The Hyosung is a surprisingly not-bad freeway ride, either, mostly because of its compliant suspension and greater size and weight, but it’s playing a different, older game than the other two bikes. The GT250R is the only machine here with handlebars “clipped-on” under the top triple-clamp, and its riding position brings back memories of the original Aprilia RSV Mille, of all things. It puts a lot of weight on your wrists, which is okay for a while, but you’re never sad when it’s time to trade back to the Honda or Kawasaki. The GT-R’s fuel-injected, eight-valve, air/oil-cooled 75-degree V-Twin makes a bit more power than the Honda, with nicely mapped fueling that helps it trace a smooth power curve on the dyno. And its five-speed gearbox shifts okay. While all three bikes are pretty smooth, the Hyosung’s grips are vibiest at 80 mph (around 8000 rpm). In lower-speed urban use, the GT-R also vibrates a bit more than the others. Throw in a mediocre clutch and racer-boy ergos, and the Korean bike is a little out of its element around town. It does have nice (appearing) components, like an inverted fork, dual discs up front and a span-adjustable brake lever. The problem is in the execution: Twice as many brake discs seem to give about half the stopping power of the other two bikes. But ridden alongside these two near-perfect Japanese/Thai bikes, every failing is glaringly obvious. Lots of small things, like hardware-store fairing brackets and ugly, chromed-over welds, give the impression that many field-expedient shortcuts were taken on the way to that low price—which is, in fact, $100 more than the base-model Honda. Hyundai and Kia have made huge strides building automobiles. This Hyosung, however, is still not a first-string player.