrome-plated speedometer and tachometer cups, a fuel gauge, and below them there are four warning lamps. The Aquila appears to be closer to a roadster than a purebred cruiser. The remote controls on the steering wheel are designed like a textbook, but you can’t fault the quality of the workmanship, so I won’t dwell on that. Instead, I'll focus on the engine. After starting, the small carburetor V-twin emits a quiet, but strikingly clear and correct “sound” from its two exhaust pipes. This sound is not annoying on long trips, but, on the contrary, caresses the ear, raising the rider’s self-esteem and nose.

Clutch release. First. Go. It will be easy to get going even for a beginner, for whom this motorcycle is designed. The clutch engagement moment is stretched, and the engine produces good torque from idle.

About a hundred meters later the terrible truth dawned on me - he was steering. No, no, you don't understand! He's RUNNING! At one point, all my views about the handling of cruiser-like motorcycles changed. It combines the stability of a (very small) tank with the nimbleness of a bicycle. Apparently, this was achieved due to the short wheelbase and moderate fork offset. At a speed of 80-90 km/h, I easily performed changes, but such a trick is not an easy task for a motorcycle of this class! In corners, it easily lies down, almost to the footpegs, without showing an ounce of nervousness and without straining the rider - tracing simple autographs on the asphalt with his heels, you can hold on to the steering wheel with one hand. But, like a coin, maneuverability has a downside - on the highway, a lightweight motorcycle is noticeably “rearranged” by turbulent air flows from oncoming trucks. Whatever one may say, highways are still not his element.

I would like to make one more nod in favor of the engine. It allows you not to feel like a “poor relative” in traffic and does not make you shyly huddle to the side of the road. From the start, you can easily break away from the “canneries” and subsequently keep them at a respectful distance. The engine itself spins up very easily, which constantly provokes you to add gas. Vibrations... They exist. Although insignificant, they are present at almost any speed, transmitted to the steering wheel grips and sliding onto the rubber-coated footrests. Only the rider’s “fifth point” is reliably protected from them by his Favorite Leather Chair. And here is the first “long” traffic light.

With the agility of a scooter, I squeeze between the cars into the first row, turn on... second... first... second-first-second-first. Infection! Where's the neutral?! Two green lights came on simultaneously - one on the Aquila tidy, indicating that neutral had been found, and the second on the traffic light display, hinting that it was time to go. I made a special stop at the intersection, driven by the goal of finding the ill-fated neutral. Second-first-second-first... Yes! The familiar indicator light came on. Having tried to roll the motorcycle back and forth, I realized that the gearbox has its own opinion, which does not coincide with some light bulbs. Suddenly, something quietly clicked in the depths of the mechanism, and the box nevertheless agreed with the indication on the tidy. Whatever you say, it's strange! Excellent engine, well-chosen gear ratios, clear shifts... and the elusive neutral! I remember the joke about the elusive Joe, whom no one can catch, because no one needs him, but neutrality is a necessary thing! It is customary to tactfully keep silent about the brakes of such devices. I would have kept silent, well, in extreme cases, limited myself to a couple of stock phrases, if they did not remind of themselves... with a melodious creak. The standard front caliper pads are so “musical” that they can pretend to be a second sound signal. The front brake feels “oaky” to the touch, there is practically no information content, and it is rather weak. However, you can’t expect much more from a solid, rather than floating, brake disc paired with a simple two-piston caliper and rubber hoses. The rear “drum,” on the contrary, leaves an extremely positive impression. It works quietly, informatively and efficiently, and the large foot tells you what to press on first if a “canned food” suddenly surfaces in front of you. In general, the brakes can be assessed as sufficient - they handle a light, small-capacity bike quite well. In addition, the engine helps - it has a noticeable braking torque. The suspensions do not have a wide range of adjustments, but they get the job done. Even after riding a heavy enduro the day before, I didn’t feel unhappy on this “baby”. The front fork and rear shock absorbers have enough energy capacity to handle the unevenness of domestic “directions”. However, you shouldn’t get carried away with overcoming obstacles - the ground clearance is terribly small, and when driving with a passenger it is completely eaten up indecently quickly.

The strong point of such bikes is fuel consumption. It, of course, cannot be compared with the performance of the Yamaha YBR-125, but during the by no means short test drive, the gas meter needle did not move a millimeter. Maybe it's broken? Remembering roughly how much fuel was splashing around in the tank at the very beginning, I unscrewed the cap and looked inside, expecting to see a large, expertly twisted “barrel.” But no! The level remained almost the same, which means the arrow is not lying.

A ride around the city and a stop at the park showed that the motorcycle is a big attraction. Men look with envy, children with admiration, and girls with interest.

Summarize. Hand on heart, I can say that this is a city motorcycle. On the highway it will simply lack power, and the excellent comfort level of the landing will become a scourge due to the complete lack of wind protection. But the evening metropolis, or calm suburban roads on a weekend - this is his habitat. What could be more pleasant than leisurely rolling in your Favorite Leather Armchair to the sound of a V-twin, catching the reflections of neon on the chrome and admiring glances? “And the cubic capacity?” - you ask. What about “cubic capacity”? Capacity is a profitable business, but you have to start somewhere!

Text: Sergey Kuznetsov

Photo: Vladimir Kuznetsov

Motorcycle provided

Maurice Finkel

Hyosung GV250

Hyosung GV250 - photo 1

Hyosung GV250 - photo 2

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Hyosung GV250 - photo 5