Remember, before the GK1200 in Chengdu touring exhibition was completely in the focus of everyone, I also conducted a more comprehensive test of it before.
The title of "Ingenuity, dawn of domestic products" should represent my extreme optimism about it, and it is also optimistic about our domestic cars. Gao Jin does not compare with others, just this car, completely reflects its ability, but also through this product to convey its rigorous, practical, focused attitude to the car.
On April 22nd, after holding back nearly half a year's big move, the GK1200 finally announced the price, 65800.
Of course, according to the horizontal comparison of displacement, this car still has some shortcomings, but the first pure domestic super-bus upgrade car can do this degree is really good.
However, the attention of many friends is attracted by its light. Perhaps many friends did not notice that at the same time as the GK1200 tour exhibition, GaoJin also released the GK500 climbing version.
To be honest, I was also completely attracted by the GK1200 before, and I really didn't test drive this GK500 climbing version.
To this day, the most mentioned thing about this car is nothing more than two sentences: "No high exhaust" & "The price is slightly expensive".
The rest, almost can be said to be not mentioned, it seems that the momentum is over?
Is this car really only that bad? As a re-evolution of the GK500 series, I don't think I understand why there are so few car buyers around.
Seriously, I think that the current maturity of our market is still average, and the "price" thing can almost erase all the advantages and make people endure all the disadvantages.
I've always thought that it's worth it to spend a little more money to get back workmanship, quality, reliability, things that I hardly cared about before I became a car owner.
Too many cars with very general intrinsic product strength are really rushing to buy, occupying a so-called price advantage. As everyone knows, it is better to buy than to sell fine, a brand premium ability is not very strong products sold expensive, there must be a reason why it sells expensive.
The GK500 climb is just that.
Through my contact with this car in the past few days, to be honest, I think the mood is quite complicated. Why is the visibility of a product so low that it can be perfected to the point where it does not lose a big trade car of the same level?
I first throw out my personal conclusions: I think this GK500 climbing version is a car with the highest degree of completion, the best matching degree, the most accurate in positioning, and the internal product strength that has almost no fatal shortcomings found in the top three brands in China.
Is it obscured by the glow of the GK1200? Is brand influence not enough to impress potential consumers? Is it a pricing strategy? Is the product shape? Is it the distribution of outlets?
Maybe, all of them.
To be honest, I don't know how to get more riders to choose this car that I personally highly praise.
Price? I'll be honest: at this point in time, the price of 37800 is not cheap in terms of its own product strength, but it is definitely worth the price.
The quality is good, the engine output is in line with the model positioning, the frame, suspension, and brake can be perfectly matched, why can a "expensive" and a "exhaust ugly" be denied? Are you sure you really understand this bike?
In order to take care of some riders who do not understand the appearance of this type of car, as is customary, I still popularize the origin of the climbing model.
The "climb" in GK500 climbing, its English name is Scrabler. Scrambler's claim originated in the United States in 1962.
But while the term climber originated in the United States, it was really developed in Europe.
In Europe, after World War II, the road conditions were not good, and young people liked off-road racing, but at that time, it was really wasted, everyone had no money, but even if you had money, it was difficult to buy a professional off-road vehicle.
Therefore, many people can only modify their own street cars, because the street car structure is the simplest and easiest to modify.
They raised the handlebars to control the direction when standing; they lengthened the shock absorption stroke and replaced the hubs with spoke rings, which was more conducive to flying; they changed the tires from street tires to pineapple tires; they raised the exhaust to prevent water ingress; they flattened the seats for more flexible handling; they removed some slightly cumbersome trims to make the car lighter, while also reducing the number of parts that needed maintenance...
A street car, after such an improvement, has formed a car that can ride on light non-paved roads. This modification style is called climber style.
This style represents a free- and free-spirited, innovative, positive and optimistic attitude towards life. For people in post-war reconstruction, this is undoubtedly a golden light flashing on the muddy road.
Later, after life was getting better and better, and the material conditions were gradually enriched, professional off-road vehicles, adventure vehicles and other subdivision products came out, people could afford to use, and climber-style cars slowly went to a low point.
However, in recent years, with the rise and leadership of excellent models such as the Ducati Scrabler and triumphal climbing, climbing models have returned to us.
But now that life is better, the original role of the climbing model has been greatly weakened.
They are not just wading in the water, not always ready to go to the wilderness. Comfortable sitting, ease and flexibility, above average passability, plus a distinctly different wild look, are the unique charm of these modern climbing models.
Look at how many Of the Ducati self-tours around you have taken to the mud to drill the woods? How often did Triumph Scrabler go through the mud? Of course, it's not impossible, but I think it's most appropriate to buy a Zongshen 250X, Honda CRF190L, and Haojue NK150.
positioning
In my opinion, the Gaojin GK500 climbing is a perfect place that can commute to work in fine weather, can transform into a gaze catcher in the city traffic, indulges in mountain roads, can expand the travel radius, and reaches some beautiful places where most cars or motorcycles are not very good to go.
You can wear a pull suit, you can also wear a formal suit, in short, eclectic is your vast sky.
With such a trendy positioning, we look at this car little by little to see if it can completely hold the theme and use silent product power to hand over a satisfactory answer sheet to the market.
Static representation
Overall appearance
Since the GK500 has already launched two models in the early stages. The coffee version and the crossing version are respectively, and the current climbing version is the ultimate version of the GK500 model (guess what if there is a pig head version behind it?). Haha).
The appearance is still recommended for everyone to see the real car, I will summarize a few features that are obviously different from other versions of GK500.
1. First of all, the overall color matching is very different from the previous silver, and the color of my car fuel tank is a beige;
2. Almost all the metal parts of the vehicle have been blackened;
3. In addition to the limitation of the frame structure, the original factory does not have a high exhaust, and the current exhaust is completely consistent with the crossover version;
4. Exquisite craftsmanship, solid materials, full of texture, GK500 climbing workmanship in the domestic level I said it is second, should not have the courage to say that it must be the first, right? This kind of workmanship surpasses most Of the Thai production, and even many European cars have no objections.
appearance
Since this car is full of features, I will talk a little bit from top to bottom, from front to back.
The GK500 climbing version of the instrument should be the same as the previous crossover version, with a larger display area and more colorful colors.
One night I rode to the North Lake to sit down, and I found that the meter showed a part of the grainy feeling, and at the same time there was a part of the color of the font as if it was pasted on, so I speculated that this meter should be a TN screen.
The advantage of TN screen is that the output gray class is small, the liquid crystal molecule deflection speed is fast, the response time is relatively fast, and the viewing angle can reach 160 °.
I use this type of screen on my own PCX, and there is no problem at all.
The instrument display information is also very rich, please see the picture.
Handlebars
The climbing version of the handlebar is almost the same as the crossover version in terms of height, width and diameter thickness, and I think the difference is the color.
This handlebar setting is relatively close to the driver's body.
In terms of height, whether it is in normal riding or standing riding, it is rare to achieve the right fit, and here must be a good review.
However, it is still necessary to take a preventive shot, this kind of flat handlebar for a long time riding shoulders may be sore, but it is very comfortable when standing and riding, which is bound to be a trade-off, which is a feature.
At the same time, the rotation angle of the handlebar is also relatively large, and it continues to be praised.
The handlebar is relatively light in the process of straightening the vehicle, and there is no feeling that the dead weight is like a thruster.
keystroke
Climbing version of the handle button, the first domestic should be unquestioned, right?
Whether it is from the pressure feel, rebound feedback, stroke damping, placement logic, this set of handlebar buttons at least can be said to have reached the level of the big trade car.
The clutch horn and front brake also have an angle adjustment function that adjusts the opening degree very well, which is still well received.
fuel tank
Looking down, the shape of the fuel tank is still the GK500's logo X-shaped silhouette.
The climbing version of the original factory came with a pair of fuel tank non-slip mats, and there was a Brastone logo on it.
I have deliberately tried normal driving clamping and standing clamping these days, and the position of this non-slip mat is in terms of my height, which requires a slight cushion when the forefoot is stepped on the foot, so if you are taller than me, it is very, very suitable for 175cm and above.
Before I remember when I was test driving the coffee version, I found that this fuel tank is not easy to clip, the matte material is particularly slippery, and the fuel tank shape is also straight forward.
How to say it? Before the design sense, but the practicality is poor, the current state is very good.
There is a very thick protective mesh in the tank position under the tank.
Gao Jin's car really does not know how to cut corners, such a strong protective net is the cost, and the price of the whole vehicle is so little piled up.
You know, some cars have not been touched or tried, and people who open their mouths to say that the car is expensive will not systematically observe and analyze why the car price is expensive. Just like this kind of protective net, most people look at it, oh, XX car with protective net, and your GK500 climbing also comes with.
In their cognition, "this belt" is equal to "other belt", so your part of the cost is high, you are politically incorrect, you are making black money, you are ignorant of conscience, you just don't understand lightweight.
Anyway, everything has been said, no way, cognition and thinking ability is so, I am not good at evaluating anything.
In short, I can only convey this truth to my readers: we must take the real car as the standard, and do not be easily fooled by other people's remarks.
Lighting effects
The climbing version of the original factory has an aluminum alloy headlamp shroud that still has a full score of texture.
The heliomatic light circle is also separated by the azimuth letter NEW.
For lighting effects, the climbing version is turned on at the same time when the high beam is turned on.
I have to say that now the city construction is really too good, I took a picture that night I looked for a lot of places have not been able to find a road width, dark lights, even I often go to shoot the lights on the Qingyang Wanda Plaza is not bright, so the light effect I did not shoot.
Roughly describe, the low light width can cover three standard lanes, the brightness is relatively strong, and it should not be a big problem to illuminate to forty meters.
The high beam is relatively worse for me, mainly because the irradiation width is relatively narrow.
Front suspension
The climbing version of the front suspension preload, compression, and rebound are fully adjustable.
The front and rear shock absorption are KYB, and the front suspension diameter reaches 43mm, and the specific performance is left in the dynamic to talk.
There is a slot point here, as a model with off-road driving ability, this set of shock absorption original factory did not design shock absorber shield, I have to say that the shield in this position is really not a look of goods, so this is a little regrettable.
Hub tires
One of the most obvious differences between the climbing version and the coffee and crossover versions is that the front wheels have been replaced by a 19-inch vacuum spoke ring that is extremely off-road oriented. （110/80-R19）
In the case of the hub, first of all, it uses the design of the spokes directly fixed to the inner edge of the hub, which is much stronger than many similar goods.
Looking at the details again, such a large size hub, even if it is a spoke ring, is bound to affect the quality of the spring.
Therefore, the climbing version of the wheel hub lightweight is very careful, its axle position is deliberately designed with a large area of hollowing, and the tire width is further narrowed to 110, so that the result is actually riding, you will not obviously feel the feeling of riding on the front wheel.
Tires, very off-road Pirelli scorpion tires are used.
Wheel tires, still praised.
Cushion
Look further back and say high seat cushions.
By the way, will the visibility of this car be low because many people think that it is high and afraid that they will not be able to step on the ground? After all, many friends do not have the conditions to see the real car, a look, Yo West, 830 seat height, they dissuaded themselves.
In fact, not only have I been stressing not to be afraid of seat height, in theory, the higher the seat height, the better.
In daily riding, as long as the wheels do not stop turning completely, there is no need to settle down, and in most cases, the purpose of landing is to control the balance of the vehicle rather than let you hold the car.
Believe me, if the car exceeds the physical limit, your legs will not be able to stand up no matter how long you can step on the ground. Therefore, driving technology is the first priority, and gradually we must learn not to look at the height of the seat when the car comes.
The actual situation is that although the climbing version of the seat is 830 high, the suspension compression is still more after getting on the car, and with my height of 172cm, the front feet of my feet can land on the ground at the same time, and I can step on the ground with one foot on one side.
This kind of high-level seat believes that riders with a height of more than 170cm can easily drive it, right?
Then there's the cushion. The climbing version of the cushion is soft to the touch, hard to press, and the support is better.
My family sat once, about 30 kilometers, and the feedback was that sitting was relatively hard.
Dear car friends, I know that when you buy a car, the opinions of the leaders at home are sometimes rejected by a vote, so how to convince the family is also a technical job.
Looking back, in fact, the second half of the climbing version does not seem to be much different from the crossing version, the only thing is that there is a number plate with a pure decorative effect, after all, the climbing model has a long history, the earliest they are used for competition, so the number plate must be installed.
The exhaust model is exactly the same as the crossover version, and there is another slot point, even if it is because of the vehicle structure design problem, the high exhaust does not appear on the climbing version, which has to be said to be another regret.
In addition to the high exhaust, it is indeed necessary in the actual use process.
However, this exhaust is the top of the air, whether it is shaped or textured.
Ground clearance
Due to the larger front wheel and the longer front and rear shock strokes, the ground clearance of the climbing version is obviously much higher than that of the previous coffee version and the crossover version, reaching 200mm, which is very, very good.
Not to mention that non-paved road driving has more advantages, in fact, this car is also very flexible in the city, and it is difficult for me to rub my foot pedals in ordinary bending.
Again, if you want to play difficult trails and venues, change to off-road vehicles or trail vehicles, these are completely different types of cars.
Dynamic performance
motor
With these three versions of the GK500, Gao Jin really played this engine through.
In a word: domestic this displacement of No.1.
Or with the following parameters: 8500 rpm maximum power 47.6 hp, 6750 rpm maximum torque 43 Nm. Bore * stroke 68mm * 67mm, compression ratio 10.7:1
From the start to about three thousand revolutions, first of all, the sound of the engine is very intoxicating, and the iconic whistle really has the taste of Honda.
Unlike the previous crossover version, the overall sound creation of the GK500 climbing version is not so loud, but more convergent.
At night, when I made sure there were no other traffic participants, I went to a certain exhaust happy hole in the direction of Pidu and pulled a high turn, and it was true that the sound was not the selling point of this car.
The vibration control is excellent, starting until about 4500 rpm before the vibration comes from the handlebar, but this vibration is not annoying.
After 6000 rpm, the vibration began to come from the foot, and the 7000 rpm or so foot pedal was more numb, until the 9000 rpm oil vibration did not continue to increase the feeling.
In terms of power, this car is obviously tuned differently from the past, and the low torque is relatively strong.
This is also in line with the positioning of the climbing model. I know a lot of domestic shell models before, including some so-called big brands, that is really shell change, in addition to the appearance of different three major pieces without any change.
Cheap, there must be a reason to be cheap.
GK500 climbing power is already very abundant, until the oil power is a relatively soothing upward trend, no additional power burst. The overall running texture of the engine is also the top level of domestic brands at this level, and even cover the logo I said this is a big trade car, there should be no objection to it?
This tonality makes urban commuting also become smooth in passing. If you want to overtake, you want to overtake, if you want to go low, you can't drag, there is no power lag, there is no dry roar, and the power performance can definitely meet the needs of most riders.
I remember this car has 192Kg, right? But as long as you are alone with it, this feeling of lightness is really spontaneous.
The sound is beautiful, the vibration is reasonable, the output is linear, the low torque is strong, the running texture is excellent, and this engine tuning really allows me to give praise without hesitation.
Gearbox
The overall performance of the transmission is slightly flawed compared to this excellent engine.
First of all, the gearbox shifting process is very crisp, the stroke is not too long, the two fingers control this sliding clutch is more than enough, and the gap is very easy to find.
However, at present, compared with the Gearboxes such as the Haojue TR300 and XCR300, it is still slightly worse than the sense of in-gear inhalation. This is one aspect where this gearbox can evolve again.
There is one more point that must be said. This gearbox is particularly silky when not using the clutch to shift gears; but the upshift process, as long as the speed is relatively low, about 5000 rpm or less (sorry how much I forgot) is difficult not to stumble.
Manipulativeness
Here's the highlight of the GK500 climbing again.
At low speeds, although the front wheel of the GK500 is 19 inches, due to the hollow wheels, plus the vacuum tires, spoke hubs, and with this very narrow front 110 Celex scorpion tires, the whole front wheel really does not feel like a 19-inch bigfoot.
Rapid lane changes, pushing handles, standing and walking badly, direction control is extremely flexible, without any sense of confrontation.
It's a bit too much to say like a small pedal, at least compared to many 17-inch wheeled sports street cars.
At high speed, the sense of cornering stability is also very good, the trackability is extremely good, and the bending is like driving along the track.
At the same time, it is also because the tire size is large and the back is small, the sense of stability of high-speed driving is very strong, and the sense of peace of mind of running 130 is full.
Frame
I also didn't find any problems with the frame. The rigidity is very good, and this car is a bit more and more ridden these days.
From the earliest slow descent down the steps to the final rush down the curb of more than 40 centimeters, it feels like a small case.
Of course, the off-road field also has a variety of flying jumps, so that once it is opened up, it should be bent and bent, the flying jump continues to fly, and the frame feels that the limit is still very early.
Suspension system
The climbing model should theoretically have a long suspension stroke, compression and rebound should be relatively soft, but the GK500 climb is not.
The GK500 climbs the entire suspension in a stiff, tough feel.
It does not have the feeling of flickering like a boat, pressing over the manhole cover, passing through the speed reduction belt, and even rushing down the curb, the initial section is obviously very different from the coffee version of the direct hard-hitting feeling, and the initial part of the climbing trip is still relatively soft.
But from the middle of the compression, this suspension is obviously more rigid, and the support is also out.
In general, in terms of suspension, the GK500 climbing is still different from the traditional climbing model, and it should be more sporty.
Go to some ordinary street cars or even off-highway ADV models can not go to the place, GK500 climbing combined with its 200mm ground clearance, it can be said that it is easy, a piece of cake, which must clearly point out the praise.
However, I still have to point out that the 192Kg of the curb mass + the current 200mm ground clearance, really take it with the forest road car, off-road vehicles than cross, or forget it.
Braking system
Xihu's brakes, still that smell.
I didn't really pay attention to what the brakes were, but as soon as I got started, I knew it was Xihu.
The initial brakes are softer and less confident, but as the braking instructions given increase, the overall braking force of this pair of brakes is still relatively linear and sufficient.
However, due to the longer stroke of the suspension, the brake nod is still more obvious.
Here you are required to do more basic operations when braking, do not pinch the front brake as soon as an emergency occurs, the correct way to brake urgently is to quickly clamp the fuel tank with both legs, do not easily stretch your legs, the body center of gravity is as far back as possible, and the upper body is as relaxed as possible.
At the same time, the rear brake stabilizes the body, and the front brake quickly stops the vehicle.
This allows for maximum control of the phenomenon of heavy braking of the head. However, the planting head is definitely there, it is impossible to disappear, please remember that this is a climbing model, do not care too much.
ABS
AbS, the timing of ABS intervention is very appropriate, and the effect of ABS feedback during the rebrand is not as good as that of Gwangyang KRV and Haojue TR300, which is the obvious hand/foot feeling of Bosch ninth generation.
The degree of elasticity when ABS is triggered is not bad, but it is not as delicate as ten generations, which is just the difference between good and better.
summary
This is a car that I personally love, and I don't want to go back these days when I get more and more addicted to riding.
The engine runs with excellent texture and machine tuning, and the frame, suspension and braking performance are far above the average. In front of the gearbox, I described a little flaw, but the effect of the whole vehicle, I don't think the price of 37800 is too outrageous.
The price is worthy of its product strength, but many people think that there is no high exhaust is not good, the foothold is slightly higher, and that's it.
Buying advice
This car definitely represents the current domestic top three car manufacturing levels. By the way, although I (172cm tall) don't have any pressure on this 830mm, most riders feel that they are particularly concerned about this seat height.
I think so, sit high, legs do not hold back, how good?
Improve your driving skills and car sense a lot, and the seat height is really not a problem.
Many of the more outstanding heights, such as riders over 180cm, I know that you have a little difficulty in choosing a car. Whether you are staying in this car, or holding the fuel tank, or standing on the bike, I guarantee that it is very cool.
This car is really a treasure car.
Next, if the seller can make a certain range of concessions, I believe that its cost performance will be higher. I really hope to see more people on the road who recognize this car.
However, rationally speaking, no matter how this car is, it is also destined to be niche. But niche does not equal poor product strength, sincerely hope that this car can pay more attention, at least you can try, to see the inherent excellence, the overall level is not lost in the big trade car is how to define.