2011 Aprilia RS4 125

Aprilia’s outgoing RS125 has been living on borrowed time. There was nothing wrong with its performance – with about 34bhp from 125cc, it was a fireball compared with most rivals – but its power advantage was a blast from the past. It was the last of the high-performance two-stroke motorcycles, which meant its power-to-weight ratio far exceeded any comparable four-stroke, as did its noxious emissions.

Aprilia shoehorned the RS125 through Euro 3 emissions regulations with a mix of strangulation and catalysts, but the more stringent Euro 4 standard spelt its downfall. Finally the unthinkable has happened: Europe’s most popular sports 125 (100,000 units manufactured) has been superseded by a four-stroke.
The new bike’s specification is impressive. The little single-cylinder engine has fuel injection, double overhead cams and four valves, but the output is governed by Europe-wide legal requirements for learners and peak power is just 15bhp – less than half its forebear’s.

The styling should cause more than a few stirrings among teenagers, however, with bodywork that’s so close to the look of the RSV4 superbike that at first glance you could easily mistake the 125 for a 1.0-litre machine – especially since one colour option is a replica of Max Biaggi’s Superbike World Championship winner.

Oddly, when you swing a leg over the 125, there’s more space than on the superbike, which is the tiniest and most cramped in its class – in contrast, the 125 is one of the largest of its type, on the perfectly reasonable assumption that youngsters old enough to ride it might be in their teens or early twenties, but they will be fully grown. The riding position is more upright than that of the RSV4 superbike and provides more legroom, so despite the sporting pretensions it’s a comfortable place to be.The RS4 isn’t quite the all-new bike Aprilia implies, however, because it’s closely based on sibling-brand Derbi’s GPR 125. The two share a frame and the engine is from the Derbi, too, with the injection replacing a carburettor and a new cylinder head and piston.

It goes well enough, propelling the sharp-steering chassis to an indicated 70mph or so, but you need to grab a handful of revs to stop it bogging down when you pull away. It also feels flat when you rev it past its 10,500rpm power peak, but it’s pretty strong in the mid range.


What you really need is Aprilia’s £700 race kit. It’s illegal for learners, but it’s worth considering once the test has been passed because it boosts power to a much-healthier 25bhp. It’s still not a patch on its two-stroke antecedent, but a lot livelier than the standard bike’s 15bhp.

I can’t comment on the precise package you’ll get from your Aprilia dealer because the test bikes on the track-only launch used costly, sticky Pirelli Supercorsa tyres in place of the usual Sava MC25 Bogart rubber from Slovenia, and the chassis was lightly tweaked to sharpen the steering.

I wish they wouldn’t do this, but I still think it’ll be one of the best-handling bikes in the sector.



Aprilia RS4 125
Price/on sale: From £3,999/now
Power/torque: 14.8bhp @ 10,500rpm/8.6lb ft @ 8,000rpm
Top speed: 70mph
Fuel tank/range: 3.2 gallons/270 miles
Verdict: Great for what it is but highlights the loss of the peppy two-stroke. The playing field is levelled by engine type and legislative power limits, so cheaper 125s will perform well, but the RS4’s handling and styling have an edge

2009 Yamaha yzf r125

Why’s it so important?

Okay, okay, it’s a tiddler and it wasn’t actually launched in 2009. But this year has seen a growth in sales of this bike in absolute parallel with the number of spotty would be ASBO recipients taking to two wheels instead of getting lashed on cheap cider and threatening little old ladies down the precinct. So thank Yamaha for that.

As kids, most of us here hankered after Yamaha RDs and DTs, dreaming of the day we could replace pedal power with the screaming resonance of pistons, thrashing up and down, belching out sweet-smelling two-stroke fumes, the blue haze a lingering airborne signature as we lived out our Wayne Rainey fantasies, complete with Marlboro paddock jacket billowing in the breeze. Of course nowadays we have to save the planet, so we’ve been left with strangulated four-strokes. Until the YZF-R125, the only other option was the fairly staid and somewhat wheezy Honda CBR125R, a bike that never quite lived up to teenage expectations in the same way the feisty Yamaha does.

There’s little wonder this bike has done so well. It’s a slimmed down R6 or R1, available as a pukka race replica in full Fiat Yamaha livery for the die-hard Rossi fan. It’s seriously stunning and it’s getting more seventeen-year-old backsides on bikes than we’ve seen in a long while. If the Yamaha YZF-R125 can play its part in ensuring a future generation of bikers over Vauxhall Corsa-driving halfwits with garish body kits and obscene stereo systems, then it will be a job well done.

The ride
Having been spoilt as a bike journalist for the last ten years, it would be easy to imagine that getting a go on this machine wouldn’t exactly excite me.

But you’d be wrong. Jumping on this bike in jeans and jacket and thrashing the pants off it round town takes me right back to my youth. Hell, even my riding gets worse as all I can think about is how fast I can make it go and whether or not I’m likely to pull Stephanie Miles from form 5B after she’s seen me outside the college gates leaning against my road rocket, coolly sucking on a Marlboro Light. As a thirty-five-year-old bloke with a mortgage and bills to pay, the Yamaha does things to me, takes me away to a special place, that place we all inhabited as a teenager, a world full of testosterone and devoid of responsibility.

It takes me a while to even remember that traffic laws still apply, that getting T-boned by the aforementioned Corsa driver is still a distinct possibility and that I’m not, as I certainly always thought as a youth, utterly invincible.

Pulling away on the little Yamaha requires a fair dose of revs to compete in the inner city traffic light GP, but once the elastic’s been wound up, the YZF-R really sings, lurching through a surprisingly slick gearbox as I desperately try to keep the revs above 6,000rpm. Once it’s there, it’s all about momentum. Slipstreaming becomes an all-important art – whether it’s another motorcycle or an elderly lady in a Nissan Micra makes no odds – forward motion must be maintained at all costs.

Unlike a few of its Fisher-Price competitors, there’s a real feeling of big bike quality to the Yamaha. Naturally, this is reflected in the price and at £3,699 for this plain blue version, you’re going to need to either deliver papers to half of the UK or have a pretty generous set of parents.

But you do get what you pay for. The suspension and brakes have a feel about them that lets you get on with carrying speed everywhere with confidence, in a way that even the least experienced rider can enjoy, all the while feeling like a MotoGP god, albeit one with serious acne and a penchant for alcopops and kebabs.
In the same way that the RD and DT induced the teenage trouser tent, twenty-five years on, the YZF-R125 is doing it all over again for Yamaha, bringing fresh blood to our wonderful world of motorcycling that until this year had fewer and fewer new members. And for that, we should be thankful.

This is the first proper Japanese 125 for ages, and it looks cracking. It goes like most other 125s, which isn’t so good, but if this spawns a new generation of tiddlers (bikes and riders) then this can only be a good thing.

FOR: Quality build, four-stroke reliability and good with kids
AGAINST: Crap steering lock, not exactly fast and looks faster than it is



2009 Yamaha YZF-R125 Specs:

Price: £3699
Top speed: 77mph
Engine: 124.66cc, 4 valves, liquid-cooled single
Bore and stroke: 52mm x 58.6mm
Compression ratio: 11.2:1
Power: 14bhp @ 9,000rpm
Torque: 9lb/ft @ 8,750rpm
Front suspension: Telescopic forks
Adjustment: None
Rear suspension: Monoshock
Adjustment: None
Front brakes: Twin-piston Brembo calipers, 292mm discs
Rear brake: Singe-piston Brembo caliper, 230mm disc
Wet weight: 138kg (304lbs)
Seat height: 818mm
Fuel capacity: 13.8 litres
Colour options: Red/Blue/Black

2011 Cagiva Mito 125 sp525

The Cagiva Mito is pretty equal with the Aprilia RS125 when it comes to power and performance, but the ace up it's sleeve is it's mini Ducati 916 styling.


The Cagiva Mito's handling is razor sharp, it pretty much goes where you think and the limit is the road and rider. In the right hands the Mito is an elbow-down scratcher and the focused riding position reflects this. The steering lock is poor too, so it's not the best bike to take your test on.


If you want Mito fun with a bit more practicality, consider the gorgeous naked version, the Cagiva Planet.


Most Cagiva Mito's will have been owned and thrashed by teenagers, so buy with caution. Make sure you get a full service history and that the bike has been run on quality 2-stroke oil. Build quality and electrics aren't up to much, so make sure you check up close and flick all the switches.

2011 Cagiva Mito 125
Price new: £3,999
Engine: l/c two-stroke single, 124cc
Power: 31bhp (derestricted)
Top speed: 101mph
Weight: 129kg

2012 Honda CBR 125R

The CBR name is synonymous with superb handling at any speed, and the new 2012 Honda CBR125R is no exception. Despite its slightly larger overall dimensions, the 2011 machine remains extraordinarily easy to handle, immediately giving new riders the confidence they need. Key to the CBR’s manoeuvrability is its riding position, which is designed around the low 793mm seat. The location of the handlebars and footpegs has been revised for improved control while maintaining outstanding rider comfort. Together with the contoured new fuel tank, which is bigger on the new machine for improved range, the result is an unmistakably sporty but easygoing riding position. The rider’s weight is distributed evenly, creating a posture that isn’t tiring to maintain and that doesn’t in any way restrict movement.

The 2012 Honda CBR125R boasts a competitively low kerb weight of just 136.9kg. This mass is distributed perfectly between the front and rear wheels in a 49:51 weight distribution, while the compact single-cylinder engine helps keep the centre of gravity low. The result is a machine that feels instantly manageable, regardless of a rider’s height or stature, so the rider feels completely in control.

The CBR125R’s dramatic new full fairing is more than a mere styling exercise. By providing protection from windblast, the fairing makes the rider more comfortable, particularly over long-distance journeys that can punish riders of Naked machines. The fairing also features a powerful one-piece headlight and bright taillight for superb visibility at night.

Digital instrumentation is now commonplace on large-capacity machines. For 2012 the Honda CBR125R underlines its big-bike credentials by adopting this technology. The result is a thoroughly modern rider’s eye-view, with speed, engine revs and engine temperature all visible at a glance. The display also includes a six-segment fuel gauge, a clock and an odometer/trip meter. Grab handles on either side of the rear seat provide the sense of security so crucial to passenger comfort, leaving rider and pillion free to enjoy the ride.


As you’d expect of a machine with aspirations well beyond its modest engine size, the 2012 CBR125R has an all-new full fairing cowl. The aggressive yet sophisticated new look is typically CBR, with clean lines inspired by 600cc and 1000cc Supersports machines but developed into a unique style such as the VFR1200 has. The new single headlight design sets the tone for the rest of the fairing, being both original in shape and suggestive of much more expensive motorcycles. From there the fairing quickly tapers rearward to a slim and sporty tail unit. Since the compact new exhaust system finishes ahead of the rear axle, the back of the machine appears to float above the purposefully wide new rear tyre, creating a dynamic forward-biased silhouette.

Colouring concept
Terra Silver Metallic SE
Perfect for fooling bystanders into thinking they’re looking at a middleweight motorcycle and not a 125, the silver metallic colour option works brilliantly with the new CBR125R’s sophisticated lines.

Asteroid Black Metallic
Another classy metallic paint option, this menacing colour sits perfectly with the CBR125R’s new, more mature feel – a serious colour for a machine that means business.

Engine and Transmission
Like the previous CBR125R, the 2012 model uses a powerful single-cylinder liquid-cooled engine. The single-cylinder configuration boasts many advantages over a twin-cylinder engine of the same capacity, most noticeably lighter weight, smaller dimensions, improved fuel economy and mechanical simplicity. Developing peak power at just 8000rpm, the CBR125R has the performance to make every ride a joy, whether it’s commuting to work or college or riding open roads for the sheer thrill of it.

Honda’s advanced PGM-FI system is key to the CBR125R’s clean-revving and manageable performance. The system’s Electronic Control Unit works with the electronic ignition to provide exactly the right fuel/air mix to the cylinder for any given combination of throttle position and engine revs. The result is a smooth power curve delivered with the accuracy and predictability needed to breed rider confidence. New FI settings also make the engine more fuel efficient. The 2011 CBR125R uses a mechanically actuated clutch for fine control and a light feel at the clutch lever. The transmission’s six ratios complement the engine’s flexible power delivery perfectly, giving the CBR125R the performance young riders demand.

Few engines in motorcycling are more rugged or affordable to run than the CBR125R’s liquid-cooled single. The electric start means the machine is ready to go at the push of a button, while its outstanding efficiency means superb fuel economy, delivering an impressive range from the slim and compact 13-litre fuel tank. Because the fuel tank can be smaller for a given range, in turn this helps create a lighter and more compact motorcycle. The superb fuel economy betters the previous model thanks to a revised final drive ratio and new fuel injection settings. The new bike is also easier to look after – for 2011 the filter that supplies clean fuel to the fuel injection system has been moved outside the fuel tank to make maintenance simpler.

The 2011 CBR125R features a new exhaust system incorporating an oxygen sensor and a Tri-metal catalytic converter. The catalyser all but eliminates the emission of polluting hydrocarbons, carbon monoxide and nitrous oxides, ensuring the CBR125R easily complies with emissions legislation. Emissions
are further reduced at source by the PGM-FI system, which analyses the exhaust gases via the oxygen sensor to maintain the air/fuel ratio at the ideal for clean combustion. The exhaust system is made of stainless steel so it has excellent resistance to corrosion.

Chassis
Lightweight Frame
The Honda CBR125R uses a lightweight pentagonal-section steel twin-spar frame. The design is a proven one, linking the critical areas of the headstock and the swingarm pivot point using a straight and unbroken spar on both sides of the engine. The design delivers the rigidity required of a sportsbike frame while also being light and compact.

Sporty, User-Friendly Geometry
The chassis feel of the CBR125R treads a line between the swift responses required of a Supersports machine and the reassuring predictability that develops rider confidence. The wheelbase is one of the shortest in its class at just 1313mm, ensuring the CBR125R flicks through bends with a fluidity and grace none of its rivals can match. However a trail figure of 90mm means this thrilling agility never threatens to cause instability. In short the CBR125R is ready for anything, from super-smooth open roads to the trafficpacked and bumpy challenge of the city.

Sophisticated Suspension
Control and a superb ride feel are guaranteed by the CBR125R’s premium suspension components. The front wheel is controlled by a 31mm hydraulic telescopic fork, while the rear tubular steel swingarm mounts to a Monoshock for sporty control and exceptional comfort. While in its element on the kind of smooth and twisting roads Supersports machines of all sizes revel in, the CBR125R also has the chassis sophistication to remain stable and comfortable on the roughest back roads.

In line with the new brief, the 2012 CBR125R uses tyres and wheels of a size more commonly associated with the 250cc class. The lightweight new 100/80-17 front and 130/70-17 rear cast wheels use a striking five-spoke design and bring both stability and increased grip. They also underline the CBR125R’s full-sized credentials – this is a serious motorcycle. They are slowed by equally impressive braking systems, with powerful disc brakes front and rear. The front brake uses a 276mm disc gripped by a twin-piston caliper, while at the rear a 220mm disc and single-piston caliper offer the accuracy and feel that make low-speed manoeuvres easy.

2012 Kymco KR Sport 125

The first thing that strikes you about this 125 is the looks; they’re stylish, eye catching, sharp and bang up to date! They make the bike look like a far bigger capacity machine. Its true size is only given away by the small power plant. The bike really does have super sports dimensions and looks. I parked the bike up on test in a busy touristy town centre and loads of people asked me what the bike was and most were surprised when I told them its was KYMCO 125. They all thought it was a mid range Japanese super sport, I’m certain this will give the bike massive street appeal and road presence.

The bike doesn’t just look big, it is big, it easily accommodated my 6ft 3” frame, I was amazed.
KYMCO are a major Taiwanese manufacturer of motorcycles and scooters and with Honda having a major share of the company for many years, the Honda influence, really shines through on this 125. I’m sure some styling clues have been taken from Honda’s CBR 125, certainly the quality has. This bike is almost over engineered for its somewhat small power plant. Its huge single beam frame is far sturdier than the maximum 12.9bhp power out put requires. This over engineering continues to the large ventilated single discs front and rear, with twin pot calliper and the front and single on the rear. These stop the bike effectively and safely, though we’re not talking about slowing it down from super sport speeds. Claimed top speed is 75 mph and it only weighs a mere 141 kg, so the brakes are not being over stretched!
The super sports styling and high quality continues throughout this machine, from the full aerodynamic fairing, the raked screen, the twin headlights, white glass indicators, sculpted tank to the semi-prone riding position, all adding to the super sports illusion.


The eye catching instrumentation

Particularly eye catching is the instrumentation, the KR Sports has white faced rev counter with red and black figuring, which makes them very clear to read, additionally the bike also has a big clear digital speedo, digital fuel gauge, odometer and clock.

Super sport looks for the KYMCO KR Sport 125
The KR Sports has hydraulic forks up front and rear adjustable monoshock (with eye catching red spring) and sits on painted 5 spoke alloy wheels which are shod with Cheng Shin tyres. I wasn’t expecting great things from the handling, but was again surprised. Within the limits of the power available this 125 has razor sharp handling with a taut and firm ride. Obviously the light weight helps, but the bike is also very planted and not easily thrown off line. The Cheng Shin tyres for the most part provide excellent grip even on gravel strewn country back roads, not a surface I’d recommend riding on generally. The light weight means the KR Sports can be flicked through corners, like the super sport bike it pretends to be.

This lightness of action is complemented by the light action clutch and sweet 5 speed gearbox, both of which enabled rapid and smooth gear changing; though, out on the open road it was quickly up through the box to fifth to make the most of the available speed.

Disappointingly the KR Sport only produces 12.9bhp at 10,000 RPM from its free revving single air/oil cooled engine, which is almost 2bhp short of the legal maximum for a learner. This does somewhat blunt the ultimate performance in that the bike tops out at 75mph, but for many learners this will be more then fast enough. It was really on hilly roads that I noticed this most, when it meant keeping the bike near the 8,000 RPM redline in fourth, rather than changing up into fifth, to get the bike to haul my weight up the hill, obviously a svelte light weight youngster would have less of an issue. The engine can be come a little buzzy as revs approach the red line but for the most part it’s fairly smooth.


Twisty roads is where the KR Sport 125 excels
However riding twisty roads is where the KR Sport really excels, its lightness and good handling enables quick changes of direction and spirited cornering to be easily achieved, which make one easily forget the bikes modest power output.
Because of the bikes large dimensions its is surprisingly comfortable, even with the semi prone riding position, it was really only the squab seat which after a couple of hours riding lacked a little in the support department. But I doubt this sort of bike will be used for touring.

Top Choice
The KR Sports is very easy to ride with its excellent handling, good brakes and lightness of controls it will makes an ideal first learner legal machine. Overall it is hard to fault the KR Sport and it should give the more firmly established Japanese choices a really serious challenge.



Top speed                                  75mph (120km/h)
Cylinder Capacity                       124
Cooling                                      Oil & Air
Max Power                                9.6Kw at 100,00 rpm
Max Torque                               9.9Nm at 8000 rpm
Wheelbase                                 1345mm
Height                                        1160mm
Width                                         710mm
Length                                        2080mm
Net Weight                                 141Kg
Seat Height                                 780mm

2010 Derbi GPR 125 4T 4V

Derbi is still a leading brand at the world-level for its ability to offer to young-at-heart riders that go beyond the expectations of even the most demanding riders. It also has an image, high technology, and performance that have rarely been seen before in the 125cc 4-stroke category.

Starting with the new engine, designed specifically by Piaggio and Derbi, the Spanish brand expands its offer adding a new motorcycle that raises the 125cc category to a dimension that has never been known before. Inheriting the GPR name from the previous 2-stroke range, the benchmark for high range sports bikes, Derbi is once again on the cutting edge of the category.

With a maximum power of 15 horsepower at 9,250 rpm (which is precisely the limit established by the new standard), this innovative engine offers unique performances in its category--not only at high speeds, but also as regards to exploitable power ranges, reduced vibrations when idling and high component reliability.
It is a 4-stroke single-cylinder engine with a liquid cooling, a 30mm carburetor, DOHC, four valves, and a 6-speed gearbox. This engine also has the added advantages of being lightweight and externally compact in size, thanks to the dry crankcase lubrication system that allows for an extremely high level chassis.

The Derbi GPR offers the most expert and demanding younger riders a design concept and the technology of high engine displacement superbikes; this gives them the chance to have the bike of their dreams without having to wait to be adult. This target, reached by Derbi and never exceeded by any other brand, led to considerable responsibility when the models evolved.

The most spectacular component of the GPR 125 is undoubtedly the new dual-beam die-cast aluminum chassis. It is made with two pieces joined by the steering column, which ensures great freedom in terms of design, more compact shapes and great rigidity. Just as fascinating and efficient is the rear asymmetrical suspension arm, in line with most advanced trends of high engine displacement super sports motorcycles.
Front suspension boasts a strong Paioli 41mm upside-down fork, red-anodized triple clamps, and 4.3 inches travel; the rear suspension boasts an Ollé single shock absorber system fixed directly to the fork. The front braking system is a single 300 mm diameter disc with four-piston radial caliper, supported by a 220 mm diameter disc with two-piston caliper setup in the rear.

Notwithstanding the highly sporty characteristics, the ease of on-board control was strongly considered right from the beginning, when designing the new Derbi GPR 125 4S, not forgetting that this is a motorcycle to use every day.

Hence its ergonomics is the result of lengthy research, with a satisfying while rather unusual balance between comfort, control and agility. The same can be said for the complete digital instrument panel, with its decidedly innovative design inspired by MotoGP with a modern blue backlit display.

The bike reflects all the spirit of Derbi's mythical Balas Rojas. The chassis shows off sinuous and stylized lines that start from the mean-looking front with a powerful, integrated double headlight assembly (with LED front daylight running light), continuing in the tank/saddle unit creating a continuous line with the sides of the fairing, and ending in the raised tail which also includes the passenger seat (with removable footpegs) and a rear light that exploits the LED technology. The design of the burnished 12-spoke 17" rims gives an even more sporty character to the bike.

One last detail underlines the high level of finish of the new GPR: the exhaust that is strongly inspired by the MotoGP, completely integrated in the bottom of the fairing. A solution that is not just fascinating from a design point of view, but it also has a strong influence on the bike's handling, thanks to an even more reduced centre of gravity.



2010 Derbi GPR 125 4T 4V specifications:

Cubic 4Stroke 4V Euro 3
Bore x stroke: 58×47 mm
Displacement 124.2 cc
The carburetor fuel Ø30
Coolant
From the electric starter
Compression ratio 12:01
Unleaded fuel
Lubrication system oil pump mechanical
Multi-plate clutch
6-speed transmission
Front suspension Ø40 mm upside down fork 110 mm travel
Monoshock rear suspension, 120 mm wheel travel
Front brake disc Ø300 mm. Radial caliper
Ø218 mm rear disc brake. floating caliper
Tires Front: 110/70×17 “Rear: 130/70 x 17″
Maximum length 1977 mm
Maximum width of 795 mm
Wheelbase 1,355 mm
Seat height 800 mm
Fuel tank 14 L
Weight 120 kg

2012 Megelli Sportbike 125r

In Europe, 125cc bikes and scooters are possibly more prevalent than the 600cc+ bikes we’ve grown accustomed to seeing in the United States.

Due in part to the cost of insurance and fuel, as well as cultural difference, we’ll have to look over the latest creations from British firm Megelli, and know this is a line of motorcycles we’ll unfortunately never get to feast our eyes upon in person.

You’d think they were Italian with a name like Megelli Motorcyles Ltd, but located in the Northern England town of Lincoln, Megelli is all Brit…bad teeth included. Their creations share the same chassis and 4-stroke motor, and are simply the named the 125r, 125s, and 125m, for the respective Sport, Naked, and Supermoto versions of bike.

While we don’t like the fact that the bikes only put out about 11hp (these aren’t 2-strokes remember), but we do like the fact the bike only weigh 242lbs. The real strength of Megelli though, is the style and price point.

The body and chassis work on the 125r is probably some of the best designing we’ve seen in a while, especially for a firm that doesn’t make its home in a boot shaped country.

The Megelli range won’t break the wallet like some Italian brands will. With prices coming between €2800-€3100 ($3,900-$4,400 USD at current currency exchange rates), the bikes could pose a nice alternative for first time buyers who don’t want to learn to ride on a clunker.




Engine Specification


Cylinders                                                      Single Cylinder Ceramic Coated
Bore x Stroke (mm)                                      56.5 x 49.5
Displacement (cc)                                         124.1
Compression Ratio                                       10:1
Compressor (kgf/cm2)                                  12+-2
Carburettor Type                                          Mikuni
Idle Speed (RPM)                                        1400 +-100
Valve Train                                                   SOHC
Max Power (Hp/RPM)                                 11/8500
Max Torque (Nm/RPM)                               9.0/7500
Lubrication System:                                       Forced & Wet Sump
Fuel Grade:                                                   Unleaded
Clutch:                                                          Wet Type & Multi Plates
Trans:                                                            5 Speed Gear Change
Gear Shift Pattern:                                         1-N-2-3-4-5
Ignition System:                                             C.D.I
Starter System:                                              Electrical Start

2010 Aprilia RS 125

It's not too often that I practice my 'race' starts on public roads, but that's the type of spell that a machine like the Aprilia RS125 can have on you.

The little two-stroke is an absolute ball tearer, as I was reminded of this afternoon when I took it for a blast through the Royal National Park in Sydney - my first interaction in years with the machine that has become the standard bearer for all 125cc two-stroke sportsbikes.

Since my last contact, the RS125 has become even more refined - the engine meets Euro 3 emission standards for a start - and now Aprilia has released a limited-edition version with the same livery as Max Biaggi's RSV4 Factory world superbike machine.

Only 50 of the 'Max' bikes will make it Down Under, retailing for $8990, $1000 over the standard RS125.

As well as the bullet-proof Rotax liquid-cooled engine, fed by a Dell'Orto 28mm carburetor, the RS125 has a beautifully finished cast alumium-alloy twin-spar frame, USD forks, radial brakes, and a number of style pieces from the RSV1000 V-twin sportsbikes - fairings, wheels, yokes et al.

That cocktail has fun written all over it, which is why I took every opportunity - normally when I was being held up by other vehicles -- to stop, survey the scene, and then dump the clutch in yet another 'GP' start.

But it's not just fun to launch off the line: it's a bona-fide sportsbike in its own right. And we'll tell you why when the full test appears on the Bikesales Network next week.


SPECS RS125

Engine: Liquid-cooled, single-cylinder two-stroke. Aluminium cylinder with Nikasil-coated liner. Read valve intake. Separate lubrication. Homologated to Euro 3 standards
Bore x stroke: 54mm x 54.5mm
Displacement: 124.8cc
Compression ratio: 12.5 ± 0.5:1
Carburetor: Dell'Orto VHST 28
Ignition: Electronic CDI ignition
Starting: Electric
Lubrication: Separate mixing with variable displacement, volumetric pump
Final drive: Chain: 17/40 (2.35)
Clutch: Multi-plate in oil bath
Frame: Sloping twin-spar frame in thin wall box section cast aluminium, with reinforcement cross-ribbing
Front suspension: USD 40mm forks. Wheel travel 120mm
Rear suspension: Swingarm with asymmetric members in thin wall box section cast aluminium. Hydraulic monoshock with adjustable spring preload. Wheel travel 120mm
Brakes: Front -- Floating 320 mm disc. Radial caliper with four differential diameter pistons, 32mm - 27mm. Rear -- Single 220 mm disc. Caliper with dual 30mm pistons
Wheels: Aluminium alloy
Tyres: Tubeless radial. Front 110/70-17; rear 150/60-17
Overall length: 1955 mm
Overall width (at handlebars): 720mm
Overall height (at windshield): 1100 mm
Seat height: 805mm
Wheelbase: 1345 mm
Fuel capacity: 14lt (3.5lt reserve)

2001 Honda NSR 125

The Honda NSR125 is a watercooled single cylinder machine. It has a full fairing to keep the wind aerodynamic, however it is for me a good looking machine. I knew what I exactly required when I looked in on my friend and his bike. Hence, I am reviewing the Honda NSR125.

The Look
It's had white plastic bodywork with silver controls, black buttons on the handlebars, and a blue display screen on the instrument panel. I liked that clearly. It's got many buttons on the front of the handle bars - on-off switch, stop clutch/brake levers, speedo, revcounter etc.
The seat is a black with silver inserts.
The machine itself does have a kick starter. It's also got locking fuel tank, alloy wheels, helmet lock, indicators, and rear seat foot pegs. This is very useful - you have added a passenger getting free travel. It can be crunch, but it must be good, for two people can go to work on it.

Weight
As for the weight, it is not going to be a concern for anyone, I can tell you that. It's very light compared to any other company's models, and other Honda products. The weight comes in at 300lbs, and is so light that anyone can move it. It could be pushed very easily, and picked up should it fall over, by most anybody.

Ease of Use
It's has a very simple to use. That's a good point compared to some. It is easy to drive as it has a light easy gear change, and limited power, which mean it is a very easy machine to use.
It has 2 stroke oil, which is topped up with the petrol at 70mpg. It is good - it will easily do 70mph. The motor is not even trying as it is restricted due to government laws. Unrestricted it is twice as powerful, so it is only doing a very low revolution per minute when flat out. It is 12hp, but very big horses, like cart horses, not donkeys or ponies.
Another point is the ease of starting the electric motor, which is inside the engine and works first time every time. The seat is small, but comfortable for most people.

Consumables
As it's highly economic to buy, then the fact is that I have used it for two months now, and it has lasted me this time with no problems at all. Lots of factors are involved in this scenario - it has a low watt motor, so is very restricted, and is using the power of 1/2 the unrestricted engine. It has done 10K miles at no expense to me, only petrol and 2 stroke oil.

Durability
It's made from strong plastic with bits of metal and a flexible plastic rubber mixture, so it is highly durable, and I have tested this many times while dropping it. While doing some cleaning, I knocked the bike, but I called the repair shop, then repaired it myself. When fiddling with it, it does not involve any problems. Nothing happened much, it is nothing remarkable.

Advantages
It driving quality and feature are excellent for my limited needs. No 'WOW' factor, but the sound has a 'WOW' factor and I can recommend the extra feature of sound. It is so clear and bright to hear as it rev's around town. So handy, so useful, I can play on it as well as use it as a commuting machine. I am not at all able to complain about anything. It is then highly durable and economic to use. I do know where it is made (Japan), so it is very good quality.

Disadvantages
As it does have a restricted motor, it is not for motorways or long distance riding! Small and light is OK, if you are small and light, otherwise it will be uncomfortable.

Overall
Small, light and reliable, a good product to be of interest to learners, commuters and those wanting a small machine. It is excellent at what it does.



Honda NSR Specs

Liquid cooled two stroke single
124.8 cc
bore:54 stroke: 54.5mm
compression ratio: 6.8:1,
max. power: 26.5@94000 rpm (DIN) (18.5kW),
Max. Torque: 1.95kg-m/ 9500rpm.
6 speed gearbox,
capacitatr discharge (CDI) ignition system,
manual transmission,
electric starter.
Weight:132kg,
wheelbase: 1345mm,
seat height: 800mm,
35mm telescopic fork, travel, 118mm axal,
rear suspension: pro link swingarm, 125mm axal, travel,
6 spoke cast aluminium wheels,
tyres: 100/80 1752T, 130/70 17 62T,
front brake: 318 x 4mm hydraulic disc with dual piston capiliar,
Rear brake: 220 x 4mm nydraulic disc with single piston capiliar.
Fuel capacity of 13 litres with 2 litre reserve.
Performance (derestricted): 100.2 mph, 73mph (restricted to 12bhp), 15.65@85.7 s/s , 47.5 mpg.

2009 Hyosung GT 125r

Hyosung GT 125 is excellent value for money and the R version provides similar looking fairing and USD front end. There is another version which comes with 125CC V-Twin engine that uses high quality chassis, but is quite heavy and expensive for a learner bike.

Engine:
Hyosung GT 125 comes with 8-valve DOHC V-Twin engine which is similar to the design of Suzuki.

Handling and Ride:
Most of the customers will not be able to afford Hyosung GT 125 as it is quite expensive in its class and the gas charged monoshocks and USD forks make this bike a bit heavy.

Equipments:
The Hyosung GT 125 comes with standard features like good sized saddle, dual front discs like R model, optional race and tinted screen, fuel gauge, digital dashboard and upside down forks. The 125 features same graphics with V-Twin engine which makes this motorcycle a proper bike.

Reliability and Quality:
Hyosung is really making some qualitative and reliable engines and one of the examples is Hyosung GT 125. These bikes are getting more durable and popular as they come with Suzuki based designed engines.

Value:
The Hyosung GT 125 is available for the price of £1695, which is a bit cheaper as compared to other Hyosung bikes that come with 125CC engines.

Triumph Daytona 675 (2006-2008) Triumph Daytona 675 (2006-2008)

The Triumph Daytona 675 has put Hinckley firm back on the shortlist of many UK sports motorcycle riders, who previously rated the 600 and 650 Daytona models as being OK, but no real alternative to a Japanese four cylinder 600cc sportbikes. Silky, compact handling, allied to kick-ass engine power and a howling exhaust note, make the Triumph Daytona 675 a real winner on the road, or track.

Engine

The Triumph Daytona 675's three cylinder engine is a masterpiece of compact simplicity and features a stacked gearbox, close ratio gearbox and high compression ratio of 12.6:1 – all of which adds up to giving the Triumph Daytona 675 a claimed 123bhp of throaty fun. The most impressive thing about the motorcycle is its broad spread of power and excellent fuelling system – a previous failing on some Hinckley sportbikes.

Ride and Handling

The Triumph Daytona 675's narrow chassis, featuring frame spars set atop of the motor, rather than along the sides of the cylinders, gives you the impression you could be riding a grey import 400cc class motorcycle. USD forks and a firm monoshock keep you focused on the delightful business of going fast aboard the 675, which is very easy to do. In a word, it is accomplished.


Equipment

There’s a factory race exhaust and matching engine re-map kit available for the Triumph Daytona 675 and details like the classy instrument cluster make the motorcycle feel a cut above some other 600 sportsbikes. There is a pillion perch fitted, albeit a bit precarious, but one feature the Triumph Daytona 675 lacks is the fashionable slipper clutch.

Quality and Reliability

The build quality looks excellent on the Triumph Daytona 675 and the gold and grey paint schemes seem to have gone down well with UK bikers, seeking an alternative to more garish colours. It will take a few years of sales to gauge if the Triumph Daytona 675 has a truly tough engineering DNA under its sleek fairing panels.

Model History

2006: Triumph Daytona 675 launched.

Yamaha YZF-R6 (2004-2005)

For a supersports machine that’s as easy to ride to the shops as it is round Donington Park the 2005 Yamaha YZF-R6 comes close to spot-on. Launched as a rearguard action while the factory prepared their dinky, ride-by-wire ’06 hottie, this older version of the Yamaha YZF-R6 still comes with toys like radial brakes and is seriously underrated.


Engine

The ’05 Yamaha YZF-R6 comes with better mid-range than previous models and it spins up more quickly, too, thanks to bigger throttle bodies and an improved engine map. The Yamaha YZF-R6's 16v, DOHC motor is just as frenetic as ever, but around town there’s loads more flexibility than before. The Yamaha YZF-R6 gearbox is as stiff as ever, though.

Ride and Handling

Thanks to the upside-down forks, stiffer chassis and radial brakes the Yamaha YZF-R6's handling is better than ever. The Yamaha YZF-R6's suspension works very well, with plenty of adjustment available to help you dial in your riding style. It’s not too cramped, but anyone over six foot tall is going to struggle to stay comfortable for long on the Yamaha YZF-R6 and the low screen is rubbish at distance work.

Equipment

There’s an ignition-based immobiliser, programmable shift light and radial brakes and master cylinder as standard. A steering damper would make a better first buy for your Yamaha YZF-R6 than any race pipe.

Quality and Reliability

Yamaha’s build quality is very good, and with a massive 6000 miles between services you’ll spend more time (and less money) riding the Yamaha YZF-R6 than servicing it.

Kawasaki ZX-6R (1998-1999)

With its genuine 163mph top speed, six-piston brakes, low’ish insurance group and evil induction noise the Kawasaki ZX-6R G-series is the bike that overnight made the 750cc superbikes look superfluous. Even today it’s still considered a capable performer, though the suspension and stoppers will doubtless welcome a fettle.

Engine

The Kawasaki ZX-6R's DOHC in-line four sounds better with each passing degree of the tacho’s sweep – all the way up to its glorious 14,000rpm redline – as the twin ram-air tubes resonate with the cold fury of quickly shovelled speed. It’s based on the older F-series engine, albeit with revised cams and new 36mm carbs. Carbs that, just like old one, suffer from icing on cold, damp mornings. Pass the Silkolene ProFST, Cyril.

Ride and Handling

If the Kawasaki ZX-6R's motor begs to be caned, then the chassis begs you to use it. It’s sporty yet comfy, precise but not flighty and roomy but not baggy. It’s a brilliant blend of real world practicality and trackside intent. The six-piston brakes aren’t as harsh as the older ZX-6R’s fours and can be improved with pads for the ZX-9R. The suspension and brakes will need refreshing by now to get the best from the package. Budget on around £200-£300 to do the job properly.

Equipment

With the Kawasaki ZX-6R you don’t get a hugger or centrestand. You do get a pillion seat that’s not a dirty joke, and a digital display for water temp, trips and clock, though.

Quality and Reliability

The Kawasaki ZX-6R's finish is good, but ride your ZX-6R through a winter or keep it outside and it quickly palls with corrosion setting in around the shock if you don’t add a hugger. Electrics can suffer, too, so be generous with the WD40. 1998: Supersedes the ZX-6R F-series. Gains cartridge forks, semi-downdraught carbs and revised frame and motor. 2000: G-series superseded by J-series ZX-6R (new singarm, revised shock, engine and gearbox improvements).

Model History

1998: Supersedes the ZX-6R F-series. Gains cartridge forks, semi-downdraught carbs and revised frame and motor.
2000: G-series superseded by J-series ZX-6R (new singarm, revised shock, engine and gearbox improvements).

Kawasaki ZX-6R (2000-2002)

Kawasaki’s new-for-2000 ZX-6R got a new swingarm, a revised rear shock and engine internals and a facelift – not good enough to compete with Yamaha’s stunning R6 on the track nor Honda’s new ally-framed CBR600 on the road. In 2002 it got a beefier 636cc motor, which made it a much improved road tool.

Engine

The Kawasaki ZX-6R's carb-fed, 16v four cylinder motor still sounds mega, with the gruff airbox roar that makes caning these Kawasakis so addictive. It’s fast, too, ripping to over 160mph out of the box. But the icing on the cake is its flexibility – it’s hard to believe it’s packing just 599cc. The gearbox should behave itself – if it’s less than slick and positive try another bike. In 2002 essentially the same bike was released with a 636cc motor bringing even more road-friendly performance.

Ride and Handling

Thankfully Kawasaki introduced suspension grease nipples on the J-series ZX-6Rs, so the shock has a better chance of retaining some of its performance than previous efforts. The revised geometry makes for improved cornering and the machine feels considerably lighter than before.

Equipment

The fuel tap (hard to find and hard to operate on the move), screen brace, and analogue clocks date the Kawasaki ZX-6R Js. On a positive note the mirrors are excellent, the pillion seat works for about 60 miles and the lights are bright.

Quality and Reliability

Corrosion is the Kawasaki ZX-6R's biggest bugbear. If the bike you’re looking at’s been garaged and pampered it should be fine. If left to the elements the finish quickly dulls, the paint on the brake calipers can flake off and the shock’s performance suffers as it gets shotblasted by road crud without a hugger.

Model History

2000: Kawasaki ZX-6R introduced.
2000: Supercedes G-series ZX-6R with a new singarm, revised shock, engine and gearbox improvements.
2002: Model essentially re-released with a bog-bore 636cc motor. It claimed 116bhp and 52ft lb of torque.

Ducati 749 (2003-2007)

Preferred by some to the Ducati 999, and for good reason. The Ducati 749 is a cheaper motorcycle new or used, plus the smaller engine makes just the right amount of power for the chassis in certain road riding situations. The Ducati 749 has a kind of balance, an addictive precision, in its steering, acceleration and braking that makes it a machine that surprises riders with its understated ability.


Engine

Early 2003 and 2004 versions of the basic Ducati 749 lack power – it’s nowhere near, say a Suzuki GSX-R600, on a long open circuit. The Ducati 749S had the 116bhp Testastretta motor from 2005, but you're still gonna get your butt kicked by a Suzuki GSX-R750. For all its exotic chassis detailing, the Ducati 749R still lacks some serious high rpm punch when matched against sporty 600cc motorcycles with four cylinders, or even beautifully grunty Triumph Daytona 675 triple.



Ride and Handling

In a nutshell, if you can afford the deeply wonderful Ducati 749R version, get one. It handles with an arrow-like precision, and a decently quick rider can feel like Troy Bayliss. With adjustable steering angle, a WSS designed swingarm, Ohlins suspension and 4 pot radial calipers, the Ducati 749R feels like a totally different animal from the entry level motorcycle, although many a used Ducati 749 Dark may well have some chassis tweaks on it to improve the overall handling and ride quality.

Equipment

£14K Ducati 749R apart, the Ducati 749 range is somewhat basic. The Ducati 749 range comes with an immobilser as standard, plus the usual oil/temp warning lights and that's about it. Of course, there is a vast array of factory Ducati extras available for this motorcycle.

Quality and Reliability

Early Ducati 749s are not quite as reliable as later motorcycles. Like all Ducatis it needs quality, regular servicing (although most have). 2004 onwards saw a new electrical system plus a new management chip which eliminated the tickover stalling problem this motorcycle suffered with.

Model History

2003: Ducati 749 launched.
2004:  All Ducati 749 models have improved electrics, reshaped fairing sections, new engine management/fuelling chip, higher compression engine with bigger valves.
2005: Ducati 749S model gets 116bhp Testastretta motor from the old R version - R model has tweaks to boost claimed power to 121bhp.
2006: Detail changes to clutch mechanism on Ducati 749 Dark and Ducati 749S versions.
2007: Model discontinued.

Triumph Daytona 600/650 (2003-2005)

The Triumph Daytona 600/650 is lighter, smoother, faster and infinitely prettier than the TT600. What’s more, Bruce Anstey won the Junior TT on one in 2003 which goes to show what improvements Triumph made to their 600cc sports middleweight contender. The Triumph Daytona 600/650 is a beauty: an involved ride with excellent handling, amazing brakes and it’s good value.



Engine

After the injection problems that let the TT600 down, the Triumph Daytona 600/650's Keihin system’s brand new. And it’s much better. There’s still a bit of a flat spot in the midrange, but it’s not dire, and the bulk of the Triumph Daytona 600/650's power is still very much up top but, in all, the power band’s wide, accessible for most riders and comes with smooth delivery.


Ride and Handing


Taking the excellent handling and brakes from its predecessor, the Triumph Daytona 600/650’s road manners are hard to fault. Suspension’s a treat too: sharp enough for the track yet smooth enough to deal with any potholes. The gearbox is a bit snatchy, though. Comfort’s better than you’d expect given the Triumph Daytona 600/650's bigger (for a sports 600) dimensions.


Equipment


The Triumph Daytona 600/650 dash includes a digital speedo, clock and trips, analogue rev counter and a fuel light. Head lamp and mirrors are good but pillions will suffer on a high perch with no grabrail. A seat cowl’s included with the bike. The Triumph Daytona 600/650 screen’s pretty low and won’t provide much protection on the motorway.



Quality and Reliability


With a selection of decent components, the Triumph Daytona 600/650’s beautifully put together. Show it some bad weather and it’ll suffer a bit, however, with extremities suffering early corrosion. The paint’s not great either. Triumph Daytona 600/650 mechanical parts are sound though.


Model history


2003: Triumph Daytona 600 takes over where the TT600 left off… But with better results. Morphed in to the Triumph Daytona 650 in 2004 (see Other Versions).

Yamaha YZF-R6 (1998-2003)

Hardcore, know the score. The Yamaha YZF-R6 is a sexy uber-capable track bike that works on the road too. It caught the 600 race rep class napping and nothing came close until Suzuki launched its 2001 GSX-R600 – that’s a long time to rule the 600 roost and shows just how good the original Yamaha YZF-R6 was.


Engine 
The Yamaha YZF-R6 loves to rev – a 15,500 rpm redline was high for the time. And it’s powerful. 160mph fast doesn’t sound amazing in these days of 180+mph bikes but unleashing the Yamaha YZF-R6's 108bhp certainly feels pretty special. The midrange is surprisingly meaty too although the top end rush hides it. The gearbox isn’t the smoothest but it’s at least a match for most Hondas.


Ride and Handing
Light, rapid steering and hard to fault on the track – ultimately the Yamaha YZF-R6's pegs will touch down but that takes some doing. The bars will waggle under power but the Yamaha YZF-R6 is a fast steering track bike so that’s to be expected. It can’t quite match the composition and easy turn in of the latest supersport 600s but it’s a small difference – chassis wear will be more significant on most machines.


Equipment
Sports bikes don’t have to be crippling and impractical. And the Yamaha YZF-R6 is neither. The riding position’s pretty reasonable – touring’s possible although the seat could benefit from a gel insert. The Yamaha YZF-R6's instruments are comprehensive for the era and include an extra trip meter triggered by the fuel reserve. Above average underseat storgage, good headlights, passable mirrors.


Quality and Reliability
The Yamaha YZF-R6's finish is a mixed bag. Plenty of major parts resist the rigors of rain and salt well. But a few smaller parts let the Yamaha YZF-R6 down. Bolts, brackets and fasteners plus a handful of bigger components fur or rust up far too easily. Major Yamaha YZF-R6 reliability problems are extremely rare. Check for heavy oil consumption and any form of gearbox fault.


Model history
1998: Original Yamaha YZF-R6 launched.
2001: Updated Yamaha YZF-R6 includes quick release number plate hanger and most obviously LED tail lights.
2003: Yamaha YZF-R6 gets new swingarm, fuel injection replaces carbs, revised frame, five-spoke wheels.

Honda CBR-600F (1999-2005)

The liquid-cooled DOHC 16 valve engine is completely redesigned and features an oversquare bore and stroke of 67mm x 42.5mm. The intake tracks are angled at 40 degrees which helps contribute to a claimed 5 percent increase in power.

The RC45 inspired cylinder sleeves are made of aluminum composite and impregnated with ceramic and graphite for longer wear and better heat dissipation. Sliding within these sleeves arealuminum alloy pistons. Feeding air to the new lighter 36.5mm carbs is a new two stage ram-air system said to precisely balance air pressure within the carb floats and vacuum chambers. All this air passes through a new airbox with an increased volume of 6.5 liters. Spark is provided by four transistorized ignition coils controlled by an electronic ignition with 3-D mapping.

The new diamond-type aluminum twin tube frame shaves 15.4 pounds while offering increased rigidity. The aluminum swingarm passes through both the frame downtubes and the rear of the engine aiding overall handling and high speed stability.The 3.5" front wheel (5.5" rear) is mounted to a larger (43mm) fork with a 12mm wider span for added rigidity. Suspension components are fully adjustable and the adjusters are easy to get at. The 296mm front brake disks are grabbed by four-piston clad calipers fitted with sintered pads.The single rear disc measures 220mm.

All these new components combine flawlessly to create one stunning motorcycle, one which offers up huge doses of performance, comfort and excitement. Honda is known for building sport bikes that try to be all things to all riders. In the case of the F4, however, they took a definite bias towards sport. Gone is the traditional full bodywork, replaced by minimal panels leaving much of the bike exposed like its big brother the 900RR. You'll also find a smaller wind screen and less protection from the elements than previous F models. All this leads to a bike offering more character than previous models which were often characterized as exceptional yet lacking in character.

Around town, the F4 is easy and fun to ride. It carbeurates well, feels light and manageable, and draws great attention, at least in it's sexy bright yellow bodywork. There's lots of leg room, a comfortable yet firm seat and bars that allow a bit of an upright position. The positioning, shape and function of the controls are first class and add to the bikes overall comfort.

On the open road the F4 is quite comfortable with the only distraction being a bit of vibration through the bars and pegs. The shock and fork springs are on the soft side; damping is quite stiff.  This produces a taught and sometimes harsh ride. The track bred body work does a masterful job of flowing the wind blast around the rider, but that's all it does. The envelope punched out is no bigger than the rider so all the indirect wind swirls reach the rider making for cold going in Winter. The flat angled windshield was also clearly designed for track time, not for the street. As speeds increase you'll find lots of wind pushing at your neck and shoulders unless you tuck into the small envelope of still air provided by the windscreen. This combined with the relatively stiff seat are the only elements that will distract you on longer rides. This bike is clearly less comfortable on the open road than it's do-everything predecessors, yet it's sporting abilities are exceptional.

As mentioned earlier, the new F4 was designed with a distinct bent for sport riding and this is where the bike turns on it's magic - and in a big way. Handling is extremely stable and the bike hooks up like a train on tracks. The F4 is completely neutral in corners, a street-going sport riders dream come true. Choose any line you like and it will comply. Want to change lines mid corner, no problem. Brake mid corner and the bike continues in a neutral manner.

The front end sticks so well mind you, we wore the rear tire faster than the front. This led to our increasing front preload to get more weight on the rear to reduce wheel spin upon exiting corners hard on the gas.

The brakes on the F4 are simply flawless for street riding. They're extremely strong and have the best feedback of any bike we've ridden to date - bar none. We often found ourselves braking much earlier than necessary on back roads and, for fun, locking up both brakes and sliding to a stop around town. There's a lot of fork dive under hard braking, due to the bikes soft springs, but it just doesn't seem to affect the bikes handling as we expected it to. The package is so competent that it will accommodate any type of riding style. Like to brake hard then flick the bike into the corner? No problem. Like to trail the brakes into and through corners? Again, no problem.

But what's a stellar chassis without a smooth and rocketship like engine to power it? The new F4 engine is smooth, compliant and exciting to wring out as it produces a pleasing to the ear growl. It produces good low to mid range power, and a 750 like rush of power from about seven grand on up. How many 600s do you know of that will easily wheelie through 3rd gear? Just keep shifting, and the F4 keeps digging down deep to produce massive acceleration for a 600. The only caveat here is that the power surge weakens a bit from 12 grand to redline, which may rattle the boys on the track who need every rev they can get. It's simply no concern for street use where most riders will find themselves. This commendable engine performance coming from a test bike that had already seen track time complete with footpeg melt down from cornering. Scraping the pegs was not something we found ourselves doing on the street.

The seating position on the F4 is good for tall and short riders alike. The bars aren't so low they cause tremendous weight to be placed on your wrists and the bar angle seems more natural than in the past - no awkward inward wrist bend. One very nice, and easy to miss, feature is the bar weights which actually rotate the same direction as the throttle. How many times have you turned the throttle on a bike and found your self trying to turn the fixed bar weight at the same time? This is a very smart design, no more glove polished bar weights.

Suzuki GSX-600R (1996-2000)

A raw, involving, lunatic on wheels. The more throttle-happy you are with it, the more the Suzuki GSX-R600 will thrill. Virtually dead low down, wake it up at higher revs and you’ll be clinging on for dear life. Not as finely honed as today’s Suzuki GSX-R600 but, for some, that just adds to the manic appeal. Ridiculous, dangerous fun.


Engine
The Suzuki GSX-R600 has a reliable engine offering masses of power. Between 96 and 98, the Suzuki GSX-R600 was wild: with every ounce of energy lurking dangerously at the top end. In 1998, Suzuki toned it down a bit to make it easier to use, giving it more midrange, but you still needed to wring its neck. Hit that power band and it the Suzuki GSX-R600 takes off.


Ride and Handing
The Suzuki GSX-R600 chassis is based on that of Suzuki’s Grand Prix RGV500 bike so it’s built for thrashing and it works. The handling’s fantastic, if a bit frisky under really hard acceleration… and the back skips a bit occasionally but at least it makes you feel alive. The Suzuki GSX-R600 is surprisingly comfy, although wrists can ache after a while.


Equipment
A seat cowl swaps for a pillion seat but the Suzuki GSX-R600's not exactly built for the task of taking passengers! The simplistic, analogue dash lies beneath a small screen and there are bungee points at the back. Fully adjustable suspension, both front and rear, is a great bonus. The Suzuki GSX-R600's brakes and suspension are good and the gearbox is smooth.


Quality and Reliability
Overall, the Suzuki GSX-R600 is ok but patchy. Suzuki GSX-R600 problem areas included: cam chains, cranks, gearboxes, sticky chokes, rusting fasteners, carb icing etc… Suspension needs attention in higher mileage machines and the calipers need very regular cleaning and maintenance.


Model History
1996: Suzuki introduce the Suzuki GSX-R600 which is, visually, virtually identical to its Suzuki GSX-R750 bar different forks and brakes, rear wheel and swingarm.
1998: Suzuki GSX-R600 engine gets an overhaul to improve midrange performance and the screen gets lower.
2000: Getting a bit tired versus the fierce competition, all-new Suzuki GSX-R600 is launched.