KTM Duke 200

The KTM Duke 200 is the first of many KTM’s that will come to India via the 40% Bajaj connection. The KTM name has always been associated with the most fun motorcycles around the world be it dirt, track or street. The Duke 125 showed us how much fun a motorcycle can be and add to that top stunt men like Rok Bagoros who swear by it, this bike definitely generated a lot of attention world over. We spend some quality time with the Duke 200 and now bring to you an in-depth review of the motorcycle. So how does the KTM Duke 200 measure up in our road test? Read on.

Powered by a 200cc motor with bore x stroke of 72mm x 49mm, the Duke 200 produces enough  torque & power that can give some 250cc bikes a run for their money. The short stroke engine might lead one to assume that the powerband is placed pretty high in the rev range. That, however, is not the case. You get lots of usable bottom end torque that catapults you forward with ease in pretty much any gear. Couple the short stroke the 4 valves and the DOHC (Double Over Head Cam Shafts) and you have a bike that builds revs quite quickly. The bike has a 6 speed transmission that feels slick and gears slots in without drama. We did not encounter any false neutrals either. Even after pushing the bike hard for couple of hours the engine quite happily asked for more.

 The maximum speed the bike did in each gear is as follows:

| 1st : 46kmph    | 2nd : 62kmph   |
| 3rd : 82kmph   | 4th : 102kmph  | 
| 5th : 121kmph | 6th : 138kmph  |
When you hit 10,500 rpm, the rev limiter cuts in quite sharply; so sharply that riding at full throttle, even in 6th gear is impossible as the ECU keeps killing the power when the bike touches 138kmph. They bike definitely can go way faster. At a constant 137 kmph though, everything is fine and you can keep cruising. Increase the speed by just another 1 kmph and engine seems to be stuck deciding between delivering full power & delivering no power. That’s how sharp the cut off is. According to the on-board computer, we obtained mileage figures between 21 & 34 kmpl depending on the riding conditions and speeds. Expect no more than 22-23kmpl if you ride around the city mostly in the first 4 gears. On the highway, we obtained a decent 34kmpl while cruising in 6th.

Look and Feel and Build Quality

Go ahead and take another good look at the baby Duke’s pictures. What was it that struck you at first sight? Was it the headlight? Or the muscular tank? The beefy forks up ahead? Or the minimalist rear section? The mirrors that stand out edgily, perhaps? Whatever it may have been that caught your attention, one thing’s for sure, it made quite some impression on you. That’s how different/radical/enticing the design of the KTM 200 Duke is! The KTM Duke 200 is a perfect on-road example of mass centralization. Your eyes wander from the chunky tank to the swoopy tank scoops, the trellis frame and the engine sitting pretty over the bright orange underbelly scoop, screaming ‘Racing KTM” in bright orange colors. At which point, you decide there’s something missing until you realize you don’t see that familiar component. The underbelly exhaust is as much a masterstroke in design as it is in failing and then grabbing your attention like nothing other. The drawn out rear fender coupled with the monoshock and that detailed lightweight aluminium die cast swing arm portrays an aggressive character to the 200 Duke. It also helps in leaving the rear wheel look ‘open’ and unhindered by anything surrounding it, probably a reason why people mistake this street bike for an off-roader. Saree guards are usually an eye sore but we have to admit, it manages to look the least ugly on this motorcycle. Step away from this orange metal art and the entire design seems to be telling you nothing else than what KTM has been saying all along, Ready to Race?

The baby Duke mixes being light, agile and confident all at the same time. The riding stance is one that complements the characteristic of this bike really well and the wide handle bars giving you good control and a relaxed feel. Sharp and good fun is how we’d like to describe the KTM 200 Duke.

Handling and Braking

The riding posture feels tall and high owing to the saddle height of 810 mm. The position is upright and comfortable. The handle bars are wide and allow you to change the bike’s directions easily. If you’re over 6ft. tall, you will find your knees touching the plastic tank panels, but otherwise, you fit into the bike pretty well, with the well sculpted tank proving you good tuck in space for your knees allowing you to grab the tank easily. The ergonomics is balanced well between comfort & ease of handling the bike. The oversized high performance WP inverted forks at the front, with similar dimensions to the ones found on high end models like the KTM RC8 or the Super Duke 990 & the WP monoshock suspension with 10-step adjustable preload at the rear connect you to the road and provide good feedback. They do a good job of absorbing bone-jarring encounters with speed breakers or potholes.

The Duke 200 handles well over a range of riding conditions that you might encounter everyday: potholes, speed breakers, bad roads and smooth curves. Bybre brakes provide the stopping power at both ends, a 280 mm disc with a 4 piston radially mounted caliper at the front and a 230 mm disc with a single piston, floating caliper at the rear. While we were mighty impressed with the front brake, it was the rear that wasn’t really living up to their names as “brakes.” The engine braking in 2nd gear seemed to slow down the bike faster than using the rear brake alone. However, this can be overlooked by how powerful the front brake is. The front brake makes up for any shortcoming of the rear. You need to apply little pressure on the lever and the brake complies in cutting down speed. With the considerably less weight, the Duke feels very eager to come to a stop, which takes a bit of getting used to, but is good in emergencies or hard braking. This has to be the most remarkable feature of the bike.

Accessories and Key features

KTM gives us the 200 Duke ready with a horde of feel good factors. Backlit switchgear is standard as is the engine kill-switch and push-to-cancel indicators. The mirrors, though nicely designed and in tune with the rest of the design language, isn’t the most useful unit we have come across. Split seats are good and add to the aesthetic beauty of the Duke’s side profile. LED indicators and taillights are good touches and look sleek. The feature that takes the cake, however, has to be that all digital, text readout console.

Have a look at the following –

• Speedometer capable of displaying both kmph and mph
• Bar graph tachometer
• Fuel gauge bar graph
• Two user-resettable trip meters and another that starts automatically when the fuel level drops to reserve
• Clock
• Engine temperature bar graph
• Average speed
• Riding time in minutes
• Average fuel efficiency in kmpl as well as l/100km
• Side stand down warning
• Low battery warning
• High coolant temperature warning
• Low oil pressure warning
• Low fuel level warning
• Gear indicator
• Distance to empty
• Distance to next service
• Shift up indicator that can be programmed to flash between any rpm range

You can check out the different console modes photographs at the 

And if that wasn’t enough, there are a few tell-tale lights to help you along, such as –

• Turn signal indicators
• Engine diagnosis warning lamp
• Shift warning lights
• Neutral indicator
• High beam indicator
• General warning light

Once past this barrage of information, you’ll notice the subtle but immensely pleasing KTM branding in places you least expect to find one: the wheel hub for example, or the headlight cover. Overall, the Duke has enough goodies on board to pamper its owner, and if you still want more, KTM will shortly be introducing the Power parts as well with which you can add that extra bit of personalization.

Update:
Even we were a bit sceptical about how the KTM Duke 200′s underbelly exhaust will perform in a silencer submerged situation, the video explains it all. The Duke 200 easily wades through knee deep water, survives 30 minutes submerged and a silencer submerged start up.

Commuting and City Riding

A single ride on the Duke and it’s obvious that KTM designed it to be a street/commuter bike. That is not to say the bike lacks power and returns stratospheric mileage. We are referring to its handling, power delivery & braking efficiency. First off, the handling: with a kerb weight of just 126kg, the 200cc machine changes directions effortlessly. Avoiding swerving vehicles & zombie pedestrians is not only easy, but is quite fun also. This is particularly helpful if riding in rush hour traffic is part of your daily commute. The suspension is soft enough to let potholes and small bumps go unnoticed, while hard enough to not make you feel you’re on a pogo stick through a corner. It returned a decent mileage of about 22-27 kmpl during our test.

Power is available right off the idle and you can open the throttle at any rpm and rest assured you will be thrust ahead. The wide power-band ensures you don’t have to change gears too often, nor depend on the brake too much as the engine braking is quite strong for a 200cc. Getting ahead of slower vehicles takes but a twist of the wrist, with the 6 speed transmission churning out loads of power. We can find only one word to describe the front brake: awesome. The four piston, radially mounted Bybre calipers at the front offer so much bite that using just a single finger is more than enough to shed excess speed, especially in traffic, where you would have to brake & accelerate repeatedly. At first, you will find yourself overbraking, till you get used to the brake. The steel braided brake liner offers excellent feel of the braking pressure and allow precise control. Any of the three characteristics by themselves could have made a good street bike. The combination of all three makes the Duke a great bike to ride in the city. With this, you will be eager to go to the grocer’s or look forward to your long daily commute, even if there’s a lot of traffic. You won’t know just how much fun it is until you actually ride one. The horn, we feel is more suitable for a scooter than a bike. A slightly louder, dual tone horn would have been nice to alert other road users. Since we tested the bike out in the day we could not test out the headlights, but a 12 volt 60/55 H4 socket setup almost never disappoints.

Touring

This has to be the only area in which we weren’t impressed by the Duke. The tiny rear seat, on which it is difficult to mount your existing saddle bags; the short range that you get from the puny 10.5 litre fuel tank, which with its plastic side panels looks bigger than it really is; lack of a windscreen to protect you from windblast. You would probably have to reinvest in luggage if you’re looking to tour long distances on this bike, and KTM has done its part to help out by providing branded tank & tail bags as “Power Part” accessories.
That said, the power to weight ratio of this bike possibly makes it less strenuous to do long rides on. Also, an average of 34 kmpl while cruising at 7-7.5k rpm on the highway is pretty good too. The pillion seat however seems to be designed keeping people with size zero figures in mind. Seats are definitely comfortable but there just is not enough room. Not much under seat space either.

Off-Roading

KTM is probably better known for winning the Dakar Rally multiple times and making world class dirt bikes. In spite of them classifying the Duke as a “street bike,” we were pleasantly surprised how well it performed when the tarmac ended. The smooth soft rubbers offered good grip on loose surfaces. More than one would/can expect from them. The suspensions dampen all the bumps you go over while the peppy motor keeps you going further.

The 165 mm ground clearance is particularly helpful when going off-road. The under chassis exhaust stayed well out of reach of the ground during our testing. The rear brake performed decently, but the front was too powerful for the loose surface. It was very easy to lock up the front-we had to press on the brake lever very very gently to slow down without losing the front.

Stunting

With all the low end torque, the minimalistic design and of course the extra light body the KTM Duke 200 has all the right qualities to be a stunter’s number one choice. Probably the one person who can do justice to this motorcycle at stunting would be none other than stunt champion Rok Bagoros. He recently announced that he would be swapping the engine of the Duke 125 for that of the 200’s. Below is a video of the young talent showing to the world what the Duke is capable of.

Track Racing

While KTM never intended the Duke to be a track instrument, it does perform quite well. The rev friendly engine, the light kerb weight and that awesome front brake is a recipe for some serious corner carving at the track or your local twisties. It may not handle as well as a dedicated track bike, but it compensates by having a better power to weight ratio. The cast aluminium wheels reduce inertial mass, and with the steel trellis frame, keep the overall weight down. The front suspension is not adjustable, and can be described as being somewhere between hard and soft. The rear WP monoshock offers ten levels of preload adjustment. At its hardest setting, it will minimize swing arm movement and offer a stiffer chassis for the cornering enthusiast.

The rear tyre is the MRF REVZ-C 150/60-R17 and at the front is the REVZ-FC 110/70-R17. Both are tubeless radials, which again contribute to saving weight. The stock tyres offered excellent traction on dry roads, even when braking hard. The programmable shift light that flashes at a user configurable rpm will be particularly helpful on the track. The rpm at which the light starts to flash and the rpm at which it stops can both be set in the console. In short, it’s definitely not a sports bike, but can be fun to ride through curves.

Value for Money

Try pulling up next to a ‘CC’ driven motorcyclist and telling him your motorcycle costs more than his and he will remind you how he has more cubic capacity than you. And right there, on the face of it, fails the notion of this being a Value for Money product. But you’ll be wrong in giving in to that argument. Owning a motorcycle like the KTM 200 Duke is less about its numbers and more about what those numbers can do to the hair on the back of your hands. You can think like an accountant all you want. Or you can let the baby Duke make a case for itself out on the streets. Yes, at an ex-showroom price of Rs. 1.17 lakhs, your forehead does frown a bit, but then there aren’t many options at this price-point that can hold a candle to His Orangeness. The fit and finish on the Duke is unlike any we have seen coming out of Bajaj’s Chakan plant. Good performance, high refinement levels and the KTM brand backing up the rest, it could be priced 50% higher and we wouldn’t complain.
There is a surge of motorcycles expected in this segment and we don’t see any that can quite match to the experience and value of the 200 Duke. Yes, it’s a new product in the market and we aren’t quite sure how it will fare when it comes to servicing and spares yet. But knowing Bajaj’s history with motorcycles now, we are assured of being played safe. All in all, if this motorcycle seems not quite Value for Money to you, we aren’t sure what will.

There is a surge of motorcycles expected now at this end of the market and we don’t see any that can quite match to the experience and value of the 200 Duke. Yes, it’s a new product in the market and we aren’t quite sure how it will fare when it comes to servicing and spares yet. But knowing Bajaj’s history with motorcycles now, we are assured of being played safe. All in all, if this motorcycle seems not quite Value for Money to you, we aren’t sure what will.

Final Verdict

So then who is the KTM Duke 200 for? It is a motorcycle that’s exactly what KTM portrays it to be: a street bike, and does its job brilliantly. The KTM Duke 200 would make you stand out in a crowd, a light bike that will bring a smile every time you head out to battle the maniac traffic. Long tours may not be its cup of tea and the underbelly exhaust might throw some problems in the monsoons, but then again it does have the highest ground clearance in its class. The KTM Duke 200 almost does it all, but surely, it is first and foremost a street bike built for fun in a package that will not disappoint.

Specifications Sheet

ENGINE

Design	Single-cylinder, 4-stroke, spark-ignition engine, liquid-cooled
Displacement	200 cm³
Bore	72 mm
Stroke	49 mm
Torque	19.2 @ 8000 RPM
Power	25 bhp @ 10,000 RPM
Starting aid	Electric starter
Transmission	6-speed, claw shifted
Engine lubrication	Forced oil lubrication with 1 rotor pump
Primary gear ratio	22:72
Secondary gear ratio	14:43
Cooling system	Liquid cooling system, continuous circulation of coolant with water pump
Clutch	Clutch in oil bath / mechanically operated
Ignition system	Contactless, controlled, fully electronic ignition system with digital ignition timing adjustment

CHASSIS

Frame	Tubular space frame made from steel tubes, powder-coated
Fork	WP Suspension 4357
Shock absorber	WP Suspension 4618 EM
Suspension travel Front	150 mm
Suspension travel Rear	150 mm
Brake system Front	Disc brake with two-pot brake caliper
Brake system Rear	Disc brake with one-pot brake caliper, floating brake discs
Brake discs – diameter front	300 mm
Brake discs – diameter rear	230 mm
Chain	5/8 x 1/4” (520) O‑Ring
Steering head angle	65°
Wheel base	1,361±15 mm
Ground clearance (unloaded)	170 mm
Seat height (unloaded)	810 mm
Total fuel tank capacity approx.	10.5 l Unleaded fuel (91 RON)
Weight without fuel approx.	125 kg
Battery	12 Volt 8 Amp maintenance free
Head lights	12V 60/55 W
Engine Oil Grade	20W50
Weight without fuel approx.	125 kg

Manufacturer:
KTM

Make:
Duke 200

Cubic Capacity:
199.5 cc

Horse Power:
25 HP

Top Speed:
138 kmph

Price Delhi:
INR: 117000/-

On Road Price

Rs. 1,30,000
Mumbai.hyderabad.

Hyosung GT250R (2012)

Hyosung DSK have priced the GT250R at Rs.2.75 lakhs (ex-showroom, Delhi). While the pricing may sound optimistic to many of you, including us, surprisingly Hyosung DSK don’t think so. The company 

optimistic to many of you, including us, surprisingly Hyosung DSK don’t think so. Thecompanyexpects to sell the bike in good numbers and is projecting a sales figure of around 3000 units for the first year. The bike will be made available in India in three two-tone colors - Silver + red, Black + red and white + red. The company is claiming an official top speed of 140km/h.

With peak power of around 28PS @ 10,000 rpm and peak torque rated at 22 Nm at 8000 rpm, the Hyosung may look more powerful than the cheaper CBR250R, but the difference may not be enough in the real world for Rs 1 lakh premium. the pricing, however, is expected to go down as DSK is planning to localize the production to a large extent in the next one and a half years. It would be an uphill task for the bike though, to sell in good numbers with that sort of pricing though.

DSK partners with Korean bike manufacturer Hyosung in its Indian operations and takes care of the sales and services. The very new Hyosung-DSK alliance sells the Hyosung GT650R, the GT650N (naked) and the ST7 Cruiser. It may be noted that all these bikes retail for more than INR 4 lakh and hence, the manufacturer caters to a minimal section of Indian bikers. About a decade back, Hyosung had tied up with the now defunct Kinetic to sell a 250cc twin cylinder naked street bike, which was essentially the GT250 only and was christened the Comet.
A few years back, Kawasaki decided to spoil us silly by offering arguably the best 250cc in the world. The baby Ninja has it all, save for the Value For Money factor. The segment became hotter with the arrival of well priced Honda CBR 250R and the rumors of Suzuki 250cc are doing rounds since quite some time. In that context, the GT250R doesn't quite look like a yummy offering.
Now, in an attempt to acquire a greater chunk of the Indian market, Hyosung has brought the GT250R to Indian market. This bike can sure be a lethal threat to the much publicized japs and the GT250R will play a perfect younger sibling to the GT650R.

Here's the official press release

DSK Motowheels launches the most awaited bike of the year

‘The Big Boy’ Hysoung GT250R

•    GT250R all set to blaze the Indian market
•    Bikes to be sold across all the dealerships of DSK Motowheels
•    Bike priced at Rs. 2, 75,000

Mumbai, June 13th 2012: Here is an exciting and much awaited piece of news for the superbike enthusiasts in the country. The wait for the most exciting 250cc bike is over as; DSK Motowheels today announced the launch of their most wanted bike, The ‘Big Boy’ Hyosung GT 250R. On the occasion, the new superbike was unveiled by Mr. Shirish Kulkarni, Director, DSK Motowheels Pvt Ltd.

Packed with looks, technology and unique features befitting motorcycles of far higher segments, the GT 250R is priced at Rs. 2, 75,000 (Two lakh Seventy Five Thousand Only)   (ex-showroom Delhi) and will be sold across all the 18 dealerships of DSK Motowheels. The super bike will be available in three colour variants - White & Red, Silver & Red, Red & Black. The 250cc bike is a class apart in its segment with heavy duty fully faired muscular body and is the biggest bike in the 250 cc segment. It is also fondly known as “The Big Boy” amongst the superbiking fraternity.

Powered by a V twin-cylinder, oil-cooled 4-stroke engine, GT250R produces 27.6 Bhp of maximum power at 10000 rpm, and 22.07Nm of maximum torque at 8000 rpm. The bike has a top speed of 140 kmph. It has some interesting features like Double Disk Front Brakes, twin projector headlamps, upside down forks, EFI and the adjustable rear seats. It is the only 250 cc bike in India with Super Sports riding position .With its looks and the power, it has all the ingredients to thrill and is worth every penny.


The super bike seriously ups the oomph factor of speed by several notches. DSK Motowheels along with Hyosung are currently selling three super bikes – GT650R, GT650N and the ST7 which are big hit among the bike aficionados.

Sharing his thoughts at the launch of the ‘Big Boy’, Mr. Shirish Kulkarni, Director, DSK Motowheels said that, “It gives us immense pleasure to launch this first product under the strategic alliance between DSK and Hyosung. We are confident that the GT250R will set a benchmark in the 250cc segment by taking super biking industry to the next level. With the new product we want to create an aspirational brand and not just play on the price point.”

“Further, we are very passionate about promoting superbiking culture in India by introducing niche products for our valuable customers and superbiking fraternity as a whole”, he added.

DSK Motowheels is a part of the DSK Group, a leading diversified business conglomerate with turnover of Rs 4000cr. Having established its name in Construction & Real Estate, Automobiles, Digital products, Education, Investments, Pharmacy, Travel & Leisure, Hospitality and Infrastructure, GT250R is the first product announced in the Indian market by DSK Motowheels after venturing into the superbiking segment last week.

Brief specification
Engine
249cc V twin
Compression Ratio
10.2 : 1
Maximum Power
28PS @ 10000 RPM
Maximum Torque
22.07 Nm @ 8000 RPM
Wheel Base
1435 mm
Tyre Size
Front-120/80-16, Rear-170/80-15

On Road Price

Rs. 3,10,000
Mumbai. hyderabad.

top speed: hyosung GT250R

Hyosung ST7 2012

Classic cruiser style, massive fenders and solid alloy wheels with beautiful detail work define the ST7. A mammoth motorcycle by any standard, the ST7 is fat and low, with huge chrome-clad forks framing its simple round headlamp and enormous handlebars reaching back to the rider. Smart, round mirrors provide rear vision, while the ST7 offers decent switches including an engine-kill along with a hazard warning option. Palm grips are adequate. The ignition key slot located behind the steering clamp is inconvenient to access though. Chrome-framed instruments sit atop a 17-litre teardrop tank. The bold speedometer is very legible, while there’s also a smaller digital display giving odometer, twin trip and fuel readings.

The chrome theme extends to the engine, coating the humongous radiator shroud, crankcase, cam covers and elegant dual silencers. However, the gleaming belt guard looks overdone.

The ST7 comes with nice-looking seats for the rider and pillion, the smart red stitching adding style. This cruiser sports a handsome tail, with a bright LED brake lamp, bar-mounted indicators and tapered mudguard.

The ST7 has an exceptional paint job, but this Hyosung doesn’t feel as solidly built as a rival Honda, Yamaha or Harley-Davidson. This bike could have benefited from better fit and finish and overall quality.

The ST7 uses a four-stroke, liquid-cooled engine that displaces 678.2cc. It’s a V-twin, cylinders separated by 90 degrees and dual overhead camshafts pushing four valves within each head. Bore and stroke measure a short-stroke 81.5 x 65mm, a deciding factor behind why maximum power of 61.7bhp comes into play as high as 8000rpm, and all 5.8kgm of torque is delivered only at 7000rpm. This isn’t ideal for a cruiser like the ST7, where a long-stroke powerplant with a stronger low and mid-range power spread is preferred. The ST7 uses a belt-drive to transfer power to the rear wheel. The fuel-injected ST7 starts easily each morning, its double-barrel exhausts belting out a loud but unexciting note. The clutch is a bit heavy to operate though its five-speed ST7 gearbox saves the day. The gears shift smoothly, with adequate feel at the foot lever.

The big V passes up minimal vibes and revs with gusto through its power band.  Gear ratios  are nicely spaced, the bike pulling a true 82kph in first, feeling relaxed enough when cruising in the region of 120-130kph. There’s a fly in the ointment though as the fueling is a letdown on the ST7. You have to keep modulating throttle and correcting your input to maintain constant cruising speeds. You often lose revs — and speed — inexplicably despite riding with a steady hand, which is a real nuisance. The ST7 also lacks the refined engine feel on offer on rival bikes like the Harley-Davidson SuperLow.

The big Hyosung completes the 0-100kph dash in an impressive 6.43 seconds, with top speed in the region of 180kph.

A big positive to the ST7 is its riding position as the wide handlebars provide good leverage and enable light steering for such a large motorcycle. The saddle is wide, generously padded and you sit in luxury.

The heavy 244kg cruiser is held together by a steel, double-cradle frame. Suspension is 41mm telescopic front forks, the rear using hydraulic shocks, linked to a rectangle section swingarm. It doesn’t take undue effort to switch direction on the ST7 unless getting past really tight bends, which is understandable.

The ST7 package is however let down by harsh ride quality and inadequate Shinko tyres. Sadly, the rear suspension is not upto the mark. The ST7 becomes bouncy and unnerving to ride in anything other than ideal, straightline conditions, where its long 1690mm wheelbase provides stability. More often than not, the ST7 fails to inspire confidence and this issue magnifies with speed; riding in the wet can be really hairy. The tyres fail to provide good traction, particularly at the rear, squealing under hard braking, only to lose traction soon after.

The ST7 comes with a four-piston caliper, 300mm front disc brake and 270mm disc at the rear. The front brake lacks good bite. We took 49.85 metres to stop the burly Hyosung from 100kph. The ST7 delivers decent enough mileage for its segment. Our city tests showed the bike capable of 19.6kpl, this figure rising to 22kpl when we stuck to steady cruising speeds on Indian highways.

Verdict

The massive Hyosung ST7 looks stylish and good on paper, with a decent helping of many ingredients that cruiser bike buyers aspire for. However, scratch under the surface and there are glaring chinks — less than terrific quality, an ordinary engine and lower than passable handling.

The ST7 might have gotten away with such flaws a few years ago.  The Indian market has however traveled light years since then, making for a very different scenario today. And that’s without even talking price. The Indian ST7 stands on very shaky ground at its indicated price of Rs 6 lakh. We don’t recommend this motorcycle over the variety of superb Harley-Davidson cruisers already available in India at around the same value, with a few priced even lower.  

Fact File

Engine

Fuel	Petrol
Installation	V-twin
Bore/stroke	81.5/ 65mm
Power	61.7bhp at 8000rpm
Torque	5.8kgm at 7000rpm

Transmission

Type	5-speed, 1-down, 4-up

Dimensions

Length	2470mm
Width	960mm
Height	1135mm
Ground clearance	155mm

Chassis & Body

Weight	244kg
Wheels	13-spoke alloy, 16-15 inches

Brakes

Front	300mm disc
Rear	270mm disc

Economy

City	19.6kpl
Highway	22kpl
Tank size	17liters

On Road Price

Rs. 6,50,000
* Mumbai. hyderabad.

Hyosung GT650 2012

Hyosung's profilation of this bike

The GT650R inspires rider confidence whether you’re commuting to work or dominating at the racetrack. The 650cc 90-degree DOHC 8 valve fuel-injected V-twin engine delivers both peak power and a broad usable power band, while the adjustable suspension, inverted forks and oval tube frame provide you exceptional performance and extraordinary rider feedback.

General information
Model:	Hyosung GT650R
Year:	2012
Category:	Sport
Rating:	63.1 out of 100. Show full rating and compare with other bikes
Price as new (MSRP):	US$ 6299. Prices depend on country, taxes, accessories, etc.
Engine and transmission
Displacement:	647.00 ccm (39.48 cubic inches)
Engine type:	V2, four-stroke
Engine details:	90° V-twin
Power:	79.00 HP (57.7 kW)) @ 9250 RPM
Torque:	66.88 Nm (6.8 kgf-m or 49.3 ft.lbs) @ 7250 RPM
Compression:	11.6:1
Bore x stroke:	81.5 x 62.0 mm (3.2 x 2.4 inches)
Valves per cylinder:	4
Fuel system:	Injection
Fuel control:	DOHC
Ignition:	CDI
Lubrication system:	Wet sump
Cooling system:	Liquid
Gearbox:	6-speed
Transmission type, final drive:	Chain
Clutch:	Wet, Multiplate
Driveline:	Chain 525. Constant mesh
Chassis, suspension, brakes and wheels
Rake (fork angle):	25.0°
Front suspension:	Upside down Telescopic (Compression, Rebound damping adjustable)
Rear suspension:	Swing arm with Progressive linkage Hydraulic Mono shock absorber (Preload adjustable)
Front tyre dimensions:	120/80-16
Rear tyre dimensions:	170/80-15
Front brakes:	Double disc. Semi Floating discs, 4 pistons calipers
Front brakes diameter:	300 mm (11.8 inches)
Rear brakes:	Single disc. 2 pistons caliper
Rear brakes diameter:	230 mm (9.1 inches)
Physical measures and capacities
Weight incl. oil, gas, etc:	215.0 kg (474.0 pounds)
Seat height:	831 mm (32.7 inches) If adjustable, lowest setting.
Overall height:	1,135 mm (44.7 inches)
Overall length:	2,090 mm (82.3 inches)
Ground clearance:	165 mm (6.5 inches)
Wheelbase:	1,435 mm (56.5 inches)
Fuel capacity:	17.03 litres (4.50 gallons)
Other specifications
Starter:	Electric
Instruments:	Digital and analogue
Factory warranty:	2 year
Color options:	Red, black, white, red/black, silver/black, white/black.
Further information
Parts and accessories	Check out parts and accessories from our other partners.
Ask questions	Join the 12 Hyosung GT650R discussion group.
Insurance, loans, tests	Check out insurance here. Search the web for dealers, loan costs, tests, customizing, etc.
Related bikes	List related bikes for comparison of specs

On Road Price

Rs. 5,10,000 - Rs. 5,50,000
Mumbai.hyderabad.