CPI GT 650 (rebadged S&T GT650) and GT 250

CPI has announced a 650cc L-twin street bike, the GT 650 that is obviously the S&T/Hyosung GT650 from Korea (still sold as the Hyosung GT650 in the States, but S&T bought Hyosung several years ago, and the motos are sold in Korea under S&T brand). Pix on Ruten show the CPI GT 650 in shops in Taipei.

The best English language forum on the S&T/Hyosung GT650 is Korider. I’ve ridden several models of the S&T 650 in Korea. The “R” has a full fairing and clip-on bars. The “S” has clipons and a half-fairing. The plain 650 (or “N” in Korea), to be sold by CPI, has enduro bars and no fairing. The “N” has comfortable ergos for taller riders; with an aftermarket bar, the ergos approach sit-up-and-beg. For a while, Hyosung made L-90 650cc engines for Suzuki, but that relationship is dead. The S&T 650cc engines are anemic below 5K, unlike the Zook 650 twins. S&T added a terrible EFI in 2010, but has replaced it with an EFI that works. The CPI GT 650 has EFI.

There are a lot of aftermarket parts for the S&T GT 650, including a touring rack (from the UK, Ventura), cases, and packs.

I think this is a brilliant move by CPI … priced on Ruten at NTD 298K. The Zook and Kwak 650s are NTD428K - NTD435K. CPI’s price is the usual 50% more than the price in the States, where 2013 models are about USD 6,300.

So… is the CPI GT 650 2.5 times the motorcycle a CPI 250 SM is? Yes, if a red plate is important to you (esp. if sections of the national highways become red plate land, as rumored).

The slashes in the specs reflect specs for GT 650 vs. GT 250. (Concurrently with the S&T GT650, the S&T GT250 is being rebadged in the 'wan as a “CPI GT 250” … and priced the same … NTD 298K for the GT 250. Is the CPI GT 250 2.5 times the motorcycle a CPI 250 SM is? Does CPI really think folks will pay twice the price of a Sym T2 250 for a CPI GT 250?)

Engine type: Water-cooled DOHC four-valve twin-cylinder 90 ° V-twin engine / water cooled DOHC four-valve 75 ° V-twin cylinder engine
Displacement: 647cc/249cc
Bore x Stroke: 81.5 x 62/57 x 48.8
Compression ratio: 11.5: 1/10.2: 1
Maximum horsepower: 54.2kW ​​@ 9,000 RPM (74ps) / 19.6kW @ 10,000 RPM (26.6ps)
Maximum torque: 60.9Nm @ 7,250 RPM (6.2kg-m) / 21.04Nm @ 6,750 RPM (2.14kg-m)
Fuel supply system: Electronic injection
Lubrication: Wet lubrication
Shifting mechanism: Wet multi-plate clutch
Transmission mode: six-speed international / five-speed
Driving mode: chain
Total length: 2,090 mm
Full-height: 1,115 mm / 1,120 mm
Full width: 785mm/780mm
Wheelbase: 1,435 mm
Minimum ground: 185mm/175mm
Seat height: 830mm
Front brake: 300Ø floating Disc + on four pairs of calipers
Rear brake: 230Ø single platter + one-way two-piston caliper
The front suspension: 41Ø compression rebound damping adjustable inverted fork
Rear Suspension: rear shock spring preload adjustability of the oil and gas coexistence + multi-link
Front tires: 120/60 ZR-17 55W/110/70 -17 54H
Rear tires: 160/60 ZR-17 69W/150/70 -17 69H
Fuel tank capacity: 17L
Vehicle weight (riding state) 208kg/170kg

引擎型式: 水冷 DOHC 四氣門 90° V-twin 雙缸引擎/水冷 DOHC 四氣門 75° V-twin 雙缸引擎
排氣量: 647cc/249cc
缸徑 x 行程: 81.5 x 62/57 x 48.8
壓縮比: 11.5 : 1/10.2:1
最大馬力: 54.2kW @ 9,000RPM ( 74ps ) / 19.6kW @ 10,000RPM ( 26.6ps )
最大扭力: 60.9Nm @ 7,250RPM ( 6.2kg-m ) / 21.04Nm @ 6,750RPM ( 2.14kg-m )
供油系統: 電子噴射
潤滑方式: 濕式潤滑
變速機構: 濕式多板離合器
變速方式: 國際六檔/五檔
驅動方式: 鍊條
全長: 2,090mm
全高: 1,115mm/1,120mm
全寬: 785mm/780mm
輪距: 1,435mm
最低離地高: 185mm/175mm
座高: 830mm
前煞車: 300Ø 浮動雙碟 + 對四雙卡鉗
後煞車: 230Ø 單碟 + 單向二活塞卡鉗
前懸吊: 41Ø 壓縮回彈阻尼可調式倒叉
後懸吊: 油氣共存之彈簧預載可調後避震 + 多連桿
前胎: 120/60 ZR-17 55W/110/70 -17 54H
後胎: 160/60 ZR-17 69W/150/70 -17 69H
油箱容量: 17L
車重 ( 可騎乘狀態 ) 208kg/170kg

規格變動以車廠公布或實車為主並不另行通知

I saw it at leas in a shop in Banqiao, a CPI dealer near ZhongShan.

Didn´t like it that much.

It’s kinda funny how much that looks (specs-wise) like my Ducati Pantah from 1981. 65 BHP @ 6500 rpm, vs 54 kw @ 9000 RPM would be about the only difference (600cc vs 650 cc), but it’s small. Oh, and the GT650 is 25 kg heavier.

Neither the CPI 250 SM, nor the the Pantah, has/had EFI … which is a big deal if you ride in the mountains. I’m not holding my breath for the 250 to ever get EFI. Of course, I would prefer a Multistrada (the Touring model, but I wouldn’t turn down the Sport model). :slight_smile: