Hyosung GT250R

The years prevailing Hyosung's existence would have seen most bikes being bought from the Japanese counterparts - Honda, Kawasaki, Suzuki and Yamaha. Subsequently recent times have seen Korea out back with its fist raised in the form of motorcycles from the Hyosung garage.

I remember my first bike, a metallic-blue Suzuki FXR150, the exact tone the exhaust produced and the way I would always worry about running out of traction in hectic corners due to the amount of rubber on the road, or lack thereof. That first bike always leaves a lasting impression (sometimes one of unpredictable reliability) on any avid motorcyclist.

great-looking motorcycle

The GT250R definitely left my garage every morning on a positive note with its good looks and good performance. Sporty design is evident in the suspension with upside-down forks up front and an adjustable shock with spring at the rear. The only time I felt let down was when another motorcyclist passed me, going much faster and I could not keep up, otherwise the GT250R was always more than pleasant to drive. The GT250R shares so many of its characteristics with its bigger brother - the GT650R - that the only differences are; dry mass, displacement, exhaust canister and tyre sizes. With that said the GT250R is a big bike and can be a tad intimidating to a new rider, as one would expect a smaller built machine.

same size as its bigger brother, the GT650

Hyosung's V-twin 250cc engine was designed in Hamamatsu Japan by a design team consisting of engineers 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 engines, and in the past have been uneconomical for other manufacturers to incorporate into smaller capacity engines 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 two cylinders are set out in a V formation at 90į to each other and are fed by two 26mm Mikuni carburettors. Cooling is provided by air and via a large oil cooler. Being a V-twin there is loads of torque but surprisingly the vibration isnít too bad. Most of the power only comes into play at above 5000 rpm and redline is reached at a lofty 10500 rpm. Acceleration is smooth and mostly constant up to 140 kph, from then on acceleration takes a bit longer and I managed to reach 160 kph (at 10000rpm) on a flat road with my head tucked down.

The latest sport bike styling is incorporated into a practical design. The pillion seat and heavy duty pillion grabrail with 3 tie down points for your gear for those long trips. The riderís 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 (we're told a low cost racing exhaust is also available if additional engine output is required).
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. Race position handlebars and adjustable footrest positions give the rider flexibility to tailor the ride position to rider preference.

a very capable machine with great fuel economy

The six-speed transmission is robust and performs well even under hard acceleration and down shifting. Braking is impressive with two drilled discs at the front and a single disc at the rear. Carrying the same fuel tank as the GT650R mileage was very impressive on a single tank of petrol.

Hopefully the South African motorcycle market supports this growing and improving company, as the GT250R is a truly remarkable bike. It is most definitely great value for money when compared with its competition in the same category.



Hyosung GT 250R


Liquid cooled, four stroke, 75į V twin, DOHC, 4 valve



Bore x Stroke

57 x 48.8 mm

Compression Ratio



26mm Mikuni



Max Power

30 hp  22.4 KW @ 10500 rpm

Max Torque

20.6 Nm @ 7300 rpm

Transmission  /  Drive

5 Speed  /  chain


Steel, double pipe

Front Suspension

41mm Oil upside-down forks, 120mm wheel travel

Rear Suspension

Gas shock absorber, Pre-load adjustable

Front Brakes

Twin 300mm discs

Rear Brakes

Single 230mm disc

Front Tyre

110/70 -17

Rear Tyre

150/70 -17

Seat Height

795 mm


155 kg

Fuel Capacity 

17 Litres


R37,950 Incl. VAT (as at July 2009)


Words and photos by Dylan Slater.


Thanks to Elza Thiart and the guys at Smith Power Equipment

for the ride on their Hyosung GT250R,

looking forward to ride the GT650R.