Comparison test: three-quarter liter chopper

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Comparison test: three-quarter liter chopper

Two small choppers in comparison

Machines that sparkle in the sun, with which you can take a nice lap around the town after work to see how high the grain is. Who can do that better, Honda’s Chopper or Hyosungs Cruiser?

The air stands on the asphalt. The sun is shining as if it had been painted by Van Gogh. And the flowers bloom like they’re being paid for. On deserted streets you can find yourself feeling how you feel on the grass. While driving. Or briefly spread both arms, as if they could give you wings like wings. Then there’s the open face helmet experience: smell every scent, swallow every insect individually, feel every drop stinging on your face. The two motorcycles that make their drivers so lively are brand new: on the one hand, the Honda VT 750 S as an inexpensive, simply knitted entry-level chopper for 7160 euros gross.

The other is the Hyosung ST 700i. It relies on a massive, baroque, opulent appearance. With fat balloon tires and sweeping plastic mudguards, deer antler handlebars and a high license plate, she plays the cruiser of the little man. But for 7670 euros the fully chrome-plated Korea Harley is not a bargain. Visually, the Hyosung looks damn thick. She would love to be big. After all: in terms of engine and price, the ST 700i is the spearhead of the Hyosung model range. The 90-degree V2 has three millimeters more stroke and 31 cm3 more than the 650 models. Its eight valves and four overhead camshafts are modern.

Comparison test: three-quarter liter chopper

Two small choppers in comparison

Bilski

While the Honda relies on spoked wheels, tight fenders and a mini seat…

Honda, the largest engine manufacturer in the world, relies on a much older drive: the V2 with a 52 degree cylinder angle, three valves and only one camshaft per head appeared in its basic form in the VT 500 E in 1983. Since then, it has been around a dozen Models tried and tested a million times over and considered to be absolutely indestructible. And despite the modest 44 hp peak performance, it also shows its high degree of maturity here. That’s enough. Okay, the acceleration is more on the level of well-functioning TDIs. It doesn’t rip your arms off right away, the VT. so what?

The 750 V2 clearly outperforms its rival well into medium speeds. Around the bottom, the Honda with a shorter translation has the front lamp, at the top the Hyosung is clear. From 100 km / h on the Honda gets very tough. But the feeling is right. Meek personified. The maintenance-intensive chain drive and the narrow-chested 10.7-liter tank are annoying. It is only thanks to her low fuel consumption of 3.8 liters per hundred kilometers that not every tour turns into a trip from gas station to gas station. Only very gentle vibrations get through to the driver, the bubbling of the exhaust has an almost therapeutic effect.

That’s exactly how the whole motorcycle is. Gentle, supple, easy. Moderate 234 kilograms and compact dimensions can be mastered even by beginners. Just enjoy driving. At the front you can sit comfortably on the one-piece Gunfighter bench seat, the pegs are placed far back for this class, the handlebars are great to hand. Only drivers with knock knees get both knees on the narrow tank. The air filter box is disturbing on the right. Harley-like. The VT is built for little people, a good girl’s motorcycle.

Bilski

…the Hyosung values ​​cast rims, massive mudguards and a sofa armchair.

Only the passenger sits completely lost on the small, sloping pillion seat of the Honda. The engine lacks reserves for two-person operation anyway. Then it’s better to use the luggage hook and strap a bag on the back. The VT is actually not a real chopper. More like a chopped-up, classic motorcycle that is only available in gray.

And the processing quality is right. Finely cast metal fittings with two gas cables, brushed aluminum, narrow spoked wheels that sparkle in the sun. You can be seen with the VT. The 19 incher at the front is a beguilingly beautiful partition. A 16-inch 150 mm tire rotates at the rear. The Metzeler Marathon 880 "made in Germany" adhere well. It’s a shame, the VT scratches its notches early. But it remains stable and predictable at all times. Convenient and accurate. The spring elements work very well. The brakes are spartan, with a single disc at the front and a drum at the rear. No matter, the front brake makes the tire whistle. ABS is unfortunately nil in both of them.

With the Hyosung, the relaxed seating position in the wide, deep saddle is right. The feet remain much further forward than on the Honda, the knee grip is better. The pillion sits loftily and comfortably. However, the payload is low. The Hyosung also has advantages in terms of equipment: Only it has a fuel gauge, hazard warning lights and a multi-reflector headlight. In addition, LED taillights, adjustable brake lever and the option of two colors, red or black. In terms of design, the ST 700i has better brakes, but the required high manual force at the front makes metering more difficult. Overall, the 251 kilogram Hyosung is not that easy to drive. Although it folds down slightly from the vertical, it conveys little feedback and trust. In an inclined position it is indifferent, diffuse. Neither particularly precise nor neutral. Could be because of the thick, tall 80s-section tires from the Korean brand Shinko. Or on the underdamped struts with the tightest suspension travel. The blinded upside-down fork works stubbornly. With a high breakaway torque, it responds insensitively. Once compressed, it gets stuck – the rebound stage is overdamped. It stucks on bad roads. Cruisers are never handy. Cruisers are stable. At least the Hyosung runs straight ahead.

Partly loveless details, rattling plastic and rust on the frame such as the exhaust of the ST 700i reduce the enthusiasm. Just like the tank ventilation on the right in the filler neck: After filling up, it sucks over your knees and a fuel barrel while driving. The sticker on the tank is neither petrol-proof nor painted, so it throws bubbles. And the evening sun its last rays on the sparkling machines.

Technical data Hyosung ST 700i

Bilski

The Hyosung cylinders are roughly ribbed and spread by 90 degrees. The heads each carry four valves and two overhead camshafts.

Engine:
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, wet sump lubrication, injection, Ø 39 mm, regulated catalytic converter, alternator 324 W, battery 12 V / 12 Ah, mechanically operated multiple discs – Oil bath clutch, five-speed gearbox, toothed belt, secondary ratio 2.69.
Bore x stroke 81.5 x 65.0 mm
Displacement 678 cc
Compression ratio 11.5: 1
rated capacity 46.0 kW (63 hp) at 8000 rpm
Max. Torque 57 Nm at 7000 rpm

Landing gear:
Double loop frame made of steel, upside-down fork, Ø 41 mm, adjustable rebound and compression damping, two-arm swing arm made of steel, two spring struts, adjustable spring base, front disc brake, Ø 300 mm, four-piston fixed calliper, rear disc brake, Ø 270 mm, double-piston Floating saddle.
Cast aluminum wheels 2.75 x 16; 4.00 x 15
Tires 120/90 16; 170/80 15
Shinko SR 712 tires tested

Mass and weight:
Wheelbase 1690 mm, steering head angle 57 degrees, caster 142 mm, suspension travel f / r 140/61 mm, seat height * 700 mm, weight with a full tank * 251 kg, load * 164 kg, tank capacity / reserve 17.0 / 3.0 liters.
guarantee two years
Service intervals 6000 km
Colors Red Black
price 7.495 euros
Additional costs around 175 euros

* MOTORCYCLE measurements

Technical data Honda VT 750 S

Bilski

The Honda engine impresses with its finely ribbed 52-degree V2, each with an overhead camshaft and three valves.

Engine:
Water-cooled two-cylinder four-stroke 52-degree V-engine, one overhead, chain-driven camshaft, three valves per cylinder, rocker arm, dry sump lubrication, injection, Ø 34 mm, regulated catalytic converter with secondary air system, alternator 399 W, battery 12 V / 11 Ah, mechanically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain, secondary ratio 38:17.
Bore x stroke 79.0 x 76.0 mm
Displacement 745 cc
Compression ratio 9.6: 1
rated capacity 32.2 kW (44 hp) at 5500 rpm
Max. Torque 62 Nm at 3250 rpm

Landing gear:
Double loop frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, two spring struts, adjustable spring base, front disc brake, Ø 296 mm, double-piston floating caliper, rear drum brake, Ø 180 mm.
Spoked wheels with aluminum rims 2.15 x 19; 3.50 x 16
Tires 100/90 19; 150/80 16
Tires in the Metzeler ME 880 test

Mass and weight:
Wheelbase 1560 mm, steering head angle 57.5 degrees, caster 134 mm, spring travel f / r 118/90 mm, seat height * 755 mm, weight with a full tank * 234 kg, payload * 185 kg, tank capacity 10.7 liters.
guarantee two years
Service intervals 6000 km
Colors Gray
price 6990 euros
Additional costs around 170 euros

* MOTORCYCLE measurements

MOTORCYCLE measurements

Drawing: archive

Power on the crankshaft. Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

The Honda makes full use of its displacement advantage of around ten percent up to 5500 turns. Only above this mark does the shorter-stroke, four-valve Hyosung-V2 push more. The economical, briefly translated Honda three-valve engine runs out of breath from 100 km / h.

Top speed (manufacturer information)

 Manufacturer  Km / h
 Honda  153
 Hyosung  176

acceleration

 Manufacturer  0-100 km / h
  0-140 km / h
 Honda  7.1  18.8
 Hyosung  5.5  12.7

Draft

 Manufacturer  60-100 km / h
  100-140 km / h
 Honda  4.7  11.6
 Hyosung  5.7  7.6

Fuel consumption (country road)

 Manufacturer  Liters / 100 km
 Honda  3.8 normal
 Hyosung  4.2 normal

Theoretical range (country road)

 Manufacturer  Km
 Honda  282
 Hyosung  405

Conclusion

Bilski

Take a leisurely paddle along the avenue in the evening – with the two choppers, that’s a pleasure.

A similar and yet so dissimilar duo: The Hyosung is more expensive, stronger and more modern than the Honda. But in terms of driving behavior, the Japanese clearly triumphs over the competitor from Korea. The moderately processed ST 700i only scores in pillion operation.

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