Comparison test 125cc: Aprilia RS 125, Honda NSR 125 R

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Comparison test 125cc: Aprilia RS 125, Honda NSR 125 R

Comparison test 125: Aprilia RS 125, Honda NSR 125 R
The perfume

The air becomes thin for two-stroke engines, after all, they sometimes make them pretty thick. For some it is a strong smelling evil, for others it is fragrant pleasure. MOTORRAD went on a trial tour.

Jorn Thomas

08/13/2002

Modest women tore their blouses open, bared their breasts while screaming hysterically, threw themselves on the ground with their skirts pulled up, men stumbled through the field with crazy looks … It was infernal. “
Well, the two-stroke fragrance is not quite as unleashing as the magical perfume of Grenouille in Patrick Suskind’s bestselling novel. Meanwhile, fans of the fine, castor-like note get edgy as soon as the characteristic plume of oil blows in the wind. And because stricter emissions regulations are giving way to singing saws ?? with new registrations – turn off the air from June 2004, MOTORRAD quickly lets two 125cc protagonists scream again.
Small two-stroke engines? especially since it is throttled in compliance with the approval – the reputation of deficiency sticks at times, so helplessly smoking, phlegmatic pervasive and somehow pitiable. But there is none of it here.
Quite the opposite: the Aprilia seems to have turned straight off the racetrack. Polished aluminum frame, banana swingarm, GP-style couture in threatening dark matt lacquer. Contrary to the sporty habitus, the Italian can be started comfortably electrically and innocently patters to warm up the cooling water. Shown on the digital info display, which also records the time, on-board voltage and lap times. The latter by means of a small button on the left handlebar fitting. Water 70 degrees, the cylinder walls are warm. Instead of partially condensing on the same and letting the Aprilia stumble forward smoking and sizzling, the mixture of premium gasoline, oil and air, prepared by separate lubrication and a 28 mm Dellorto carburetor, can now concentrate fully on its task. And that is: top performance. Rabaaa, screeching wildly, the Rotax single crosses the 8000 mark. There the electronically controlled exhaust control finally releases fire and the RS shoots off like a razor with the slide open. Turn it out to almost 12,000 revolutions, reload the next gear and so on. After all, there are up to 175 km / h on the speedometer, at least a real 157 km / h. When the pilot takes cover behind the sweeping dome of fairing. The Aprilia punishes nonchalance in terms of posture with an immediate drop in speed. This is particularly important in headwinds or on slight inclines RS 125 postural discipline. But it also grants unexpected comfort to physically tall people. Lots of space and great wind protection make it a pleasure to drive, even with a socially responsible driving style, and longer stages are a very problem-free exercise.
Effortless progress is actually the profession of the Honda NSR 125 R. Despite the “R ?? s” in the name, the long-running Italian made is a very good one. Everything is a bit more down-to-earth than with the professional Aprilia. For example, the cast aluminum bridge frame called “Alcast” is painted silver instead of polished to a high gloss, and the rear wheel is guided by a mundane steel swing arm. The important acting air inlets of the cladding lead ?? like with the Aprilia ?? not promoting accumulation pressure to the airbox but only cooling through the frame halves. Everyday suitability instead of racing spirit. That’s why the NSR rushes off after pushing the button without much fuss. Here life takes place between 4,000 and 8,000 tours, at least with the version with a maximum of 15 hp in Germany. In this area, the Honda appears subjectively even more powerful than the Aprilia, which is twice as strong at the top. Not a bad approach, especially in city traffic. Here she stalks quietly and inconspicuously between the metal cages and masters quick starts from pole position without any problems. On longer country road turns, there is hardly any boredom either, the Honda whizzes along the upper edge of the StVO depending on the driver’s mood. But gradients and headwinds must not become too violent. Behind the tight fairing it looks poor in terms of wind protection. But adult NSR drivers can sort their bones in a humane way, and even transport a passenger without him complaining.
In principle, this is also possible on the Aprilia, but the hump-like passenger cushion that slopes backwards is only used for alibi purposes. If the driver behind the man or woman then wants to impress with a GP-style start with a slipping clutch and plenty of speed, the 139 kilogram load increases and the pilot is single again in no time. Which is recommendable anyway when riding the racing line, because that’s what the 125cc, optically designed as a GP-1 replica, is made for. Entry drug for two-stroke novices. Lack of engine braking torque, practically nonexistent load changes, low rotating masses, razor-sharp throttle response. To hold onto the corner with a loud hurray from the airbox and exhaust, slow down radically with a hard grip on the single-disc brake at the front and turn in almost weightlessly. Neither the unintentional diving of the stable 40 cm upside-down fork nor the righting moment when braking into curves disturbs the line. Which can be rebooked at will, even at the apex, without causing nervousness. Only the speed should be right, otherwise the racing gnome will be stranded. So, either rush around the bend with a lot of swing or keep a sharp point, downshift in the middle of the corner and let the full jug catapult out. Both are possible, because the RS is not only handy, but also stable and extremely accurate. The mounted Dunlop D207 GP has no lean angles and plenty of grip.
With its narrower Pirelli MT 75, the Honda doesn’t spoil either. It circles around bends of every color in a beautifully neutral way. In return, the skinny Showa fork manages to twist itself even with a moderate bite of the raspy single-disc brake, to plunge deeply and even start making slight fluttering movements. Not dramatic, but clearly noticeable. In any case, sporty point braking is not a pleasure. Are the comfortable spring elements more fun? as with the Aprilia, only adjustable in the rear of the spring base ?? with a smooth driving style. Even on negligently cared for asphalt.
The Honda is careful with the budget of its pilot. It only requires 4.5 liters of regular gasoline plus two-stroke oil for 100 kilometers of country road fun. The Aprilia has 5.8 liters of super. Plus oil, of course. But as already mentioned, for some, the sweet two-stroke fragrance is the most seductive perfume in the world.

The rules

For 16-year-olds, entry into the 125cc warehouse begins at a maximum of 11 kW, 80 km / h and a power-to-weight ratio of up to 0.11 kW / kg (»A1«). These bikes can also be driven with a driver’s license if it was passed before April 1, 1980. From the age of 18, the two-year tier driving license (»A2«) with unlimited cubic capacity, maximum output of 25 kW and a power-to-weight ratio of at most 0.25 kW / kg applies. Both the Honda NSR 125 R and the Aprilia RS 125 meet these conditions. Both are also offered throttled to 80 km / h and are therefore »A1« compatible. The unlimited »A« is then available after two years »A2« at the age of 20 or for direct entrants from the age of 25.

Conclusion: Aprilia RS 125

Doctor Rossi passed his first exams in the saddle of the hot racing sister of the RS 125. For a hefty 4800 euros, anyone who meets the driver’s license requirements can complete a two-stroke internship. Its success is practically guaranteed in view of the exciting handling characteristics of the well-made Aprilia.

Conclusion: Honda NSR 125 R

The German 15 HP throttle variant of the NSR does not unleash nearly as much fire as the unthrottled Aprilia, but despite this inferiority, its calm, unspectacular nature makes it pleasant. First choice for inexpensive, stress-free passenger transport with a sporty touch.

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