HYOSUNG GV250 ALPHA SPORT CRUISER MOTORCYCLEAlphaSports may be a relative newcomer to the cruiser market, but its GV250 Classic reveals a build quality on par with that of major OEMs. The bike has been manufactured by Hyosung Motors and Machinery Inc. in South Korea for the European and Asian market for several years—and now Hyosung builds the GV250 to AlphaSports' specifications for the U.S. market, too.
In classic cruiser fashion, the GV250 displays its 249cc engine with V-twin cylinders splayed 75 degrees apart. The technology's not all retro, though—each cylinder is fed by four valves operated by dual overhead cams, with two Mikuni carbs performing mixing duties. The entire valanced, low-slung package is held together by a tubular double-cradle chassis with an oil cooler hung just above the forward cylinder. Beefy, stacked shotgun exhausts allow spent gases to exit on the right.
The front fork is shrouded in chrome, and two preload-adjustable springs support a broad, well-padded saddle a mere 25 inches from the ground. The reach to the low, wide bar and a near upright seating position allows long in-saddle moments; good thing, too, since the 3.7-gallon fuel tank will have you on the road for close to 200 miles. A beefy (for this crew) 16-inch front wheel dons a 110/90-16 tire under what is arguably the largest front fender in the class. Not surprisingly, the rear fender is also the longest in the group. The bike rolls on tubeless, 150-series rear rubber that covers an aluminum-cast wheel—the widest here. A five-speed transmission smoothly engages a chain final drive.
The GV250 incorporates the fat-fendered style currently in vogue with cruisers, and the level of the Alpha's fit, finish and styling gets high marks. The wide handlebar and forward-placed footpegs put you in almost the same ergonomic position as, say, a Road Star. It looks brawny for a 250, but first-timers needn't be intimidated—the Alpha weighs in under 385 pounds.
Though cold-blooded at first crank, the mill elicits a pleasant twin-cylinder thrum once warmed. Normal throttle application with timely gear changes produces 60 mph without much effort, and on the road, all testers agreed that the unflappable Hyosung engine encouraged throttle-wringing. Riding this bike emphasized how roomy the cockpit was compared to the Japanese bikes—even our 6-footers felt at home with the Alpha's spread-out ergos, and long-time veterans were pleasantly surprised by its easy manners.
The same setup can create trouble in traffic, though. Two of the smaller testers needed time to get used to the weight of the handlebar, with its fat tire, at walking speeds. The single 10.4-inch front disc brake delivered good stopping power, but didn't provide much feedback—rookies felt its double-piston caliper was adequate in town, but larger and more experienced riders felt there was room for improvement.
On straightaways, the Alpha delivered its power without fuss through the gears, even at higher speeds, where three testers said they approached the 80 mph mark with very little complaint. A few riders commented that the fully equipped instrument cluster (speedo, tach, fuel gauge and idiot lights) was a welcome sight compared to the Japanese bikes' uniformly underwhelming instrumentation.
The Alpha may have a larger profile than the others, but save for a complaint about heavy steering, there was nothing but praise for the plump machine. Everyone agreed it was the only one that seemed like an "honest-to-goodness cruiser." Even as the second most expensive bike of the quintet at $3599, three out of five testers chose the Alpha as their pick for best all-around lightweight. Japan Inc. should take heed.
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