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Driving report Sachs ZX 125
Driving report Sachs ZX 125
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The new Sachs Enduro offers everything inclusive: a lively engine, generous space – and the good image of a German manufacturer.
Michael Allner
03/18/1997
There wasn’t much time left. When the new driver’s license regulations for 125 cc up to 15 hp were introduced in February 1996, the traditional German company caught a sniff Sachs Morning air. If, in the few months leading up to the IFMA in autumn, one or even more 125cc models were to be presented there, the ugly rumors about the imminent closure of the company would perhaps die down, Sachs would be on everyone’s lips again, and money would come into the cash register.
The plan seems to be working. Sachs showed the Enduro in Cologne ZX 125 as well as the prototypes of a 125cc roadster and a 125cc sports machine. Nobody speaks of closure today. On the contrary, a twelve percent market share for the 125 cc is now the noble goal.
The ZX 125 was the first of the trio to be finished and it will be delivered to dealers these days. MOTORRAD had the opportunity to drive a few pre-series copies for a presentation. The first impression when sneaking around the stubble hop: It’s not a 125. The ZX looks really grown. Equipped with a luggage rack, toothed footrests and a folding gear lever, it offers almost everything an off-road driver (or someone who wants to be held for it) needs. Almost, because the ZX has no engine protection. Unfortunately, the matt black manifold is exposed to dirt and the yellow frame is exposed to high obstacles.
The engine on the other hand is a poem without reservation. Sachs cannot attach this praise directly to his chest – after all, the water-cooled engine is not an in-house development, but comes from Minarelli – but at least the German developers have understood how to fine-tune the engine with the Yamaha exhaust system. The two-stroke engine starts very well, pulls through powerfully from low revs and gets a second wind from around 6000 rpm. Approximately, because the ZX has no tachometer, and second wind, because from this speed the electronic exhaust control interferes with the action. As expected, the 80 km / h version, throttled by a cover in the manifold and a different secondary transmission, does not behave as lively – the oomph at high speeds is missing. With both power variants, vibrations are not an issue thanks to the balancer shaft in the depths of the engine.
The seating position is quite high at 860 millimeters. The extremes: A two-meter person is just sitting relaxed, a short-legged 1.65-meter driver just comes down with outstretched toes. At least the short ones can be helped, because with the help of a modified lever on the shock absorber and the removal of the preload sleeves from the fork, the Enduro can be lowered by five centimeters. Including a shortened side stand, Sachs calculates the material costs for this act at around 70 marks. The seat length, on the other hand, is completely sufficient for two drivers with a length of 1.80 meters if the driver slips a little towards the large 14.6 liter tank.
The chassis is pretty tightly tuned. Before the 250 millimeters of suspension travel at the front and rear are used up, it takes a lot of blows. Advantage: The chassis is very stable when cornering quickly. The ZX can only cope with rough bumps in an inclined position with a brief twitch. Incidentally, if you want to change the basic setting of the White Power shock absorber, you have to take a little time, because the battery box has to be removed in order to get to the adjustment ring of the spring base.
The disc brake in the front wheel was not quite convincing in the pre-production version, despite the standard steel-flex brake line. “Too little braking power, too much manual force,” said the test driver. The Sachs developers promised to take another look at this problem.
Overall, however, kudos to the developers: getting such a grown-up motorcycle up and running in such a short time deserves respect. No question about it: This enduro has Sachs appeal – everything is included, (almost) everything to it.
Technical specifications
SachsZX 125MotorWater-cooled single-cylinder two-stroke engine, a balance shaft, membrane inlet in the crankcase, separate lubrication, Dellorto slide carburetor, 0 28 mm, contactless CDI ignition, uncontrolled catalytic converter, electric starter, three-phase alternator 95 watts, battery 12 V / 5.5 Ah, bore x Stroke 56 x 50.7 mm, displacement 124.8 cm³, rated power 15 HP (11 kW) at 8000 rpm, max. Torque 1.3 kpm (12.9 Nm) at 7800 rpm Chassis Single-loop tubular steel frame, telescopic fork, standpipe diameter 40 mm, central spring strut, disc brakes front and rear (0 260/220 mm). Suspension travel f / h 250/250 mm, front tire size 3.00 x 21 rear 4.00 x 18Dimensions and weightsLength 2190 mmWidth 815 mmSeat height 860 mmWeight fully fueled 129 kgTank capacity 14.6 litersEquipment / PriceAvailable colors blue / yellow, black / yellowGuarantee one year without mileage limitPrice including additional costs 7760 marks
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