Table of contents

• Testing with Stefan Bradl Comparison test of 125 cc athletes
• What matters?
• Flyweights among themselves
• Slipstream duels
• final
• Test result
• Comment on MOTORCYCLE points evaluation
• Editor’s Opinion – What nonsense
• Review of the 50s / 80s – the good old days?
• Interview: Stefan Bradl – “It’s really fun right now”
• Data Aprilia RS 125
• Data Cagiva Mito SP 525
• Data Honda CBR 125 R
• Data Kymco Quannon 125
• Data Yamaha YZF-R 125

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motorcycles

Testing with Stefan Bradl

Testing with Stefan Bradl
Comparison test of 125 cc athletes

The junior class has new junior staff. In the 125cc world championship, Stefan Bradl is carefree at the forefront, in civil life the new Yamaha YZF-R 125 wants to stir up the scene. A meeting of two shooting stars?

Stefan Kaschel

06/19/2008

White-red, that fits perfectly. Even if the grizzly gas pilot usually sits on the Aprilia. Stefan Bradl’s leather suit is made for the Yamaha YZF-R 125. Crouching low, the new German Grand Prix hope rushes down the start-finish straight in Hockenheim on the long-awaited dream of all young bikers. Raises himself briefly, bends and slams into the north curve without lifting the gas for a second.

That’s racing, no question about it. Even if only 15 hp are working in the engine room and the digital speedometer is only very slowly approaching the 120 mark. Yes, even if the scandalous German driving license regulation limits the speed for 16 to 18 year olds unchanged to a top speed of 80 km / h, the tingling remains. Seriously: The world of the 125cc is an intense racing adventure park. Make yourself very small, turn down every gear mercilessly. Fight tough slipstream duels on every straight, no matter how short, brake very late and take a lot of momentum into the curve. Rediscover the entrance to the curve instead of concentrating on the acceleration phase ?? you learn something here, and it’s a lot of fun too. The elderly remember their 50s or 80s, and suddenly become young again. The boys are impressed. Duels wheel to wheel, the search for the fastest line instead of elemental force and excess performance. Just don’t lose your momentum! This applies just as much to the Dorfstrasse as it does to the start and finish straight.

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Comparison test of 125 cc athletes

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On-site meeting in the racing Mecca of Baden. Adrian, Kai, Johannes ?? and Stefan Bradl, the aspiring World Championship pilot. Four times 18 years, four times practical experience with the motorcycle ?? and yet different worlds. One of them came directly from Le Mans / France with his father (ex-GP runner-up Helmut) and mother and now knows what it feels like to lead a World Championship run. The others come from the area around Stuttgart, have just finished school holidays and after a few laps they already know what it is like when someone flies by on the outside of the curve at double the speed. They had previously philosophized about the fact that? Always full throttle ?? could be a bit boring on the 125s. Now, in the pit lane, during the maneuver criticism with Stefan, this assessment is put into perspective considerably.

What matters?

fact

Quite the sister: In addition to its aggressive appearance, the YZF-R125 has a steep rear frame and a considerable seat height.

But even if there are blatant differences with regard to the braking points and the choice of lines, which arouse pure respect from the rookies like a violent shake of the head, there is agreement on another point. On the new one Yamaha YZF-R 125 Visually, you can’t get past Stefan Bradl in terms of driving technique. She stands there like a big one, is like the face of the mighty sister R1. That is ?? and a professional like young Mr. Bradl doesn’t want to make an exception? very, very important in these circles. “The look is awesome”, the four agree. Especially when you see the previous top seller next to it. Then it is reasonable to assume that the Honda CB 125 R has only been bought because the cheap alternatives were so few and far between. It looks tiny, almost like a bicycle. With tires in the appropriate format. 80 millimeters wide at the front, 90 millimeters wide at the rear. Some mountain bikes have more to offer. the Yamaha with 110/80 at the front and 130/70 at the back even more.

But Italy wouldn’t be Italy if it couldn’t be topped. With a full-blown 150cc Pirelli Diablo, Cagiva soles his race replica Mito SP 525, which lately no longer looks like a Ducati 916, but like the 500cc factory racer (the older ones among us remember). the Aprilia RS 125 counters with the same format and, like the Yamaha, is based on the company’s current 1000 flagship. In addition, it can confidently claim to be the only 125 cc that manages to surpass its role model. You could stand in front of it for hours and enjoy the wonderful details. The polished frame, the artfully curved banana swingarm, the filigree rims or the mighty 320 mm brake disc with radial pliers. This also applies to the guest testers (“great sound, great optics”) on.

fact

In addition to the Yamaha YZF-R125, the Honda CBR 125 R looks more than petite.

Quite the opposite of what the Kymco Quannon 125 offers. The Taiwanese woman looks like a Honda CBR that has run out of glue. It is at least as far removed from the racing spirit of the brisk Italians or the Yamaha as it is from the solid workmanship of the Honda. Or like our three Hockenheim students from Stefan Bradl’s lap times.

But despite all the driving discrepancies: there was agreement on the test subjects’ engine performance. “Aprilia and Cagiva go by far the best” ?? rookies and professionals are sure of that. And yet they are immensely wrong. Because the famous Yamaha engine is on par with the two-stroke competition. Only the spectacle with which the two-strokes show their performance makes the difference. “The Yamaha engine really surprised me with its wide speed range. There is also something going on outside”, Stefan, who usually juggles with around 56 hp, is by no means callous. The fact that he still trusts the two-stroke engines more may be due to their more spontaneous response and the aggressive sound, while the Yamaha four-stroke engine gently accelerates and is acoustically very reserved. As far as the pure driving performance is concerned, the Mini-R1 can not be taken the butter off the bread and does? compared to the Aprilia, which is punished with a long translation ?? credit her sports outfit. Whether in Hockenheim or on the country road, the Yamaha is slowly but steadily pulling away.

Flyweights among themselves

fact

With the petite Honda, even compact 125cc GP riders find it difficult to shrink.

So one to zero for the new one, but Aprilia and Cagiva are hot on her heels. In terms of racing, you can easily stay in the slipstream. Especially the open version with 24 hp RS 125 shows that your chassis can cope with the power of 15 hp practically on the side. Noticeably more tightly tuned than the Yamaha, it delivers first-class feedback, brakes like the devil, has attached an adhesive rubber with the Dunlop Sportmax GPR Alpha 10. If you want, you can even stop your lap times yourself using the lap timer, because all the functions of the on-board computer can be conveniently operated from the button on the left end of the handlebar.

It’s not just fun for Stefan, who knows an Aprilia as a work tool from the World Cup, and you in this field “clearly the best chassis and the best brakes” attested, but also the racetrack novices. However, they are even more impressed by the adult appearance and the great finish of the RS 125, which therefore lands in first place in their Hockenheim judgment. Before the Yamaha ?? and clearly ahead of the Cagiva, which is so obviously doing its best to be a real racer. And indeed: the red beauty from Varese is an eye-catcher, which also doesn’t lack any ingredient from the racing shelf, definitely. It also has a mighty 40 mm upside-down fork, a banana swing arm and a 320 mm brake disc with a four-piston fixed caliper, plus a battery of fantastically beautiful analog instruments and ?? very impressive? an MV Agusta nameplate on the mighty steering head.

No question about it, the Mito cuts a fine figure on the catwalk. Even though she is older than most of her adolescent admirers in general. The Cagiva is 19 years old, but technically it has remained largely the same. And you can see that especially in a direct comparison to the Aprilia. Not only because, at 145 kilograms, it weighs four kilograms more than the RS 125, which is a handicap in this class and given the manageable engine performance. The seating position behind the long tank is also less active than with Aprilia or Yamaha. In addition, there are spring elements that do not dampen and respond as smoothly as the Aprilia, a brake that requires significantly more manual force, but rewards it with less effect, and an engine that can keep up with the two-stroke competitor in terms of performance Manners, however, can in no way compete with her.

It starts right from the start. You don’t even want to remember such a gag and noodle. Especially when the engine is cold, there is always the fear that this time it really won’t work. While the Aprilia engine, which is square in terms of bore and stroke, is usually there immediately, the short-stroke engine of the Cagiva then, contrary to expectation, starts teasing and after a cold start shows with a proudly swelling plume of smoke that the fuel also supplies the lubricant here.

Slipstream duels

fact

No question about it: the Cagiva Mito SP 525 also looks good.

The same applies to the Aprilia in terms of exhaust emissions. With the difference, however, that it not only starts much better, but also runs with fewer vibrations thanks to a balancer shaft. The Cagiva, on the other hand, is a real Rappelbock, whose mechanical carpet of sound almost drowns out the aggressive two-stroke sawing even at the narrow performance range (between 8000 and a good 9000 rpm), whose clutch deteriorated in the course of the test and whose transmission not only successfully denied idling , but also requires the entire shift foot.

Is that petty criticism from technology-spoiled performance gourmets? The assembled guest tester guild does not see this aspect as closely as another malus of the Italian diva, at least on the racetrack. We are talking about its steep price: 5290 euros including additional costs. Not only does grandma have to knit for a long time, a well-heeled dad also has to swallow hard. The Aprilia is not significantly cheaper at 5232 euros, but at this price it also offers a visible and tangible quality that can make you weak.

But only by the way. Because when our young testers (even a GP star is cost-conscious) talk about money, the hour is clearly striking ?? no, not the Kymco ??, but the Yamaha. For around 1300 euros less, it offers equivalent chassis technology, and even better performance on the engine side. In addition, with her adult appearance, she does not have to hide visually from the brisk Italian women and is much more economical with the expensive juice in times of 1.50 euros and more per liter of gasoline. 5.2 to 2.6 liters is the frightening balance (mind you on the country road) between Cagiva and Yamaha, the Aprilia also swallows a lot with 4.5 liters in two-stroke terms.

“As if from one piece” ?? the YZF-R 125 therefore do not describe. Yamaha has left it alone for a long time, but has now made an appearance that not only impressed the full-time MOTORRAD testers, but also Stefan, Adrian, Kai and Johannes. The Honda troop, however, should drive the shock in the limbs. You don’t have to be a prophet to predict that the dominance of the CBR 125 R comes to an end with the appearance of the Yamaha.

But not because such worlds lie between the two, as one might think in view of their different appearances. Sure, the Yamaha engine with its four valves and a balance shaft and a full 15 hp instead of the 14 of the Honda is the more modern and efficient design. Incidentally, however, the petite CBR keeps up surprisingly well, needs exactly the same amount of fuel and also derives from its tiny stature a considerable weight advantage of 17 kilograms (124 to 141 kilos).

final

fact

Much more civil appearance of the Kymco, which borrows from the Honda, but is functionally and process-wise far removed from it.

In order to stay tuned to the Yamaha, it is still not enough because of the very long translation. 0.5 seconds behind from zero to 50 km / h, 1.2 seconds to the 80 mark ?? In high-performance test fields, in which optimal values ​​are conjured up only by experts, these are marginalia. Here, in the prestige duel on the start and finish straight or from traffic light to traffic light, is it a painful defeat every time, even for laypeople ?? or a new triumph. For the Yamaha rider.

That is true ?? According to the assessment of our almost representative target group, there is no doubt about that? also for the appearance in front of the disco. The YZF-R 125, like the Aprilia or Cagiva, is parked right in front of the door, while the Honda is parked in the second row. You just can’t tell by looking at her hidden talents. Your chassis, for example, is really good, perfectly tuned. Its handling is outstanding thanks to the low weight and the cutting disc tires, and the ergonomics are tailor-made, at least for small young people (tall young people feel most comfortable on a Yamaha or Aprilia). It brakes properly and has everything on board that you need for life between school and disco, just not an imposing appearance.

fact

The beauty queen: None of the Aprilia looks as valuable in this class.

Speaking of disco: where is the Kymco Quannon 125 actually? In the parking lot behind the house! And where does she drive in Hockenheim? Always at the back until the slipstream breaks. Seriously: Just as the Yamaha is able to give this class new impetus, the Aprilia shines with noble technology and racing spirit and the Honda with its great function and the low price (3160 euros) the hidden, rational side in the young Appeals to motorcyclists, the Kymco is capable of spoiling all of that for him again. An ancient engine with air / oil cooling and carburetor, a chassis without damping, brakes without bite, processing without care and a design without a whistle ?? that should really only appeal to very few, especially since the price of 2695 euros is far but not far enough from the Honda offer to seriously lure bargain hunters.

In any case, Adrian, Kai and Johannes were just as unimpressed with the Taiwanese interpretation of the CBR as the MOTORRAD test crew. And GP driver Stefan scolded like a pipe sparrow in view of the lack of lean angle: “Now, in a number of races, I haven’t been able to even begin to grind my boots. It took a maximum of two turns on the Kymco.”

Test result

fact

The small Yamaha achieved first place with her big appearance.

1. Yamaha YZF-R 125
This is called a debut. The small Yamaha looks like a big one, is technically convincing and has a reasonable price.

2. Honda CBR 125R
The little Honda is still a good motorcycle and pleases with its balance. What it lacks is the adult appearance of the Yamaha.

3rd Aprilia RS 125
The dream of all young Rossis is an inspiring racer with a top chassis and loving details. Unfortunately expensive – and with no longer up-to-date two-stroke technology.

4. Cagiva Mito SP 525
It lives from its image, its myth, its style. Technically, however, the diva is less convincing and is clearly played on the wall by the Aprilia.

5. Kymco Quannon 125
There’s not much to gloss over. Engine, chassis, workmanship – the Taiwan-CBR weakens in all disciplines and rolls home with a minimum number of points.

Comment on MOTORCYCLE points evaluation

engine
Long live the modern! The Yamaha engine easily wins the drive rating, not only ensures the best driving performance, but is also ahead in the engine characteristics chapter with its even power delivery. The Honda engine follows with a little distance, while the Kymco unit with little power and a bad clutch falls behind the two-stroke engines.

landing gear
Viva Aprilia! Thanks to the tight, successful suspension set-up, the RS 125 is ahead, the successful Yamaha and the nimble Honda are close behind. The Cagiva is much more sluggish, the Kymco ?? oh, this is a sad chapter.

security
And Italy again: The Aprilia has the best brakes, closely followed by the Cagiva. The Yamaha and Honda systems are good too, the Kymco is bad .

everyday
The domain of the Japanese: suitability for everyday use. Of course also in the small class, where Honda and Yamaha set the tone, while Aprilia and Cagiva rely too much on sport and lose weight when it comes to seating comfort.

costs
The Italian representatives landed clearly behind in the seats, while the Japanese once again set the tone. The Honda just wins? but only because the adult appearance of the Yamaha is not included in the rating.

Price-performance
The Honda is cheap and is busy collecting points. That makes it a price-performance winner, while the Yamaha beguiles both heart and brain.

Editor’s Opinion – What nonsense

The offspring should shell out thousands for their driver’s license, trundle through the country at 80 km / h for two years, then pay again. A scandal, says editor Stefan Kaschel.

We have a lot of confidence in our offspring! He should do his high school diploma as far as possible, master several foreign languages, complete a year of study in the USA. On the Internet, he should be able to differentiate between true and untrue and relevant from nonsense as a matter of course. We only consider the little ones to be completely underage when it comes to road traffic. How else would a driver’s license regulation be understood that does not trust 16-year-olds to handle 15 hp and the associated driving dynamics, as is the case in many other EU countries, and instead they run at ominous 80 km / h for two years. Castrated truck speed? This is complete nonsense.

The ridge swells completely when you see the driving license regulations and prices. Yes, dear traffic safety experts, protests loudly. Why do you have to take a theoretical and practical 125 cc test at the age of 16, which cost more than 1000 euros, only to repeat the whole thing two years later for an incredible 34 hp? Because you only drove 80 km / h before, you will say. And? Was this fate chosen voluntarily? After all: in 2013 all of that should change. Until then, the 3rd EU Driving License Directive must be implemented. The 80 km / h rule will fall. But whether everything will be fine beyond that? One can doubt.

Review of the 50s / 80s – the good old days?

It was in 1981 when the previously well-ordered German moped and moped world went upside down. At exactly the time when the average MOTORRAD reader was intensively concerned with his future two-wheeler career. Let’s leave out the mokicks, the crucial question was: 50s or 80s? because the legislature had introduced the new class of light motorcycles with 80 cubic centimeters, which had to deliver their maximum output at 6000 rpm at the latest, while the small motorcycles were allowed to turn 30 cubic centimeters less until the doctor came.

Back then, mopeds cost huge amounts of insurance compared to the newly introduced light motorcycle class. The best-known and most sought-after representative was the Hercules Ultra III LC, while Japan tried to enter the German junior market with the new 80s formula. Probably the most attractive representative from the Far East was the Yamaha RD 80.

Those who look back on this time will remember the speed with which it is transfigured in memory. However, anyone who makes the appearance today and compares the performance with the current 125 cc in the 15 hp version cannot help but smile. From zero to 50 km / h, MOTORRAD once recorded 6.7 seconds for the Ultra III LC, while the Yamaha YZF-R 125 only needed 3.7 seconds. Up to 80 km / h, the Hercules needed 19.2 seconds, the Yamaha only 8.9 seconds. And even its ancestor, the RD 80, was significantly slower with 5.5 seconds up to the 50 mark and lost noticeably ground up to 80 km / h with 17.5 seconds.

So everything is good, is the speed enough? In view of the technical equipment of the current 125 cc in comparison with the protagonists of the time, in view of the more massive forks, powerful frames and brute brakes and not least in view of the significantly higher speed of all other road users, the 80 km / h regulation still applicable in Germany is for 16 to 18 year olds a hair-raising anachronism of the worst kind. In this respect, even the old days were better.

Interview: Stefan Bradl – “It’s really fun right now”

Stefan Bradl (18), former IDM champion and reigning Spanish champion, is third overall in the world championship.

fact

The young Stefan Bradl is at the forefront of the 125cc World Championship.

This year you are at the forefront of the 125cc World Championship. How do you explain the success?
The team plays a major role in this. With Grizzly Gas Kiefer Racing, I have a purely German-speaking team for the first time, with the Aprilia a top works motorcycle. I feel very comfortable in the team. Of course, that makes things a lot easier for me.

Is the pressure of expectation too great after your third place in Qatar and the great race at Le Mans??
Of course the pressure increases, and sometimes it is annoying, but that is probably normal. But motivation grows with success. It’s really fun right now! Mainly because I can see that I can be at the forefront.

Your sporting goal this year?
To finish the World Championship in the first six to eight riders. It’s not that easy, because the 125cc class is very tight and the fighting is tough. If that succeeds, the World Cup will be my goal next year. But that also includes a lot of luck.

Data Aprilia RS 125

engine
Water-cooled single-cylinder two-stroke engine, a balance shaft, separate lubrication, flat slide carburetor, Ø 28 mm, uncontrolled catalytic converter, alternator 180 W, battery 12 V / 9 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, chain, secondary ratio 40:17.

Bore x stroke 4.0 x 54.5 mm
Cubic capacity 125 ccm3
Compression ratio 12.5: 1
Rated output: 11.0 kW (15 PS) at 8500 rpm
Max. Torque: 13 Nm at 8000 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 40 mm, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, disc brake-
front, Ø 320 mm, four-piston fixed caliper, rear disc brake, Ø 220 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
Tires in the test: Dunlop Sportmax GPR Alpha 10

mass and weight
Wheelbase 1345 mm, steering head angle 64.0 degrees, caster 88 mm, spring travel f / r 120/120 mm, seat height * 810 mm, weight with a full tank * 141 kg, payload * 176 kg, tank capacity / reserve 14.0 / 3.5 liters.

Warranty: two years
Service intervals: every 4000 km
Colors: black, black / white
Performance variant
80 km / h: approx. 259 euros plus installation

Price (incl.nk.) 5232 euros

Data Cagiva Mito SP 525

engine
Water-cooled single-cylinder two-stroke engine, separate lubrication, round slide carburetor, Ø 28 mm, regulated catalytic converter with secondary air system, 120 W alternator, 12 V / 9 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, chain, secondary ratio 43:13.

Bore x stroke 56.0 x 50.6 mm
Cubic capacity 125 cm3
Compression ratio 7.4: 1

Rated output: 11.0 kW (15 PS) at 9000 rpm
Max. Torque: 11 Nm at 7500 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 40 mm,
Two-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, 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; 150/70 ZR 17
Pirelli Diablo tires tested

mass and weight
Wheelbase 1375 mm, steering head angle 65.0 degrees, caster 98 mm, spring travel f / r 120/134 mm, seat height * 780 mm, weight with a full tank * 145 kg, payload * 165 kg, tank capacity 14.0 liters.

Warranty: two years
Service intervals: every 6000 km
Colors: red, red / silver, black,
Black / silver, white
Performance variant 180 km / h
Price (incl.nk.) 5290 euros

Data Honda CBR 125 R

engine
Water-cooled, single-cylinder four-stroke engine, one overhead,
Chain-driven camshaft, two valves, rocker arm, wet sump lubrication, injection, Ø 30 mm, regulated catalytic converter, alternator 290 W, battery 12 V / 6 Ah, mechanically operated multi-plate oil bath clutch, six-speed gearbox, chain, secondary ratio 42:15.

Bore x stroke 58.0 x 47.2 mm
Cubic capacity 125 cm3
Compression ratio 11: 1

rated capacity
10.0 kW (14 hp) at 10,000 rpm
Max. Torque 11 Nm at 8250 rpm

landing gear
Bridge frame made of steel, telescopic fork, Ø 31 mm, two-arm swing arm made of steel, 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 x 17; 2.15 x 17
Tires 80 / 90-17; 100 / 80-17
Tires in the test IRC Eagle Grip

mass and weight
Wheelbase 1294 mm, steering head angle 65.0 degrees, caster 88 mm, spring travel f / h 109/120 mm, seat height * 790 mm, weight with a full tank * 124 kg, payload * 180 kg, tank capacity 10.0 liters.

Warranty: two years
Service intervals: every 4000 km
Colors: red, black, white / black, blue / white
Performance variant 80 km / h
Price (incl.nk.) 3160 euros

Data Kymco Quannon 125

engine
Air / oil-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, four valves, bucket tappets, wet sump lubrication, constant pressure carburetor,
Ø 28 mm, uncontrolled catalytic converter with secondary air system, alternator 150 W, battery 12 V / 7 Ah, mechanically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain, secondary ratio 42:15.

Bore x stroke 56.5 x 49.5 mm
Cubic capacity 124 cm3
Compression ratio 11.2: 1

Rated output: 9.6 kW (13 hp) at 10,000 rpm
Max. Torque: 10 Nm at 8000 rpm

landing gear
Bridge frame made of steel, telescopic fork, Ø 38 mm, two-arm swing arm made of steel, central spring strut, directly hinged, front disc brake, Ø 276 mm, double-piston floating caliper, rear disc brake, Ø 220 mm, double-piston floating caliper.

Cast aluminum wheels 2.50 x 17; 3.75 x 17
Tires 110 / 80-17; 140 / 70-17
Chen Shin tires tested

mass and weight
Wheelbase 1345 mm, steering head angle 65.0 degrees, caster 142 mm, suspension travel f / h 125/100 mm, seat height * 775 mm, weight with a full tank * 152 kg, load * 155 kg, tank capacity 13.5 liters.

Warranty: two years
Service intervals: every 5000 km
Colors: black / red, red / black
Performance variant: 80 km / h: parts free of charge
Price (incl.nk.) 2695 euros

Data Yamaha YZF-R 125

engine
Water-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four valves, rocker arm, injection, Ø 28 mm, regulated catalytic converter, 235 W alternator, 12 V / 6 Ah battery, mechanically operated multi-plate oil bath clutch, six-speed gearbox, chain, Secondary gear ratio 48:14.

Bore x stroke 52.0 x 58.6 mm
Cubic capacity 124 cm3
Compression ratio 11.2: 1

Rated output: 11.0 kW (15 PS) at 9000 rpm
Max. Torque: 12 Nm at 8000 rpm

landing gear
Bridge frame made of steel, telescopic fork, Ø 33 mm, two-arm swing arm made of aluminum, central spring strut with lever system, front disc brake, Ø 292 mm, double-piston floating caliper, rear disc brake, Ø 230 mm, single-piston floating caliper.

Cast aluminum wheels 2.75 x 17; 3.75 x 17

Tires 110 / 80-17; 130 / 70-17
Tires tested: Pirelli Sport Demon

mass and weight
Wheelbase 1355 mm, steering head angle 65.8 degrees, caster 86 mm, seat height * 830 mm, weight with a full tank * 141 kg, payload * 182 kg, tank capacity / reserve 13.8 / 1.2 liters.

Warranty: two years
Service intervals: every 6000 km
Colors: black / silver, blue, yellow, red and white
Performance variant: 80 km / h: 255 euros including installation
Price (incl.nk.) 3745 euros

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