citer pasal bumblebee
Hyosung started work on a family of V-twins including this 647cc 90-degree example--in 1998. By 2002 the company was busily developing a 1000cc version as well.The engine's slightly laid-back feel extends to the chassis as well. Even with a 0.2-inch-shorter wheelbase than the GT650R carrying the same engine, the Fischer isn't particularly fast steering, but it's adequately agile thanks to extra leverage from its flat clip-ons. The MRX also serves up a well-mannered ride, the fully adjustable fork (nicely dialed by Dan Fischer, the principal test rider) shrugging off surface irregularities even while cranked over. It offers good compliance, and though quite softly sprung, doesn't dive excessively under braking, and there's no trace of chatter from the front Bridgestone when you crank the MRX hard around a 90-mph top-gear sweeper, even if you hit a bump while leaned over. No steering damper is fitted, and none is needed.
Perhaps the biggest surprise among the carryover Korean kit are the MRX's brakes, which worked much better in the dry than on any Hyosung. Fischer addressed Hyosung's typical shortcomings of poor response and high lever-effort by fitting four-piston Tokico calipers up front, operated by a Brembo master cylinder and dedicated pads. These grip twin 300mm stainless-steel discs hard enough to deliver excellent stopping power with a fair bit of sensitivity. I'll suspend judgment wet-weather braking until I ride the MRX in something other than Maryland's Indian summer. My experience with the Korean front brakes fitted to the Hyosung Comet was less than satisfactory. They take ages to work in spite of being drilled to drain water from the swept surface. Fischer says this isn't a problem on the MRX, so let's believe him for now--and keep our fingers crossed.