Ten 125 cc in the test

Ten 125 cc in the test
Gargolov

Ten 125 cc in the test

Intergenerational contract

The generation contract still works here: five Goths are testing ten 125cc for young people. They don’t know what’s cool or hip, but they understand a little about driving fun, good and bad motorcycles.

Young bikers looking for a motorcycle cannot complain about an offer that is too small.
The test field presented here, which could easily be three times as large, speaks for this. Impulses for the market come from a wide variety of directions. On the one hand from southern Europe, where 125ccs have been in great demand for years. In this comparison represented by Cagiva Mito and Aprilia MX 125 SM from Italy, the Spanish Derbi Senda SM 125-4T ?? the latter two brand new ?? and the AJP PR4 125 SM from Portugal.
From Asia, with its huge market of small »two-wheelers«, there are a number of attractive offers from various branches of the established Japanese brands. About the new Honda CBR 125 R ?? built in Taiwan, the XR 125 L introduced in 2003 and the Suzuki Van Van. In contrast, the Taiwanese Kymco Hipster represents the up-and-coming competition from the tiger states. Finally, not to forget the two German producers, of which the MZ RT 125 and the S.axis XTC originate.
What about the quality of the current 125cc? Overall, satisfactory. A closer look reveals that manufacturers who produce motorcycles of all displacement classes are better at optimizing in detail. Anyone who studies the Aprilia, the Cagiva, both Hondas, the Suzuki and the MZ will not only find amenities such as switches and fittings of larger machines, but also a processing standard that is consistently maintained at the respective price level.
The Aprilia and Cagiva are high-quality and therefore expensive, respectively 4,300 and 5,200 euros, less beautiful than functional, but the two cheap Hondas are absolutely reliable. The Suzuki and the MZ stand between these extremes in terms of price and quality. In contrast, AJP, Derbi, Kymco and even the 5200 Euro expensive Sachs combine unsorted cheap with noble, symbolized in the aluminum swing arm of the AJP, where finely polished and coarse,
raw surfaces meet. Or at the Sachs, with a carefully welded tubular space frame, but a weakly shining headlight.
The tester’s tolerance for negligence was clearly overstimulated twice. From the AJP, because the stiff steering head bearings offer varying degrees of resistance to the fork’s rotation and their setting changed automatically. And the one-piece brake disc of the Derbi already warped so much after an emergency stop that it pushed back the pads and the lever could be pulled through without any delay the next time the brakes were applied. Fortunately, the Spanish manufacturer immediately launched a recall.
In general, braking is not a laudable topic for the 125cc. Except the Aprilia, the Cagiva and the Sachs. The rest ?? after the conversion hopefully-
also the Derbi? offer stable systems, but they could bite harder. Behind the widespread blunt design there is possibly the laudable endeavor not to knock the offspring off the device at the first shock braking by suddenly locking the front wheel. On the other hand, young people also like to drive in pairs,
in mountainous areas and not always slowly. But then it can be more braking power. One should not underestimate the enormous ability of young people to learn.
If the aim is to get up to speed, the fundamental differences between the two and the eight four-stroke engines become apparent. The two-strokes (Aprilia and Cagiva) are spritzi-
Less, but more difficult to drive: If the engine speed is too low or too high, the output drops much more than with the four-stroke engines; if you want two-stroke temperament, you have to shift gear hard. And spend a lot more money on fuel and fresh oil.
When coordinating the spring elements, the two have again
Italians, then with a little distance the AJP and the Derbi, the nose ahead.
By and large, the spring stiffness and damper rates fit, while the Sachs is too tight and the other five clearly
are too weakly sprung and dampened. Nevertheless, they drive well, reserves for the pillion ride remain free-
only a few. Maybe he can
one or the other experienced old biker with tuning tricks such as thicker fork oil or harder springs help to top the fine entry-level goods.
Generational contract.

Buy complete article

Ten 125 cc in the test

Ten 125 cc in the test
Intergenerational contract

Technical data: Aprilia MX 125 Supermoto

Engine: water-cooled single-cylinder two-stroke engine, membrane inlet, separate lubrication, round slide carburetor, Ø 28 mm, U-Kat with SLS, kick starter.
Bore x stroke 54.0 x 54.5 mm
Cubic capacity 125 cm3
Rated output 11 kW (15 PS) at 8250 rpm
Max. Torque 12.5 Nm at 7750 rpm

Power transmission: multi-disc oil bath clutch, six-speed gearbox, chain.

Chassis: Steel loop frame, upside-down fork, Ø 40 mm, aluminum two-arm swing arm, central spring strut with lever system, front disc brake, Ø 320 mm, double-piston floating caliper, rear disc brake, Ø 220 mm, single-piston floating caliper.
Spoked wheels 3.00 x 17; 4.25 x 17
Tires 110/70 ZR 17; 150/60 ZR 17

Dimensions and weights: wheelbase 1480 mm, steering head angle n / a, caster n / a, spring travel f / h 260/280 mm, L / W / H * 2180 /
850/1400 mm, seat height * 880 mm, weight with a full tank * 128 kg, payload * 208 kg, tank capacity 11 liters.

Warranty two years without
Mileage limit
Colors red / black
Price including additional costs 4299 euros

Technical data: AJPPR4 125 Supermotard

Engine: air-cooled singlecylinder four-stroke engine, an overhead, chain-driven camshaft, two valves, wet sump lubrication, round slide carburetor, Ø 26 mm, electric and kick starter.
Bore x stroke 56.5 x 49.5 mm
Cubic capacity 124 cm3
Rated output 9.3 kW (13 PS) at 8500 rpm
Max. Torque n / a.

Power transmission: multi-disc oil bath clutch, five-speed gearbox, chain.

Chassis: Steel loop frame, telescopic fork, Ø 41 mm, aluminum two-arm swing arm, central spring strut with lever system, front disc brake, Ø 260 mm, double-piston floating caliper, rear disc brake, Ø 210 mm two-piston fixed caliper.
Spoke wheels 2.75 x 17; 4.00 x 17
Tires 100 / 80-17, 130 / 70-17

Dimensions and weights: wheelbase 1410 mm, steering head angle n / a, caster n / a, spring travel f / h 260/260 mm, L / W / H * 2110 /
850/1350 mm, seat height * 870 mm, weight with a full tank * 115 kg, payload * 170 kg, tank capacity 9 liters.

Warranty two years without
Mileage limit
Colors blue, black
Price excluding additional costs 3590 euros

Technical data: Cagiva Mito 125

Engine: water-cooled single-cylinder two-stroke engine, membrane inlet, separate lubrication, round slide carburetor, Ø 28 mm, U-Kat, E-starter.
Bore x stroke 56 x 50.6 mm
Cubic capacity 125 cm3
Rated output 11 kW (15 PS) at 8000 rpm
Max. Torque 14 Nm at 5500 rpm

Power transmission: multi-disc oil bath clutch, six-speed gearbox, chain.

Chassis: aluminum bridge frame, upside-down fork, Ø 41 mm, aluminum two-arm swing arm, central spring strut with lever system, front disc brake, Ø 320 mm, four-piston fixed caliper, rear disc brake, Ø 230 mm, two-piston fixed caliper.
Cast aluminum wheels 3.00 x 17; 4.00 x 17
Tires 110/70 ZR 17; 150/60 ZR 17

Dimensions and weights: wheelbase 1375 mm, steering head angle 65 degrees, caster 98 mm, spring travel f / h 120/134 mm, L / W / H * 1970 /
740/1080 mm, seat height * 785 mm, weight with a full tank * 144 kg, payload * 166 kg, tank capacity 14 liters.

Warranty two years without
Mileage limit
Colors red, black, yellow
Performance variant 80 km / h version
Price including additional costs 5200 euros

Technical data: Derbi Senda SM 125-4T

Engine: air-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, two valves, wet sump lubrication, round slide carburetor, Ø 22 mm, electric starter.
Bore x stroke 56.5 x 49.5 mm
Cubic capacity 124 cm3
Rated output 8.8 kW (12 hp) at 8500 rpm
Max. Torque 12 Nm at 7000 rpm

Power transmission: multi-disc oil bath clutch, five-speed gearbox, O-ring chain.

Chassis: steel bridge frame, bolted beams, telescopic fork, Ø 41 mm, steel double-arm swing arm, central spring strut, directly hinged, front disc brake, Ø 300 mm, double-piston floating caliper, rear disc brake, Ø 220 mm, two-piston fixed caliper.
Spoke wheels 2.50 x 17; 3.50 x 17
Tires 100/80 x 17; 130/70 x 17
Dimensions and weights: wheelbase 1425 mm, steering head angle 64 degrees, caster 75 mm, suspension travel f / h 170/195 mm, L / W / H * 2100 /
890/1300 mm, seat height * 860 mm, weight with a full tank * 119 kg, payload * 176 kg, tank capacity 8 liters.
Warranty two years without
Mileage limit
Colors black / gray, blue
Price including additional costs 3345 euros

Technical data: Honda XR 125 L

Engine: air-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, two valves, wet sump lubrication, round slide carburetor, Ø 22 mm, electric starter.
Bore x stroke 56.5 x 49.5 mm
Cubic capacity 124 cm3
Nominal output 8.3 kW (11 hp) at 8500 rpm
Max. Torque 10 Nm at 7000 rpm

Power transmission: multi-disc oil bath clutch, five-speed gearbox, chain.

Chassis: Steel loop frame, with split beams, telescopic fork, Ø 31 mm, steel two-arm swing arm, central spring strut, directly hinged, front disc brake,
Ø 240 mm, double-piston floating caliper, rear drum brake, Ø 110 mm.
Spoked wheels 1.85-19, 2.15-17
Tires 90 / 90-19, 110 / 90-17

Dimensions and weights: wheelbase 1350 mm, steering head angle 64.3 degrees, caster 89 mm, spring travel f / h 180/160 mm, L / W / H * 2110 /
860/1300 mm, seat height * 835 mm, weight with a full tank * 130 kg, load * 158 kg, tank capacity 12 liters.

Warranty two years without
Mileage limit
Color red / black
Price including additional costs 3070 euros

Technical data: Honda CBR 125 R

Engine: water-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, two valves, rocker arm, wet sump lubrication, constant pressure carburetor, Ø 28 mm, U-Kat, electric starter.
Bore x stroke 58 x 47.2 mm
Cubic capacity 125 cm3
Rated output 10 kW (14 PS) at 10,000 rpm
Max. Torque 10 Nm at 8000 rpm

Power transmission: multi-disc oil bath clutch, six-speed gearbox, chain.

Chassis: steel bridge frame, telescopic fork, Ø 31 mm, steel twin-arm swing arm, central spring strut, directly hinged, front disc brake, Ø 276 mm, double-piston floating caliper, rear disc brake, Ø 220 mm, single-piston floating caliper.
Cast aluminum wheels 1.85-17, 2.15-17
Tires 80 / 90-17, 100 / 80-17

Dimensions and weights: wheelbase 1295 mm, steering head angle 65 degrees, caster 88 mm, spring travel f / h 109/120 mm, L / W / H * 1980 /
800/1200 mm, seat height * 790 mm, weight with a full tank * 124 kg, payload * 180 kg, tank capacity 10 liters.

Warranty two years without
Mileage limit
Colors red, blue, black
Price including additional costs 2860 euros

Technical data: Kymco Hipster 125

Engine: air-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, four valves per cylinder, rocker arm, wet sump lubrication, constant pressure carburetor, Ø 25 mm, electric and kick starter.
Bore x stroke 56.5 x 49.5 mm
Cubic capacity 124 cm³
Rated output 9.3 kW (13 hp) at 9750 rpm
Max. Torque 9.6 Nm at 8500 rpm

Power transmission: multi-disc oil bath clutch, five-speed gearbox, chain.

Chassis: steel double loop frame, telescopic fork, Ø 30 mm, steel twin-arm swing arm, two spring struts, front disc brake, Ø 280 mm, four-piston fixed calliper, rear drum brake, Ø 160 mm.
Spoke wheels 1.60 x 18; 2.75 x 15
Tires 3.00-18; 130 / 90-15

Dimensions and weights: wheelbase 1459 mm, steering head angle n / a, caster n / a, spring travel f / h 135/65 mm, L / W / H * 2250/1030 /
1350 mm, seat height * 720 mm, weight with a full tank * 163 kg, load * 150 kg, tank capacity 13 liters.

Warranty two years without
Mileage limit
Colors anthracite / silver
Price including additional costs 3190 euros
Price test motorcycle ** 3642 euros

Technical data: MZRT 125

Engine: water-cooled single-cylinder four-stroke engine, a balance shaft, two overhead, chain-driven camshafts, four valves, wet sump lubrication, round slide carburetor, Ø 24 mm, electric starter.
Bore x stroke 60 x 44 mm
Cubic capacity 124 cm3
Rated output 11 kW (15 PS) at 9000 rpm
Max. Torque 12 Nm at 8500 rpm

Power transmission: multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Chassis: Steel loop frame, load-bearing motor, telescopic fork, Ø 36 mm, steel double-arm swing arm, central spring strut, directly hinged, front disc brake, Ø 280 mm, double-piston floating caliper, rear disc brake, Ø 220 mm, double-piston floating caliper.
Cast aluminum wheels 2.75 x 17; 4.00 x 17
110/70 R 17 tires; 130/70 R 17
Dimensions and weights: wheelbase 1355 mm, steering head angle 62.5 degrees, caster 102 mm, spring travel f / h 130/130 mm, L / W / H * 2020/880/1250 mm, seat height * 790 mm, weight with a full tank * 134 kg , Payload * 181 kg, tank capacity 13.5 liters.
Warranty two years without
Mileage limit
Colors blue, yellow, red, black
Price including additional costs 3718 euros

Technical data: Sachs XTC 125

Engine: air / oil-cooled single-cylinder four-stroke engine, two overhead, chain-driven camshafts, four valves per cylinder, wet sump lubrication, constant pressure carburetor, Ø 26 mm, electric starter.
Bore x stroke 57 x 48.8 mm
Displacement 124.5 cm3
Rated output 11 kW (15 PS) at 10500 rpm
Max. Torque 11 Nm at 7200 rpm

Power transmission: multi-disc oil bath clutch, five-speed gearbox, chain.

Chassis: Steel lattice tube frame, telescopic fork, Ø 41 mm, steel double-arm swing arm, central spring strut, directly hinged, front disc brake, Ø 316 mm, four-piston fixed caliper, rear disc brake, Ø 220 mm, single-piston floating caliper.
Cast aluminum wheels 2.75 x 17; 4.00 x 17
110/70 R 17 tires; 150/70 R 17

Dimensions and weights: wheelbase 1370 mm, steering head angle 64 degrees, caster 92 mm, spring travel f / h 100/120 mm, L / W / H * 1910 /
730/1050 mm, seat height * 840 mm, weight with a full tank * 147 kg, payload * 183 kg, tank capacity 20 liters.

Warranty two years without
Mileage limit
Colors red, black, yellow
Price including additional costs 5199 euros

Technical data: Suzuki RV 125 Van Van

Engine: air-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, two valves, rocker arm, wet sump lubrication, constant pressure carburetor, Ø 26 mm, U-Kat with SLS, electric starter.
Bore x stroke 57 x 48.8 mm
Cubic capacity 125 cm3
Rated output 9 kW (12 PS) at 9500 rpm
Max. Torque 10 Nm at 7700 rpm

Power transmission: multi-disc oil bath clutch, six-speed gearbox, chain.

Chassis: Steel loop frame, load-bearing motor, telescopic fork, Ø 33 mm, steel two-arm swing arm, central spring strut, directly hinged, front disc brake, Ø 220 mm, double-piston floating caliper, rear drum brake, Ø 110 mm.
Spoked wheels 2.50 x 18; 4.50 x 14
Tires 130 / 80-18; 180 / 80-14
Dimensions and weights: wheelbase 1385 mm, steering head angle 64 degrees, caster 91 mm, spring travel f / h 134/134 mm, L / W / H * 2160 /
870/1270 mm, seat height * 780 mm, weight with a full tank * 129 kg, payload * 186 kg, tank capacity 7.5 liters.
Warranty two years without
Mileage limit
Colors white, blue, orange
Price including additional costs 3415 euros

Aprilia MX 125 Supermoto

Vmax: 110 km / h +++ Price: 4299 euros +++ two-stroke

Engine and transmission: A fine two-stroke engine, spirited, cultivated, but extremely thirsty. 6.0 liters per 100 kilometers is almost an outrageous amount. For the fact that it does not offer an electric starter, it starts a little hesitantly. Due to the design, the usable speed range is much smaller than with the four-stroke engines, drivers with a nimble shift foot and willingness to work are required. But the gears slide up and down incredibly easily.
Chassis and brakes: The chassis could handle three times the power ?? look at the extremely solid swingarm and upside-down fork. Thanks to long spring travel, good responsiveness and rather gentle but precisely fitting damping, even the comfort is impressive. Easy handling, very good steering precision. The braking system with a huge 320 mm disc and double-piston caliper decelerates almost vehemently for a 125cc ratio. Nevertheless, the brake is by no means too toxic.
Other: The suspension and damping reserves would be sufficient for the pillion rider, but the seat was dimensioned a little too narrow and too short. The fully digital cockpit display is difficult to read, the speedometer exaggerates. In addition, the high beam is a bit too narrow.
Conclusion: High quality and relatively expensive Supermoto lighter for ambitious, demanding drivers. If there was an enduro version, it would be good even for difficult terrain. Unfortunately not safe from unauthorized use by enthusiastic parents or grandparents.

AJP PR4 125 SM

Vmax: 89 km / h +++ Price: 3590 euros +++ four-stroke

Engine and transmission: The AJP engine, a Honda single-cylinder manufactured by licensee CPI in Taiwan, vibrates the strongest of all and sounds the loudest. It is also the only one made available to MOTORRAD in an 80 km / h version. That explains the low top speed, but not the poor starting behavior and the poor carburetor set-up. The engine ran better with the choke continuously pulled. Thanks to the short secondary transmission, the AJP achieves good pulling power. The only five gears can be shifted exactly.
Chassis and brakes: Well balanced bike with a successful basic set-up of the suspension elements ?? at the rear even with an elaborate lever system. The Paioli fork is mechanically stiff, which reduces comfort. The Michelin tires offer excellent grip, there is plenty of freedom from lean angles. Handiness and accuracy are impaired by the problems with the steering head bearing.
Other: Partly elaborate, partly rather loveless detailed solutions. Conversion to unlimited top speed with a different camshaft and different CDI unit.
Conclusion: Excitingly styled exotic in the middle price range. Due to some negligence, only for drivers
with technical background knowledge.

Cagiva Mito 125

Vmax: 113 km / h +++ Price: 5200 euros +++ two-stroke

Engine and transmission: The Aprilia two-stroke engine is better because it is more elastic and more powerful than the Cagiva engine. This also runs rougher and a little less smooth when changing load. Still a lively engine, the torque of which is transmitted via an easy-to-shift gear. Consumption is a little less than the Aprilia.
Chassis and brakes: The diameters of the fork tubes and front wheel axle, as well as the dimensions of the triple clamps are the same on the Mito as on the legendary Ducati 916, and the swing arm was also very stiff. So it’s no wonder that the 15 HP chassis is downright under-challenged. Light drivers judge the tuning of the suspension elements, especially at the rear, as a bit too hard. Everyone likes what the Mito’s brakes can do.
Other: Mito drivers have to be able to cope with an extremely sporty, forward-facing seating position ?? and Mito passengers suffer even more on the rear mini bench. At least the suspension masters the pillion ride with ease. Good headlight.
Conclusion: expensive, noble fascination device. What the Mito chassis can only be used on the race track. Thanks to the extreme seating position, pretty parental-safe. Unless the father was a racing driver.

Derbi Senda SM 125

Vmax: 103 km / h +++ Price: 3345 euros +++ four-stroke

Engine and gearbox: a good four-stroke engine, the same as in the adjacent XR. So everything is the same?
Not at all. Despite the identical, rigid screw connection in the frame, the engine in the Derbi runs rougher and works
apparently less elastic because of the poor carburetor tuning. The sensationally low fuel consumption also speaks for a poor set-up. Less than three liters per 100 kilometers. In terms of draft, it is still better than the XR. Inconspicuous gear.
Chassis and brakes: When it comes to the chassis, Derbi takes a different, and overall better way than Honda did with the XR. The individual components are stable, the suspension is taut, that makes you feel good when you sharpen corners. The Paioli fork, however, is mechanically even more difficult to move than in the AJP. On
bumpy roads, suspension comfort is very impaired. There is more information about the brake crisis on page 54 in the scrolling text.
Other: The Spaniards have a knack for everything that makes driving fast and sporty. This also applies to the choice of the first tires, which come from Pirelli for the Senda SM.
Conclusion: A solid, attractively styled driving machine in the middle price range between 3000 and 3500 euros. When buying, be sure to ask about converting the front brake disc.

Honda XR 125 L.

Vmax: 102 km / h +++ Price: 3070 euros +++ four-stroke

Engine and transmission: a likeable, well-behaved softie, the XR-Single. Evenly, without drops or special temper attacks, it rushes through its speed range and runs and runs. An engine that is unemotional in joy and sorrow.
Chassis and brakes: The XR is so softly sprung and so weakly damped that it is a prime example of a
only superficially a comfortable vehicle. Because as soon as the road gets rougher, the suspension travel is quickly used up and then it gets really hard. With a pillion passenger, the rear spring already locks when standing.
The brakes appear to have a homeopathic effect but are stable.
Other: In addition to the Derbi, the Kymco and the Suzuki also offers the
XR has a luggage rack and thereby proves its practicality. The
Speedometer in the Spartan cockpit is
the most accurate of all. And the price is simply a stunner; just curious that the more modern CBR 125 with
their water-cooled engine costs even less.
Conclusion: The performance of the XR could be achieved enormously and with targeted suspension and damping tightening
improve all directions. On the road, off-road and when driving in pairs. Thanks to the low price, there is even financial leeway for sensible chassis tuning.

Honda CBR 125 R.

Vmax: 115 km / h ++ price: 2860 euros ++ four-stroke

Engine and transmission: water-cooled and easy-revving, the two-valve single cylinder is a real sports engine. Right for
Thing he only comes from 9000 tours, turns fiery far into the red area. Top speed and acceleration are great, the torque in the long-geared sixth gear is poor. A lot of shift work is required in the slightly hooked transmission. The U-Kat is praiseworthy, annoying is the jump between the first three gears that is too big? starve or spin mercilessly is the name of the game
tight turns. Alpha-Technik is offering an 80 km / h throttle kit (phone 08036/300720, www.alphatechnik.de) for 60 euros.
Chassis and brakes: The ultra-thin tires, 80 millimeters at the front and 100 at the rear, make the CBRette extremely accurate. The IRC tires »Eagle Grip« are rightly named, they grip perfectly. The footrests are soon hanging in tatters
down. The underdamped spring elements work less sportily, they hit hard on bumpy roads every now and then. The two disc brakes seem a bit dull, decelerate hard but tolerable.
Other: The CBR is incredibly narrow, and it feels that way, but the seating position is very comfortable. The color scheme, design and twin headlights are similar to the CBR 600 RR ?? which is then recommended as a suitable ascent with 18 and a large “rag”.
Conclusion: A super handy, delicate toy at a seductive price. Thanks to Taiwan.

Kymco Hipster 125

Vmax: 100 km / h +++ Price: from 3190 euros +++ four-stroke

Engine and transmission: The four-valve single-cylinder pulls the 165-kilogram load evenly and smoothly in the final fifth gear from a speed of 50 onwards ?? very elastic, although not particularly rapid. The single starts flawlessly with an electric or kick starter and discharges its exhaust gases through a lush one-in-two exhaust system. Inconspicuous gear.
Chassis and brakes: The softly tuned, underdamped chassis rocks gently on bumps, and straight-line stability is a little unstable. Not bad, just noticeable. You also get used to the front wheel tipping over in tight corners, a consequence of the flat fork. Brakes? Well, the disk in front and the drum in the back have a hard time with the fat drum.
Other: For a total of 3642 euros, the equipment is really hip: luggage racks, beauty cases (or are they ??
Burger boxes?), Handlebar fittings made of metal, windshield in XXL format, main stand plus side stand and, specifically, lots of chrome. Awesome: The tank console shows the tank content and time on an LCD display, the pillion seat can be converted into a backrest, just like on the BMW R 1200 C..
Conclusion: Taiwan cruising is really fun on empty streets, the opulent hipster is a nice buddy.

MZ RT 125

Vmax: 113 km / h +++ Price: 3718 euros +++ four-stroke

Motor and gearbox: advantage of MZ ?? the self-developed, water-cooled single cylinder with four valves and two camshafts remains the best in its class. When accelerating, it pulls away from all four-stroke engines, on par with the Aprilia. The single from Saxony delivers proper power from 6000 rpm. Only the sixth gear, which has a long ratio, prevents better torque values, in which the MZ is by no means spinning. Otherwise, the gear ratio is great, the smoothness is high and the sound beguiling.
Chassis and brakes: The perfectly balanced MZ can be easily turned in via the conveniently shaped tubular handlebar and remains precisely on course. Those with excellent grip tempt you to really cheeky driving
Heidenau tires and the high lean angle thanks to high footrests. The high breakaway force of the fork only irritates when standing, it only responds reluctantly, as well as the lightning-like rebound ?? too little rebound damping. But that is well concealed when driving, as is the slack
damped central spring strut. The disc brakes pinch with sufficient force and easy to dose ?? activated by steel braided lines.
Other: The wide and long bench offers plenty of space for two people, and the individually shaped tank provides ample knee support.
Conclusion: Not a light motorcycle, but an inconspicuously fast motorbike. For those who like it more peppy: MZ also installs the most powerful 125cc four-stroke in a stylish enduro and supermoto. Have fun!

Sachs XTC 125

Vmax: 116 km / h +++ Price: 5199 euros +++ Four-stroke

Engine and transmission: You don’t feel exactly how it is doing it, but the Suzuki single-cylinder ensures the highest measured top speed in the field. When sprinting between the curves, you should turn it far into the red area that was set too early. Then the connection in the next corridor is open
which Sachs would like to be inserted with a little emphasis.
Chassis and brakes: should the XTC be called unwieldy or stable? Unhandy would be too hard, but the XTC is the one among the 125s that is the hardest to give in. The wide tires play a large part in this. If you want to compensate for this by raising the rear via the spring preload, you will feel that the Sachs is beginning to slip over the front wheel. So let it stay. The suspension works a bit more bony than with the Cagiva, the brake bites at least as well.
Other: Nobody should complain about the extremely bent forward sitting position on the Cagiva who has not previously experienced the even more extreme crouching posture on the Sachs. And 5199 euros is a steep price for a processing quality that is not consistently on this level.
Conclusion: The XTC, an echo of ecstasy, demands a lot of effort. Physical and financial.

Suzuki Van Van

Vmax: 102 km / h +++ Price: 3415 euros +++ four-stroke

Engine and gearbox: “850 ccm” is written on the engine housing. Also true ?? of oil content. It goes without saying that the displacement is only 125 cubic centimeters
measures, but what the air-cooled single makes of it deserves respect. It starts well, comes nice and even from far below,
pulls strongly in the middle and does not appear strained on top. Real eleven PS are only good for a modest top speed of 102 km / h. The smooth power development, together with the easy-to-dose clutch and the inconspicuous gearbox, make even trial-like circling around on loose surfaces an easy exercise.
Chassis and brakes: Apparently, balloon tires are in terms of comfort,
Suspension and damping not the dumbest. The fat 130 at the front and the 180 at the rear take some of the work off the softly damped telescopic fork and the directly hinged shock absorber. Their wide contact area and coarse profiling prove their worth in mud and mud, which amazes many enduro riders. The Van Van even rushes through faster curves quickly and lively. The simply knitted brakes anchor somewhat defensively.
Other: Totally relaxed, the sitting posture is really cool ?? wide handlebar, ludicrously padded seat, comfortable knee angle, your own reflection shines in the chrome-plated indicator housings.
Conclusion: The Knutschkugel is really sovereign. With the Van Van, which should be called “Fun Fun”, you go your own way. Always and everywhere.

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *