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Hyosung GV650 Aquila Pro : Road Test

0 1 2 3 4 Rating: 4.5
  • by , Photography : kunal khadse   |
  • January 15, 2013 18:30 IST
  • 142548

Its back and how. The Hyosung Aquila is back again and this time with a brand new attitude and a lot more firepower up its arsenal


Hyosung GV650 Aquila Pro



It was way back in 2003 when I was aboard my humble Fiero F2 and I was blitzed by this mountain of chrome. It was so quick that all I could figure was that it was obviously quick judging by the way he blew past me and it sounded like nothing else in the Indian market. Luckily a red light upfront meant I could finally get to see what that flash of chrome was.


While I had heard about it, this was the first time I had laid my eyes on the Hyosung Aquila. 250cc, V-twin-oil cooled engine with 4 valves per cylinder with a whopping 26PS of power, it was the bike to have. A decade later, its back. With DSK as its associate, Hyosung is back with the Aquila name and this time promises to make an even deeper impact with its latest power cruiser. Related: Hyosung GV650 Aquila Pro & new GT650R Launched



Hyosung GV650 Aquila Pro



Lean and Mean

Mention the word “cruiser” to most people and they’ll paint a picture of a heavyweight Harley. And as a result, out on the road be prepared to field a barrage of questions which will mostly be relating your Hyosung to a Harley. Now this isn’t the first cruiser from Hyosung. They already have the brilliant ST7. Then why the Aquila you ask? It’s pretty simple, it’s the same reason why Harley-Davidson has the Fat Boy and the Night Rod. While the ST7 is your typical laid back cruiser meant to ride the torque, the Aquila is the one with which you go after the sportbikes. And the sleek design says the same.



Hyosung GV650 Aquila Pro black and chrome parts



The first thing that you notice is that there is a good balance of chrome and blackened cycle parts. The Aquila doesn’t quite ‘Bling’ it on as the ST7 does and that’s a good thing. The chiseled tank nicely blends into the seat which then flows onto one of the best looking rears seen on a motorcycle. Adding the much needed muscle are the massive chrome shrouds and the big bazooka of a silencer that makes all the right noises. Quality of components look and feel impressive barring a couple of places like on the brake oil reservoir and the chrome bit on the otherwise nicely designed or rather chopped front mud guard.




Hyosung GV650 Aquila Pro console



The other thing that really catches your eye is the smartly executed instrument pod. Swathed in chrome, it looks quite neat giving the rider a clear view of all the information needed. The speedo dominates (there’s no tacho), and there’s also an engine temperature gauge, a fuel gauge, a clock, and a choice of two trip meters and an odometer. All this rounded off with the inverted forks and the meaty 180 section rear tyres gives the Aquila tremendous road presence and it is pretty much the cynosure of all eyes no matter where you take it.



Hyosung GV650 Aquila Pro action



Power to the Rider

Nestling between your legs is a 647 cc DOHC, water-cooled 90 degree V-twin. Pushing out 75 PS at a heady 9000 rpm and 62.1 Nm @ 7500 rpm, this isn’t your typical cruiser engine. Transferring all that power to the rear wheels via a belt is a 5-speed constant mesh gearbox.



Hyosung GV650 Aquila Pro engine



Right then, time to hop on. The moment I sat on the bike, it instantly felt comfortable and accommodating. The seat itself is broad and comfy, and the ergos just felt right. I could stretch my legs out to the forward controls and the swept-back bars were an easy stretch away. Prodding the starter sees the V-twin whirr into life, and yes, it’s more of a whir than a rumble. The cable clutch is super light, and the gearbox selects first with a positive action, so far, so good.


A handful of revs sends the low-slung sled on its way, and in the first few meters it’s readily apparent that this is one very manageable, sorted, and easy-to-ride machine. The Aquila offers plenty of go on the road. With a strong bottom end and midrange, it surges away from a standing start with impressive pace, and the acceleration really doesn’t start to soften until you reach three-figure speeds. The 100 km/h barrier is broken in 6 seconds while 140 km/h comes up in 10.9 seconds flat. There’s plenty there to win the traffic-light GP and keep the cages where they belong, in your mirrors (safest place for them, I reckon!).


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