50cc and 125cc motorbikes

Peugeot Satelis 125

2011-09-17T15:43:00.000-07:00

Peugeot’s luxury-learner scooter is an ideal tool for the well-heeled provisional licence holder – it’s well-equipped, nicely made and rides well. It’s not so good out of town, but then few 125s are really.

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The revvy engine in the Satelis 125 is coupled with CVT transmission that uses the power for quick pick-up up to 40mph – town speed, in other words. Above that the pace slows, and getting past 65mph takes real effort. It can reach 75mph, but realistically it tops out at 67-70, straining hard and making a lot of noise.

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The Satelis 125 isn’t a sporty scooter, so it’s built for comfort instead. Largely it’s OK, though big bumps and holes overwhelm the small-wheel design. It handles well enough for its purpose and has a lot of steering lock for nipping around town. The large car-like mirrors give a great view and fold out of the way easily too.

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The large fairing and screen keeps most of the wet weather of the rider, so you can get away with a light shower in the wrong kit. It also houses a locking cubby hole for small items in addition to the underseat storage, which will take certain full-face helmets. There’s enough room for a pillion – best not to bother given the low power output though.

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The Satelis 125 is more neatly built than rivals – everything fits together properly and looks classy (with exception of the boot lid, which flexes on its hinges and can be difficult to get to close). Peugeot’s scooter range is massively popular, and faults aren’t common, so fingers crossed a Satelis should give trouble-free commuting.

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Owners' rating

The Satelis 125 is towards the upper end of 125 scooter prices, but it is a well specified scooter. If you intend to get a few years of regular use out of it, it’s a good choice, but it’s a big investment if you plan to move on after six months.

Insurance group: 4

Introduced 2006. Unchanged since.

Peugeot Satelis 250 - 250cc version of the same – 33bhp learner legal.
Peugeot Satelis 500 - Largest Satelis model is a bargain maxi-scooter.

Specifications

Top speed	67mph
1/4-mile acceleration	secs
Power	15bhp
Torque	14ftlb
Weight	159kg
Seat height	784mm
Fuel capacity	13.2 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	4

Engine size	125cc
Engine specification	Four-valve, liquid-cooled single-cylinder four-stroke. CVT transmission.
Frame	Tubular steel
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	263mm disc, two-piston caliper
Rear brake	240mm disc, single-piston caliper
Front tyre size	120/70-14
Rear tyre size	150/70-14

p.s if people could just randomly click on any advetising just so i can generate some money to keep the review coming many thanks :)

Peugeot LXR125

2011-09-17T15:41:00.000-07:00

As big-wheel scooters go the Peugeot LXR125 is hard to fault – the competitive price, stable handling and a good dose of practicality add up to well-rounded package. It looks relatively stylish to boot.

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The LXR125’s liquid-cooled 125cc 4v engine zips up to town speeds, makes a claimed 12.5bhp and it’ll cruise at an indicated 65mph. Strangely though it feels no quicker than Peugeot’s own (cheaper) 8.7bhp air-cooled Tweet 125 - probably because it weighs 36kg more.

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The LXR125’s big (for a scoot) 16” wheels improve the handling over rutted or pothole-strewn roads. The ride is very stable and reassuring, even at top speed, but it's slightly more cumbersome at walking pace or during u-turns. Brakes are just right – not so strong as to be threatening but more than enough bite for slicing through town traffic.

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Lots of nice details that show thought has gone in to the design, such as a handy button on the bars that pops open the seat, luggage rack as standard, digital clock, petrol-cap on the tail unit rather than under the seat and fold-out pillion pegs. The underseat storage bay is big enough to take my full-face Shoei, which isn’t true of all 125 scooters.

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The LXR125 has a sturdy feel to it that’s lacking in other 125cc big-wheel scooters – plus the French firm are offering a 2-year manufacturers warranty.

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Scooter manufacturers seem to charge a small premium for big-wheel scooters so it’s up to you whether you think the extra stability is worth the extra cost. The LXR is cheaper than the similar Suzuki Sixteen 125 and Honda SH125. Factor in the 2-year warranty and it looks like good value.

Insurance group: n/a

Introduced 2010

none

Specifications

Top speed	65mph
1/4-mile acceleration	secs
Power	12.5bhp
Torque	ftlb
Weight	142kg
Seat height	795mm
Fuel capacity	8 litres
Average fuel consumption	80mpg
Tank range	miles
Insurance group

Engine size	124cc
Engine specification	liquid-cooled 4v single
Frame	Tubular steel
Front suspension adjustment	none
Rear suspension adjustment	none
Front brakes	220mm disc
Rear brake	220mm disc
Front tyre size	100/80-16
Rear tyre size	120/80-16

Peugeot Tweet 125

2011-09-17T15:38:00.000-07:00

If you can get past the daft name, the Peugeot Tweet 125 is a fantastic little scooter. There’s nothing new or revolutionary about it, but it’s fun to ride and offers everything you need to beat the traffic on your commute at a bargain price.

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The Tweet is powered by an air-cooled 125cc engine that makes 8.5bhp – fairly modest for a 125. But it makes up for it with low weight – it’s only 106kg, which is much lighter than a lot of 125cc scooters and even on par with some 50cc scoots. As a result it feels fairly nippy, even compared to Peugeot’s own 12.5bhp LXR125.

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Owners' rating

The Tweet 125’s light weight makes it ridiculously easy to throw around and a joy to u-turn. It’s not quite as stable at top speed, but in it’s element on city streets it makes light work of filtering. 16” wheel help to keep the Tweet composed over bumps and potholes.

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The Tweet 125 has a useful switch on the bars that pops open the seat, an oddly-shaped but worthwhile glovebox, fold-out pillion pegs and a built-in luggage rack. Unfortunately the underseat storage bay wasn’t big enough to take my full-face Shoei, but an open-face lid would fit. Fuel capacity is also quite small at 5.7litres.

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The Tweet 125 looks basic and you can see that it was built to be a no-nonsense bargain commuter. New models come with a 2-year manufacturer’s warranty.

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At £1899 for a big-wheel scooter the Tweet 125 is great value for money. There are cheaper scooters and there are pricier better equipped options, but the Tweet offers a nice balance between spec and price.

Insurance group: n/a

Introduced 2010

none

Specifications

Top speed	62mph
1/4-mile acceleration	secs
Power	8.7bhp
Torque	ftlb
Weight	109kg
Seat height	800mm
Fuel capacity	5.7 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group

Engine size	125cc
Engine specification	4v air-cooled single
Frame	tubular steel
Front suspension adjustment	none
Rear suspension adjustment	none
Front brakes	226mm disc
Rear brake	220mm disc
Front tyre size	90/80-16
Rear tyre size	110/70-16

p.s if people could just randomly click on any advetising just so i can generate some money to keep the review coming many thanks :)

Peugeot Vivacity 125

2011-09-17T15:36:00.000-07:00

Classy styling, nice attention to detail and a list of handy well thought-out features make the Vivacity 125 look like a charming city commuter package. Overall it strikes a tempting balance between quality and price. The only slight let down is its performance.

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This is the weak point. It zips up to 40mph nicely, but the Vivacity’s 4-stroke motor is only good for around 60mph in a market where other 125 scooters manage 65 or even 70. If you ride in the city it won’t matter, but out of town those extra 5-10mph are crucial.

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The Vivacity is very stable for a small-wheel scooter and the ride is unintimidating and confidence-inspiring. Fuel is stored under the floorpan which lowers the centre of gravity for better balance. The brakes are a little weaker than other 125cc scooters – including Peugeot’s own cheaper Tweet 125 – but they’re more than acceptable for town use.

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Everything you could want in a city scoot – 12v power socket to charge your mobile, fuel gauge, comprehensive half-digital clocks and a hook for your shopping. Alongside a 22-litre underseat storage bay big enough to take my full-face lid, there’s a clever 13-litre storage bay built into the front of the Vivacity. It opens via a concealed button under the handlebars that you can't access when the steering lock is on.

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The Vivacity is nicely put together – nice enough to inspire some joy of ownership even. The seat has stylish white stitching around the edges, the lines of the bodywork and the light clusters show thought and the general fit and finish is neat.

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At £1999 the Vivacity 125 is nearly £600 cheaper than Honda’s PS125 and nearly a grand less than the very desirable yet less practical Vespa LX125. It sits nicely in the middle of the market with a good balance between quality and price.

Insurance group: n/a

Introduced 2010

Peugeot Vivacity sixties - special edition 60s-style version with a tan-coloured seat and a choice of ivory or sky blue retro pastel paint.

Specifications

Top speed	60mph
1/4-mile acceleration	secs
Power	8.5bhp
Torque	ftlb
Weight	110kg
Seat height	790mm
Fuel capacity	7.5 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group

Engine size	124cc
Engine specification	4-stroke 2v single
Frame	Tubular steel
Front suspension adjustment	none
Rear suspension adjustment	none
Front brakes	200mm disc
Rear brake	130mm drum
Front tyre size	120/70-12
Rear tyre size	120/70-12

Kawasaki KH125

2011-09-17T15:33:00.000-07:00

Something of a bus dodger are we, Sir? Then try the Kawasaki KH125 for your daily commute. Kawasaki KH125 costs buttons to buy and run, reliable and has just enough power to stick with urban traffic. The Kawasaki KH125 looks a bit dated now and it's a low tech two-stroke, but still a fun way to get to work.

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Once the rotary valve Kawasaki singles were class leading performers, but that was three decades ago and now the KH100/Kawasaki KH125 motor seems a bit vibey, harsh at speed and simply runs out of steam on the open road. The Kawasaki KH125 is very durable for a two stroke however and worth noting that the KH100 makes almost exactly the same bhp as the Kawasaki KH125.

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Kawasaki KH125 early models had fairly basic suspension, with fully enclosed forks and shock absorbers - ironically, these items tended to wear better than the post 1983 Kawasaki KH125 models, with exposed telescopic forks and shock springs. aKawasaki KH125 hndling is what you'd expect for a commuter - nothing special, an unpretentious lightweight.

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When it was launched the Kawasaki KH125 was a novelty as it featured a front disc brake - the KH100 of the late 70s had a basic drum front brake, before gaining a disc in the early 80s, along with five spoke cast alloy wheels. Kawasaki KH125 has a decent saddle, handy grabrail, but lacks any mirrors as standard.

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The Kawasaki KH125 engines are renowned for their tough durability and the bike chassis wears OK too. With a twenty year production run spares aren't too bad for the Kawasaki KH125, although vulnerable items like clocks, the unique square headlight and chrome plated mudguards are getting scarce now.

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The Kawasaki KH125 was created in an era when the Japanese factories dominated the ride-to-work market. Bikes like the Kawasaki KH125 were meant to survive daily use, enjoy very little maintenance and return 65mpg at a steady 55mph. Even a battered example can still get you home, eventually.

Insurance group: 2

1975: Kawasaki KH125 appears in UK.
1976: KH100 launched in UK.
1990: KH100 dropped.
1998: Kawasaki KH125 dropped.

KH100.

Specifications

Top speed	65mph
1/4-mile acceleration	19 secs
Power	12bhp
Torque	65ftlb
Weight	95.5kg
Seat height	780mm
Fuel capacity	13.5 litres
Average fuel consumption	65mpg
Tank range	175 miles
Insurance group	2

Engine size	123cc
Engine specification	2 stroke, single, 5 gears
Frame	Steel cradle
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	240mm disc
Rear brake	Drum
Front tyre size	90/90 x 18 in
Rear tyre size	100/90 x 17 in

p.s if people could just randomly click on any advetising just so i can generate some money to keep the review coming many thanks :)

kawasaki KMX125

2011-09-17T15:31:00.000-07:00

That the Kawasaki KMX125 is one of the most stolen motorcycles in Britain should tell you all there is to know about it. The Kawasaki KMX125 is tough, cheap to run and cheap to fix and very capable off-road (handy when doing a runner from the law). Spares are plentiful and de-restricted versions can twist a dyno to a heady 23bhp.

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As bog stock the Kawasaki KMX125's two-stroke SOHC motor makes just 12bhp, though the KIPS induction valves means that the power is evenly spread and not tightly jammed at the top end. It’s important to keep these valves clean, but thankfully it’s a simple job (just remove the exhaust and cylinder head, dig out the valves and clean them with a wire brush). De-restricting the Kawasaki KMX125's motor involves removing a welded-in washer in the exhaust pipe and using a softer spring to let the KIPS actuator open fully.

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Owners' rating

By now even pampered Kawasaki KMX125s will feel tired. And no-one pampers a Kawasaki KMX125. Head races will be squared, fork oil thin and the shock out of damping. Fortunately none of that’s too dear to sort. Once fettled the Kawasaki KMX125 can well handle on and off-road action (with the right tyres). If the brakes feel poor they probably just need a bleed and fresh pads, but if you're buying a Kawasaki KMX125 check the hoses for bulges and the discs for wear.

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The Kawasaki KMX125's clocks are good (tacho, speedo and a fuel gauge) and there’s a luggage rack. Basic but good, that's the Kawasaki KMX125 .

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The Kawasaki KMX125 isn’t fussy about which stroker oil you use, so long as you keep it topped up. New pistons and rings for the Kawasaki KMX125 are cheap (£25-30) and the motor’s good for going on for 50,000 miles, though de-restricted ones can be very unreliable.

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Owners' rating

The Kawasaki KMX125 is a blinding wee bike. Never pay more than a grand, though and be very careful to check the legal status of any Kawasaki KMX125 with a call to MCN’s Bikecheck hotline: 01722 435555

Insurance group: 5

1986: Kawasaki KMX125 introduced.
2003: Kawasaki KMX125 discontinued.

None.

Specifications

Top speed	71mph
1/4-mile acceleration	18.4 secs
Power	12bhp
Torque	9ftlb
Weight	110kg
Seat height	865mm
Fuel capacity	9 litres
Average fuel consumption	55mpg
Tank range	110 miles
Insurance group	5

Engine size	124cc
Engine specification	4v single, 6 gears
Frame	Tubular steel cradle
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	Single 230mm disc
Rear brake	210mm disc
Front tyre size	2.75 x 21
Rear tyre size	4.10 x 18

derbi Senda 50

2011-09-13T11:51:00.000-07:00

The Derbi Senda 50 has been around for over 10 years and many 16-year-olds - especially taller riders - really like its enduro motorcycle looks, decent handling chassis and revvy two-stroke motor. The 2000 onwards Derbi Senda 50 features an all new alloy beam frame, and in 2005 a range of extra versions, including Derbi Senda Xtreme, Derbi Senda Supermoto, Derbi Senda DRD Pro and Derbi Senda Racing in 50cc sizes and a Derbi Senda 125 four stroke Supermoto/enduro. Modern Senda's are road biased motorcycles, but still good fun.

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The Derbi Senda 50 has a lively enough motor, at least in de-restricted mode, which is how most 16 year olds would want to ride this motorcycle. The modern Derbi Senda 50s can hit nearly 60mph on a good day, which is fast enough to put a smile on your face. The older Derbi Senda 50 could hit 50mph flat out and was more than competent on the dirt too. Sadly the UK laws require a 30mph top speed, which makes the restricted 6 speed Derbi Senda 50 hard work to ride. Tough, reliable water-cooled engine though.

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There are several versions of the Derbi Senda 50 on the market, with a Supermoto model, a DRD Limited Edition featuring gold anodised Marzocchi forks and the Xtreme 50R, which has spoked wheels, MX mudguards and knobbly tyres for off-road action. All share the same basic alloy beam frame and lengthy swingarm, although brakes, suspension and wheels differ on each model and the handling is excellent for a 50cc machine.

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Owners' rating

Some models of the Derbi Senda 50 motorcycle, like the Derbi Senda Xtreme Supermotard, with its moody black paint, twin headlight nose fairing and stylish dashboard, really look stunningly featured motorcycles - any teenager would be proud to own one. Others, like the Derbi Senda 125 R are more basic, rugged all-rounder motorcycles, but still have details like a luggage rack, twin headlights and twin mirrors. Overall, equipment is good on all the Derbi Senda range.

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Owners' rating

The post-Piaggio takeover Derbi Senda 50 models are in a different league to earlier motorcycles, with much improved build quality. There are top class suspension and braking components on the Derbi Senda 50 range and some details like the chrome exhaust on the DRD Racing SM are way above the average standard for the 50cc motorcycle class.

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Owners' rating

There's just one problem when you turn 16 years of age and want one of these funky mopeds - the cost. At around £2500 the Derbi Senda 50 range are way beyond the financial reach of most sixteen year olds. The Derbi Senda 125 bikes are only slightly more dosh, but £2800-ish is still a fair sum for a new 125 trailie. No matter how good the quality of the Senda's ride is, you just know that a cheap internet trailbike for half the money is gonna tempt some.

Insurance group: 3

1993: Derbi Senda 50 launched.
1995: Derbi Senda 50 gets 6 speed gearbox.
2000: New alloy beam frame replaces steel tubular.
2001: Derbi Senda Supermoto appears.
2004: Piaggio buy out Derbi.
2005: Derbi Senda Xtreme, Derbi Senda DRD, Derbi Senda Supermoto 50cc models launched, Derbi Senda 125R and Derbi Senda SM models too.

Derbi Senda 125R: 124cc, 12bhp version.
Derbi Senda 125SM: Smaller wheeled, street-tyred, 'supermoto' version of 125.

Specifications

Top speed	60mph
1/4-mile acceleration	21 secs
Power	9bhp
Torque	5.4ftlb
Weight	90kg
Seat height	810mm
Fuel capacity	7 litres
Average fuel consumption	55mpg
Tank range	80 miles
Insurance group	3

Engine size	49cc
Engine specification	2 stroke, 6 gears
Frame	Aluminium twin spar
Front suspension adjustment	Preload, rebound
Rear suspension adjustment	Preload, rebound
Front brakes	Single 260mm disc
Rear brake	Single 260mm disc
Front tyre size	100/70 x 17
Rear tyre size	130/70 x 17

Derbi DRD 125 SM

2011-09-13T11:50:00.000-07:00

If your parents have a fair old wedge to chuck on your first bike, 125SM ownership is not only guaranteed to put a ruddy big smile on your face, but also pull the girls outside the local KFC. Nothing in its class looks as good. In 30 and 40mph limits (its natural hunting ground) it’s rapid enough. But anywhere else you’ll really need to hold on to those revs.

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The four-valve single punts out a claimed 15bhp, and the key to feeling all of those horsies is wringing the DRD’s neck. The motor, though a sprightly affair that requires you to really hold on to the revs in each of its six gears, has an adequate hit of torque at the mid-top of the rev range. Runs out of puff in the higher revs, though, making it all too easy to hit the rev limiter and lose vital seconds on the run into town.

The quality of the ride is good enough for any budding Christian Iddon to practice his foot-out cornering on their housing estate, though feel from the front end is not the best in the world. Sizeable 120-section rubber on the rear grips well enough, and seems durable (it takes a fair few skids to show evident wear). Front suspension is forgiving, with more than enough travel to soak up jumps from kerbs and unplanned-for potholes.

This is where the DRD excels when compared with its rivals. It’s not often you see pukka upside-down Paioli forks and a whopping great 260mm front wavy disc on a learner bike. Those brakes are powerful enough for stoppies – just don’t crash it in front of the girls, you’ll never live it down.

Although it’s a case of time will tell when it comes to the longevity of components, there’s no reason to believe that, with regular cleaning (like that’s going to happen… have you seen the state of most 17-year-old kids’ bedrooms?), it’ll stand up well to the rigours of hard use on UK roads.

The Derbi DRD 125 SM will see off a full (eight-litre) tank of fuel in 100 miles if you’re not careful (but who’s going to worry about fuel consumption when they’re king of the precinct?). It’s comparable on price with Suzuki’s DR125SM and £300 more pricy than Moto Hispania’s Duna SM125. When it comes to reliability, we’d figure it’s fair to reckon somewhere between the two.

Insurance group: n/a

2009: DRD 125 SM introduced. Supermoto style for well-heeled teens.

Derbi Senda DRD 125R: off-road style motorcycle with knobbly tyres, MX styling, but identical engine to SM.

Specifications

Top speed	77mph
1/4-mile acceleration	secs
Power	15bhp
Torque	ftlb
Weight	120kg
Seat height	910mm
Fuel capacity	8 litres
Average fuel consumption	mpg
Tank range	110 miles
Insurance group

Engine size	124cc
Engine specification	4v four-stroke single, six gears
Frame	Aluminium
Front suspension adjustment	none
Rear suspension adjustment	none
Front brakes	260mm wavy disc
Rear brake	220mm wavy disc
Front tyre size	90/90 x 21
Rear tyre size	120/80 x 18

derbi Gp-1 125 racing

2011-09-13T11:47:00.000-07:00

This is the middle capacity in the GP-1 Derbi range and when you hear the spec of the Derbi GP1 125 Racing scooter it’s easier to think of a proper motorcycle rather than a funky-looking twist-and-go scooter. It’s got radial brakes, earlier versions had a single rear shock and it even has a twin-spar aluminium chassis too.

It’s a 124cc four-stroke single cylinder motor which puts out around 14bhp so don’t expect a performance machine. It is more than powerful enough for the rest of the bike however and is shared among many of the rest of the Piaggio group in various Vespas and Aprilia scoots.

Boingy but good fun. The earlier versions had a single rear shock which was less able to cope with big bumps than the later twin shock scooters. Around town the GP-1 is more than able to handle carving through traffic. It can get a bit out of it’s depth on bumpy British back roads.

A fair bit of storage available with room for a helmet under the seat (not all lids fit so check yours does), a lockable glovebox with 12v charger outlet and two small cubbies by your knees which have rubber flaps to cover them and don’t lock. Later twin shock models had a little more room under the seat. Dash has a fuel gauge and usefully has a second mileage reader that starts up once the fuel level reaches reserve.

Look after the motor with regular servicing and it will give you years of happy and reliable miles as this has been in many other scooters and is well proven. Quality is as good as you would expect for this sort of money – it’s not up to the best Honda standards but way, way, way better than cheap Chinese stuff.

Compared to the Japanese scooters out there the Derbi looks like good value at £2495 except when you look at the bigger 250cc brother which is only £500 more. If you want a 125cc machine then this is good value. You get a good quality product for the money backed up by the massive Piaggio Group owning the Spanish Derbi arm. Secondhand prices are really good.

Insurance group: n/a

Introduced in 2006
Minor updates for 2008 including twin rear shocks replacing single shock.

None

Specifications

Top speed	65mph
1/4-mile acceleration	secs
Power	14bhp
Torque	ftlb
Weight	139kg
Seat height	800mm
Fuel capacity	11 litres
Average fuel consumption	48mpg
Tank range	160 miles
Insurance group

Engine size	124cc
Engine specification	Four-stroke, single, CVT
Frame	Aluminium twin spar
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	Single 245mm disc
Rear brake	Single 220mm disc
Front tyre size	120/70/14
Rear tyre size	140/60/13

p.s if people could just randomly click on any advetising just so i can generate some money to keep the review coming many thanks :)

derbi cross city 125

2011-09-13T11:42:00.000-07:00

The Derbi Cross City is an off-road influenced learner bike that manages the three-card trick of being stylish, novice-friendly AND affordable – but it’s not perfect. What pricks the Derbi’s bubble most of all is the tall seat. For lads of 5’9” or more it’s not really an issue and to them I’d say buy and enjoy without a qualm. For everyone else, however – and particularly women – it makes it a no go.

The Derbi Cross City’s air-cooled, 125 single is effective enough without particularly impressing in any way – but then that’s to be expected of a 12bhp-restricted 125 and is certainly no disaster. It’s novice-friendly, rugged enough and faithful. End of.

Dynamically, the Derbi Cross City has all the handling traits you’d expect of an upright, semi-dirt bike styled machine: a novice-friendly, slim and lightweight upright riding position allied to wide bars which make steering light and easy. Mix into that reasonable Pirelli Scorpion tyres and an effective front disc brake and you end up with a fairly idiot-proof handler that’s a joy to hustle round.

The Derbi Cross City scores as an object of desire, too. It might not have much (no fairing, wire wheels, fairly basic spec) but the frame is a pukka (albeit steel) twin beam jobbie, matched by an equally mouth-watering tapered swing arm, there are twirlingly eye-catching brake discs front and rear plus better than everage suspension. While ancilliaries include decent clocks (albeit with kph emphasised over mph) and switchgear.

The Derbi Cross City has sweet touches and Honda-quality finish aplenty (eg the cast brake lever, fold up ‘MX-style’ gearlever and neatly integrated upswept exhaust) plus minimal but sweetly-styled bodywork. But there are a few little details that annoy, such as the spring-loaded sidestand which is simply a disaster waiting to happen, a fuel tap that’s ridiculously fiddly and an old-fashioned choke knob that’s even worse. We can’t be conclusive about its resilience here but it seems pretty well put together, is a four-stroke after all and, besides, it’s so basic there’s not much that could go wrong, anyway.

The Derbi Cross City is impressively affordable, too. It’s not only good value for what it does, it makes a mockery of all preconceived notions of Latin-style ‘flair’ bikes being expensive and brittle. Yet, despite that low-ish price, without, say, Honda’s reputation and residuals, it’s worth reminding that, any savings when bought new are likely to be gobbled up at resale time.

Insurance group: 3

2007: Model introduced

None

Specifications

Top speed	65mph
1/4-mile acceleration	secs
Power	12bhp
Torque	9ftlb
Weight	110kg
Seat height	825mm
Fuel capacity	8 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	3

Engine size	124cc
Engine specification	Air-cooled 2v single-cylinder four-stroke. 5-speed
Frame	Aluminium trellis
Front suspension adjustment	37mm telescopic forks, no adjustment
Rear suspension adjustment	Monoshock
Front brakes	280mm front disc with two-piston caliper
Rear brake	220mm rear disc with two-piston caliper
Front tyre size	100/90 x 18
Rear tyre size	130/80 x 17

aprilia SX125

2011-09-13T11:14:00.000-07:00

overall verdict
Apart from the tinny two-stroke noise coming out the back of the SX125 and RX125 the new learner strokers could pass for a bigger supermoto. But get on board and you’ll find that the power and handling simply doesn’t match up to the looks.

In days gone by performance two-strokes were about hard-hitting top end power, but emissions law has put paid to that. The once class-leading Aprilia engine has had it’s goolies removed to satisfy Euro3, and the weak bottom end builds in to an unexceptional top-end. Only low-rev fuelling is better than before.

Those wide alloy bars give great steering, but even here at the top end of the 125 supermoto class the suspension doesn’t match up to the racy looks. Huge travel and soft springs mean the bike pitches back and forth and loads up in corners. Sticky tyres keeps them right side up, but you expect more from Aprilia. Good over rough surfaces though.

The area where the SX125 and RX125 scores over rivals is in kit – Brembo brakes, a digital dash and beautiful alloy spoked rims look lovely. But Aprilia still hasn’t equipped the motor with RS125’s electric start – so it’s left-side kickstart only.

The build quality is superb – shiny fasteners, beautiful alloy components and tough looking plastics are up the spec of the rest of the Aprilia range. The 20 year-old engine should be reliable between piston ring changes given the necessary care – but since when do teens lavish care on a bike?

£3099 is a lot of money for a 125, especially given that the eco-changes have taken away some of the performance edge. It’s nicely built, but we’re not sure it’s worth the cash for a bike you might only keep for six months.

Insurance group: 7

New model for 2008.

Aprilia RX125: same frame, engine, suspension and bodywork as the SX125, but the enduro-style RX version features larger wheels (21" front & 18" rear), different gearing and knobbly tyres. It's also £200 more expensive.

Specifications

Top speed	82mph
1/4-mile acceleration	secs
Power	22bhp
Torque	11.8ftlb
Weight	115kg
Seat height	870mm
Fuel capacity	10 litres
Average fuel consumption	35mpg
Tank range	76 miles
Insurance group	7

Engine size	125cc
Engine specification	Single-cylinder two-stroke, 6 gears
Frame	Tubular steel trellis
Front suspension adjustment	None
Rear suspension adjustment	None
Front brakes	Sliding two-piston Brembo caliper, 260mm disc
Rear brake	Sliding single-piston caliper, 220mm disc
Front tyre size	110/70-17
Rear tyre size	150/60-17

p.s if people could just randomly click on any advetising just so i can generate some money to keep the review coming many thanks :)

aprilia RS125

2011-09-13T11:11:00.000-07:00

The Aprilia RS125 has remained the top motorcycle for most right-thinking teenagers since it first rolled out of the factory in 1995. It oozes big motorcycle style and handles like a dream. It’s expensive to buy and run thanks to pricey two-stroke motorcycle oil, but, if you can afford it, the Aprilia RS125 is worth every penny.

In restricted mode the single-cylinder in the Aprilia RS125 comes with just under 15bhp (and costs £100 less), which means you have to work the motorcycle's slick gearbox hard to make progress. So Aprilia RS125 riders learn to stay off the brakes for as long as possible and jealously guard what momentum they have. It’s essential to let the motorcycle warm up properly or it’ll seize.

The Aprilia RS125 is probably one of the best handling bikes on the planet. Its able chassis can easily cope with double the power. The Aprilia RS125's brakes are astonishing, particularly so on the 2006-onwards motorcycles, which boast a sexy radial caliper up front, and the forks are beefy 40mm items for greater control.

The Aprilia RS125 has amazing attention to detail for a small capacity motorcycle – upside-down forks, radial brake and master cylinder semi-digital dash; big motorcycle styling that apes its Aprilia RSV1000R big brother. Lovely.

The Aprilia RS125's build quality is better than average motorcycles, but the Rotax-built motors can be somewhat fragile. Use top-quality oil, service the Aprilia RS125 regualrly and you’ll be, broadly-speaking, OK. It’s best to avoid any motorcycle that doesn’t have a service history, but even so, seizures can and will happen, but they’re usually a cheap fix on the Aprilia RS125 motorcycle.

As a new motorcycle the Aprilia RS125 is fabulously expensive – some £1200 more than the competent Honda CBR125R. Your monthly bill for two-stroke motorcycle oil isn’t to be ignored, either – not at £12-15 a litre! Secondhand motorcycles are reasonable value – but it’s impossible to run a thoroughbred motorcycle like this on a shoe-string.

Insurance group: 12

1995: RS125 Extrema launched the year after Aprilia win 125cc GP championship.

Aprilia RS125 Pista: Limited edition track-only motorcycle with special, hand-made carbon/Kevlar exhaust, track bodywork, 107kg and 33bhp. Made from 2003-2004.

Specifications

Top speed	93mph
1/4-mile acceleration	16 secs
Power	15bhp
Torque	14ftlb
Weight	126kg
Seat height	805mm
Fuel capacity	14 litres
Average fuel consumption	40mpg
Tank range	125 miles
Insurance group	12

Engine size	125cc
Engine specification	2v single, 6 gears
Frame	Aluminium beam
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	320mm disc
Rear brake	220mm disc
Front tyre size	110/70 x 17
Rear tyre size	150/60 x 17

husqvarna SMS4 125

2011-09-10T15:06:00.000-07:00

The SMS4 125 mirrors Husqvarna’s championship winning supermoto range and is equally exquisite in its detail. But is this enough for the Husqvarnas to make learner-legal off-road machinery as popular as Yamaha’s YZF-R125 has been for entry level sports bikes? The SMS4 125 isn’t the cheapest learner legal available at £3219 – but cheaper than the new Lambretta LN125 scooter – and isn’t the most expensive either. But it is one of the most desirable with its looks, reliable motor and ability to be fun while teaching necessary bike riding skills.

The four-valve four-stroke engine is a strong unit. Coupled with near perfect gearing, the SMS hits 63mph and doesn’t shift from this speed unless hills comparable to Snowdon get in the way. Play the slipstream game and 70mph will appear.
Sharp-eyed, two-wheeled lusting teens will recognise the SMS engine’s silhouette being similar to the liquid-cooled lumps powering the sports Yamaha YZF-R125 and Rieju RS3. There’s a good reason for this; all three units are built by Minarelli of Italy, a Yamaha Group member. There’s no fuel injection with the SMS, just a 28mm Dell Orto carburettor. Fuelling is just as crisp but slightly thirstier with the throttle pulled back to the stop.

While the thin, plank-like seat is guaranteed to cause butt-ache after 60 miles, there’s nothing wrong with the chassis construction. Suspension is balanced to give a firm ride to enable corners to be blitzed leg-out-stylee or bolt upright. Brake components are by Brembo and work perfectly – something that can’t be said of comparable but cheaper Taiwanese/Chinese models. Think of the SMS as a typical Japanese bike but with Italian styling.

As said, Brembo brakes make a big difference to overall stopping power and a rider’s confidence. The dash is a small LCD unit and there’s no tachometer in keeping with the bike’s styling – stripped down and lightweight with just enough ancillaries to make it legal.

The engine is a known quantity and has proved to be a reliable, robust unit despite the abuse heaped upon it by neglectful and eager youth. The rest of it is predominantly plastic and held together well. The one area for concern is the automatic retracting sidestand – as soon as the bike is lifted to near upright it flicks back to almost vertical.

Given that the SMS is supermoto inspired but performs as good as any 125cc Japanese sports learner-legal and yet undercuts it by a good slice (Yamaha YZF-R125 presently £4249) makes it good value. To quantify this, the new Lambretta LN125, which is a basic Taiwanese twist and go scooter, is currently priced at £3299. I know which one anyone with a taste for motorcycling would go for.

Insurance group: n/a

Husqvarna SMS4 125 (2011 - current)

Husqvarna TE125: enduro-styled version of the SMS4, complete with 21in front and 18in rear wheels.

Specifications

Top speed	65mph
1/4-mile acceleration	secs
Power	14bhp
Torque	9ftlb
Weight	117kg
Seat height	900mm
Fuel capacity	9.5 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group

Engine size	125cc
Engine specification	Liquid-cooled, 4v, sohc, four-stroke, single-cylinder. Six gears
Frame	Steel single tube cradle
Front suspension adjustment	Non-adjustable
Rear suspension adjustment	Spring preload
Front brakes	1 x 260mm disc with 2-piston caliper
Rear brake	220mm disc with single-piston caliper
Front tyre size	110/70 x 17
Rear tyre size	140/70 x 17

p.s if people could just randomly click on any advetising just so i can generate some money to keep the review coming many thanks :)

honda vt125c shadow

2011-09-07T11:52:00.000-07:00

If you’re ultimately yearning for a mammoth cruiser but have yet to perfect the art of riding one, the Honda VT125C Shadow is the bike for you. The littlest Shadow looks the part, is beautifully finished, very reliable and is relatively gentle and forgiving for the novice rider. The Honda VT125C Shadow is a bit lardy, and rather expensive, but an excellent entry level machine for custom fans.

Honda VT125C Shadow has a liquid-cooled, 90° V-twin. It pumps out more power than other 125s (think Honda’s CG with its meagre 10bhp) but it carries a hell of a lot more weight (add about 45kg) so, while it works wonders, the Honda VT125C Shadow is underpowered for such a heavy motorcycle. Smooth and torquey down low, the Honda VT125C Shadow's shortcomings only really show up out on the open road, ie: precisely where you’ll want to take it!

Wide, plush seat, forward footrests and high bars make for laidback riding, California style on the Honda VT125C Shadow. Brakes and suspension are ample; nothing’s too extreme. The Honda VT125C Shadow is heavy for slow-speed work and ground clearance is a problem if you get too excited in corners. The Honda VT125C Shadow does burble along beautifully, though.

Chrome, chrome everywhere… The Honda VT125C Shadow has a tank-mounted “instrument pod”, including electronic speedo and rev counter; good mirrors and lovely, spoked wheels topped off with stylish mudguards. Honda VT125C Shadow extras are plentiful and include a pillion back rest, a screen, luggage and masses of chrome

The Honda VT125C Shadow's finish is fantastic, as is the engine, plus Honda parts and servicing offer owners reassuring back up. Up close, you can see why the Honda VT125C Shadow's pricier than its counterparts: it’s a “proper” looking motorcycle, well at home amongst larger cruiser types, and that sleek 2–1 exhaust is a winner. Lovely.

For a 125cc cruiser, the Honda VT125C Shadow costs a packet. Rivals such as Suzuki’s GZ125 Marauder and Kawasaki’s EL125 Eliminator are massively cheaper. However, they’re pretty basic. The Suzuki VL135 Intruder is the Honda VT125C Shadow's main rival, at a similar price, but lacks the build quality and has a few less bhp. The Honda VT125C Shadow holds its value well. Insurance group: 4

1999: Honda VT125C Shadow launched. Only minor changes since.

None.

Specifications

Top speed	70mph
1/4-mile acceleration	secs
Power	15bhp
Torque	8ftlb
Weight	146kg
Seat height	680mm
Fuel capacity	14.5 litres
Average fuel consumption	52mpg
Tank range	145 miles
Insurance group	4

Engine size	125cc
Engine specification	4v V-twin, 5 gears
Frame	Steel double cradle
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	240mm disc
Rear brake	130mm drum
Front tyre size	100/90 x 17
Rear tyre size	130/90 x 15

honda cbf125

2011-09-07T11:49:00.000-07:00

Cheap-as-chips replacement for the venerable CG125 offers the same kind dependable utilitarian transport but with a dash of style. The CBF125 has flown out of showrooms since its introduction in January – so much so that dealers complain of not being able to get hold of them quickly enough – and we’re not surprised. It’s a Honda, it’s good looking, it’s cheaper to run than catching a bus, it may be the only transport you need and it costs just a shade over £2000 on the road. It’s even been described as fun. The only question seems to be: Why doesn’t everyone have one?

The CBF’s 124.7cc four-speed fuel injected single is squarely aimed at delivering fuel economy rather that thrills. With a top speed of around 65mph, it’s up to motorway use but you might not want to make a habit of it. Honda claim 11bhp, one more than its closest rival, Yamaha’s YBR125. In reality there’s nothing between the two in performance. In an MCN test neither could pass the other flat out.

Handling and brakes (drum rear and single disc front) are the right side of competent. For half-hour rides it’s as comfortable as almost any bike but on longer trips your backside will pay a price for the cheap and cheerful twin rear shocks, especially on the motorway. In town you may be reminded of a rocking horse when switching between braking and accelerating in stop-start traffic.

The CBF is all about providing only what you need for the cheapest possible price. In equipment terms that means numbers around the edge of the speedometer dial indicating what gear you should be in instead of a rev counter. You do get a fuel gauge, though. If you start with a brimmed tank, you’ll have about a third left by the time it says half. Compare and buy parts for the Honda CBF125 in the MCN Shop.

At this price something has to give. So perhaps it’s not surprising, if disappointing, that the finish on the exhaust doesn’t seem fit to last. An MCN test bike was showing rust after a few weeks of winter use. We have also heard from readers unsatisfied with the longevity of that matt black finish. Plastics are flimsy, with easily broken grommets. If the CBF has inherited anything from the CG125, reliability shouldn’t be an issue.

In Top Trumps this is where the CBF would be unrivalled. Unless perhaps the other player had a YBR125 card. The CBF started the year at £1795 but has now gone up to £2020, just £49 less than the YBR. The CBF comes with fairing while the YBR is naked; but the YBR has a rack, arguably more important on this kind of bike, and the CBF doesn’t. Fuel economy figures don’t help. Honda claims 134mpg for the CBF but it managed an actual 87.5mpg in MCN tests while the YBR returned 87.3. In the end superior styling makes the CBF seem like a better overall package per dollar while both bikes offer economy levels to put public transport to shame.

Insurance group: 4

New for this year but replaces CG125.
1975: Honda CG125 launched.
1988: Main Honda CG125 production shifts to Brazil.
1996: Honda CG125 `clones' exported in volume from China.
2004: Updated Honda CG125 gets disc front brake, bigger tank, new styling.
2009: Replaced by CBF125

None

Specifications

Top speed	65mph
1/4-mile acceleration	secs
Power	11.3bhp
Torque	8.27ftlb
Weight	128kg
Seat height	792mm
Fuel capacity	13 litres
Average fuel consumption	87.5mpg
Tank range	250 miles
Insurance group	4

Engine size	125cc
Engine specification	Air-cooled 4-stroke 2-valve OHC single, fuel injection, 5 gears
Frame	Tubular steel
Front suspension adjustment	No
Rear suspension adjustment	Preload only
Front brakes	240mm disc, twin-piston calliper
Rear brake	Drum
Front tyre size	80/100x17
Rear tyre size	100/90x17

honda zoomer

2011-09-07T11:46:00.000-07:00

Honda’s chunky little 50cc Zoomer is a weird cross between a twist-and-go scooter, a Tonka toy and a stripped-bare army Jeep. It’s easy to ride, nippy and stylish. Honda claim low emissions, it has lots of bungee hooks and there’s lots of storage space, thanks to the skeleton frame and lack of bodywork. They arrived in the UK in 2005, but were first produced in 2003 for the US and Japanese Market. It’s called the Honda Ruckas in America. It’s not a big seller in the UK, most Zoomers are used in race paddocks or strapped to the side of cool surf dudes’ motorhomes.

The Zoomer has the distinction of having the smallest fuel injection system Honda makes! It feeds a 4bhp, liquid-cooled, single-cylinder, four-stroke, 4V, SOHC, 50cc engine, and has a Honda V-Matic gearbox. It has an electric start with a kick-start back-up.

For zipping around town, or in race paddocks, the Zoomer handles perfectly well. It’s comfy too, thanks to a big padded seat, low 735mm seat and big floorboards to rest your feet on. With no pillion seat, there’s only room for one.

The Zoomer is basic, but you do get a centre-stand, twin headlights, a parking brake and helmet lock.

Build quality and durability is right up there, as you’d expect from a Honda.

As funky as it is, the Zoomer doesn’t do anything a much cheaper moped can’t do, so you’re paying a lot of money for looks and style alone.

Insurance group: 2

Brought into the UK in 2005

None

Specifications

Top speed	30mph
1/4-mile acceleration	secs
Power	bhp
Torque	3.3ftlb
Weight	84kg
Seat height	735mm
Fuel capacity	5 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	2

Engine size	49cc
Engine specification	Single-cylinder four-stroke
Frame	Tubular steel
Front suspension adjustment	None
Rear suspension adjustment	None
Front brakes	95mm drum
Rear brake	95mm drum
Front tyre size	120/90 10in
Rear tyre size	130/90 10in

honda ps125i

2011-09-07T11:43:00.000-07:00

The PS125i is sturdy, well made and has the weight of the Honda brand behind it, so you know it’s a safe and reliable purchase. That said, it’s pricier than the competition and doesn’t perform as well. Ridden in isolation it’s perfectly adequate, but for the money there are better scooters out there.

The PS125i makes a claimed 13.5bhp from its liquid-cooled 4-stroke engine. That’s enough to propel it to around 65mph which is a little limited for the open road, but it gets off the line well enough for town use

One of the biggest weaknesses of the PS125i is its relatively high and wide seat. It makes it comfy on the go, but at 800mm it’s more awkward to paddle around at slow speed than other scoots and could put off shorter riders. The handling is acceptable for a town run-around but uninspiring and a little unstable – something about the riding position feels mildly unwieldy compared to other scooters, like Honda’s own brilliant PCX125. The brakes are the same – adequate but lacking bite.

In terms of storage there’s a bay under the seat big enough to take a full-face lid and a glovebox under the dash that holds the fuse box and not much else. The PS125i has a built in luggage rack/grab rail that takes an optional top box. Annoyingly though it’s missing a side stand.

It’s a Honda, so reliability will probably never be an issue. It’s also satisfyingly chunky and well made, even if the styling does look a little dull and dated, especially in silver. Thankfully there are nicer paint schemes available.

£2,570 is a little bit expensive when you can get better looking, better handling and better equipped scooters for hundreds less. You’re paying partially for the Honda badge, so it’s up to you whether you think the extra reassurance is worth it. 0% finance is available though, which takes the sting out of the price a bit.

Insurance group: n/a

Introduced 2006

Specifications

Top speed	65mph
1/4-mile acceleration	secs
Power	13.5bhp
Torque	8.5ftlb
Weight	135kg
Seat height	800mm
Fuel capacity	8 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group

Engine size	125cc
Engine specification	Liquid-cooled 4-stroke single
Frame	Tubular frame
Front suspension adjustment	none
Rear suspension adjustment	none
Front brakes	220mm disc, 2-piston caliper
Rear brake	130mm drum
Front tyre size	110/90-13
Rear tyre size	130/70-13

honda s-wing 125

2011-09-07T11:40:00.000-07:00

The Honda S-Wing is a well-equipped and competitively priced executive scooter that performs a lot better than its functional looks might suggest. Honda is pitching the S-Wing as an up-market urban commuter and in that environment it's a cut above the direct competition.

It’s hard not to compare the S-Wing to Suzuki’s Burgman 125 – both are maxi-style scooters, both weigh in at 156kg and both cost around £3,400. Thankfully for Honda, the S-Wing has a much nicer and more direct throttle response, feels quicker off the lights and has a little bit of an edge on top speed.

The S-Wing is stable all the way up to its 70-ish top speed and supremely comfortable thanks to a huge seat and big footboards. Despite its bulky appearance it’s easy to manoeuvre at slow speed. The combined brakes are very good which makes the S-Wing very reassuring to ride in a busy urban environment - the back brake is almost too strong, because a sharp pull on the lever will easily lock the rear.

The long side-opening underseat storage bay on the S-Wing is large enough for a full-face helmet with room to spare, but it’s a little shallow. There’s a handy mobile-phone/sunglasses cubby hole in the dash, a 12v power socket and a top-box is available as an optional extra. Riders will find the footwell-mounted filler cap handy and pillions will appreciate the optional backrest. Stainless floor panels pictured are extra.

It’s a Honda, so build quality is good and there should be no issues with reliability. However the dash looks a little dated and the leather-effect plastic surround on the cockpit looks a bit naff.

At £3,395 the S-Wing is bang in line with the competition in terms of price – the Suzuki Burgman is £3,399. But the S-Wing has the edge slightly on quality and performance.

Insurance group: n/a

Introduced 2007
2011: Top-box optional extra introduced [£50]

Specifications

Top speed	68mph
1/4-mile acceleration	secs
Power	13bhp
Torque	7.9ftlb
Weight	156kg
Seat height	776mm
Fuel capacity	9.4 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group

Engine size	125cc
Engine specification	Liquid-cooled 4-stroke single
Frame	Tubular steel
Front suspension adjustment	none
Rear suspension adjustment	none
Front brakes	240mm disc with Combined three-piston caliper
Rear brake	220mm disc with single-piston calliper, Combined Brake system
Front tyre size	110/90-13
Rear tyre size	130/70-12

yamaha xt125x

2011-09-06T09:34:00.000-07:00

Yamaha’s XT125X is Yamaha’s learner-friendly road going supermoto. The 125cc four-stroke machine is a scaled down version of the XT660X and has the same supermoto styling cues, like a big single front disc brake, aggressive styling, 17” wheels and wide tyres. Although learner riders are allowed to ride a 15bhp 125cc by law, the XT125X makes just 10bhp.

Powered by a carburetted, air-cooled, single-cylinder, SOHC four-stroke motor, Yamaha has strangled the power output to 10bhp, which makes performance less than impressive. Power is delivered smoothly, though and the five-speed gearbox is nice and slick.

With a razor-thin seat and little wind protection, the XT125X is better for short squirts around town than for longer journeys, the tiny 9-litre fuel tank won’t get you that far anyway. It’s super-agile, lightweight (just 120kg wet) handles solidly and will even slide into roundabouts with a dab of rear brake like a proper big capacity supermoto.

The XT125X comes with a pretty basic spec, but you get spoked 17” wheels, supermoto styling and a big front disc brake set-up.

The XT125X is durable, well made and reliable. The paint finish is good and the quality of the cycle parts is right up there too.

With a £2999 price tag the Yamaha is good value for money. It’s a class above something like a sporty Kymco 125, which costs just a few hundred quid less. Resale values are healthy too.

Insurance group: 5

Arrived in the UK in 2005

Yamaha XT125R (enduro-style )

Specifications

Top speed	70mph
1/4-mile acceleration	secs
Power	10bhp
Torque	7.5ftlb
Weight	120kg
Seat height	860mm
Fuel capacity	9 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	5

Engine size	124cc
Engine specification	Single-cylinder four-stroke
Frame	Tubular steel cradle
Front suspension adjustment	None
Rear suspension adjustment	None
Front brakes	260mm disc
Rear brake	220mm disc
Front tyre size	100/80 17in
Rear tyre size	130/70 17in

cagiva mito

2011-09-04T15:44:00.000-07:00

Overall verdict
The most beautiful novice 125cc bike money can buy – yes, it even outclasses Yamaha’s YZF-R125 and biggest competitor Aprilia RS125. The Cagiva Mito SP525 is essentially the long-running two-stroke Cagiva Mito 125 brought up to date in every area and then dressed in bodywork to honour John Koscinski’s 500GP efforts onboard the Cagiva V594 circa 1994. In unrestricted form its claimed 30bhp (approx) performance means anyone on their two-year licence probation period can make use of its sporty nature. Effectively two bikes for one price with a lot of fun.

Based on Cagiva’s original Mito 125, the SP525’s engine has undergone a revamp to keep it functional within the boundaries of tightening emissions regulations. Two catalysers in the exhaust, an electronic two-stroke oil pump and ECU controlled carb are part of the clean-running process. In unrestricted form the engine is unstressed; derestricted will see the return of explosive two-stroke performance…

The Cagiva Mito SP525 is nothing but pure sports focussed. Compact, quick steering, light, with firework-like performance in full-power form (14.5bhp restricted). Think 125cc MotoGP machinery and you’ll be very, very close to how the Cagiva Mito SP525 behaves. But it is a road bike, for this reason the bike is also stable and the suspension is road biased (not hard, not soft, just suited to deal with road riding).

Modern running gear and up to date engine ancillaries are part and parcel. If full marks could be given to just plastic then the Cagiva Mito SP525’s bodywork rates 5 out of 5. Brembo single front brake and non-adjustable Marzocchi forks work fine up front, the Sachs rear shock is preload adjustable only.

Component quality has never been an issue with the Cagiva Mito, it’s just the bikes always, always get a hard time from youthful owners. Keep it clean and serviced and there’s no reason why so many secondhand Cagiva Mitos should look like they’ve only just survived a nuclear holocaust. Engine-wise it should fare well in restricted form. When full power is sprung free the engine will undoubtedly get a hard time – after all it is only a 125cc machine and most seventeen year-olds will struggle to maintain a high performance two-stroke.

A quid short of £4000 is a lot of money for a 125cc machine in anyone’s book. But what a machine! If you can afford the mostest 125cc machine available then the Cagiva Mito SP525 is exceptional value. Otherwise the Yamaha YZF-R125 and others are very much value for money.

Insurance group: 7

2008: All-new Cagiva Mito SP525 introduced
2009: Cagiva Mito SP525 UK introduction.

At present Mito SP525 is a stand alone replacement model for the Mito 125

Specifications

Top speed	103mph
1/4-mile acceleration	secs
Power	14.7bhp
Torque	8.5ftlb
Weight	129kg
Seat height	760mm
Fuel capacity	14 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	7

Engine size	125cc
Engine specification	Liquid-cooled, single-cylinder two-stroke. Six gears
Frame	Aluminium dual beam
Front suspension adjustment	Non-adjustable
Rear suspension adjustment	Spring preload only
Front brakes	1 x 320 disc with 4-piston caliper
Rear brake	230mm disc with two-piston caliper
Front tyre size	110/70 x 17
Rear tyre size	150/60 x 17

cagiva planet 125

2011-09-04T15:41:00.000-07:00

The cousin of the successful, ‘mini 916’ Cagiva Mito, the Cagiva Planet 125 takes its engine, running gear and chassis from the mad little sportsbike so it’s got a good pedigree. It’s also beautifully designed and knocks the socks off its competitors (largely scooters). Let’s face it, which would you rather have?

The Cagiva Planet 125's engine is taken from the mini sports 125 Cagiva Mito, the two-stroke, single cylinder engine’s detuned to provide the Planet with more town-usable grunt and a little less manic top end. It works a treat. Plenty of acceleration is perfect for filtering through traffic and leaping away from the lights and it’s all delivered in a neat, controllable but fun little package.

The Cagiva Planet’s tiny but has great brakes, excellent handling and lots of go, for a little ‘un. Throwing it around is easy, as is its slow speed manoeuvrability (perfect for urban riding) and its suspension deals with whatever city streets can throw at it. A teenager’s dream but, frankly, anyone could have a go and enjoy mucking about to their heart’s content.

It’s pretty, very comfortable to ride and the Cagiva Planet 125’s very much a baby Ducati Monster to look at. Single, round headlight, basic clocks and mirrors, USD forks and Brembo calipers: it’s a mix of the simple and the sublime. There’s underseat storage and, get this, room to store a helmet under the tank!

Sexy, smooth and curvaceous, all wrapped in a flingable little body. Nope, not Kylie, but the Cagiva Planet 125. It may be a starter motorcycle but the attention to detail is impressive: that beautifully-sculpted chrome exhaust is rather lovely, for a start. The engine/chassis are proven but check clutches for wear and, similarly, paintwork.

The only downside. The Cagiva Planet 125 is not cheap and, when lined up next to modern scooters, you’d wonder if it’s worth considering at all. It is. It’s well made, easy to ride and provides more fun than any scooter ever will. And, above all, it’s a bike and it looks cool.

Insurance group: 6

1998: Cagiva Planet 125 launched. Remained unchanged until discontinued in 2003.
2003: The Cagiva Planet morphs into the Raptor. With a new exhaust and suspension tweaks, it lines up next to its bigger Raptor brothers in the Cagiva range.

None.

Specifications

Top speed	80mph
1/4-mile acceleration	13.7 secs
Power	23bhp
Torque	13ftlb
Weight	125kg
Seat height	775mm
Fuel capacity	12.5 litres
Average fuel consumption	38mpg
Tank range	120 miles
Insurance group	6

Engine size	124cc
Engine specification	2-stroke single, 6 gears
Frame	Aluminium beam
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	320mm disc
Rear brake	230mm disc
Front tyre size	110/70 x 17
Rear tyre size	150/60 x 17

honda CG125

2011-09-04T15:37:00.000-07:00

Overall verdict
How can you argue with ten million commuters worldwide, still pootling to work in mucky overalls, some thirty years after the Honda CG125 was launched? The Honda CG125 goes, it stops, it goes again the next day - simple as that. The Honda CG125 is the Spam of biking; a bit downmarket, stodgy and uninspiring, but ultimately does exactly what it says on the tin.

The Honda CG125 motor plods on remarkably well, often with very little maintenance. In fact you could probably run the thing on turnip juice for 1000 miles without it suffering engine failure. The later 2004 onwards Honda CG125s have a vastly improved gearbox and slightly more power, but not much.

The Honda CG125 is, in a word, bouncy. Especially if riden by a large lady in a tabard down to Netto. But that's OK, because only a complete madman would expect a Honda CG125 to handle anything like an Aprilia RS125. The basic suspension does the job and if you are on the hefty side, then jack up the preload on the Honda CG125's shocks.

The layout on the older Honda CG125 brought new depth to the word `basic.' Later Honda CG125 models have a much better saddle, mirrors, disc rather than drum front brake, plus a five speed gearbox instead of just four speeds. One detail that isn't really progress is losing the fully enclosed drive chain on the older Honda CG125s.

OK, you need to run your motorbike on distilled chicken dung. No problem, buy a Honda CG125 and it will probably get you home. The Honda CG125 is - or at least was - the very definition of rugged reliability, although it's arguable that the original version had more durable cycle parts than later examples.

Brand new, the Honda CG125 it is an expensive motorcycle, especially when you consider how long Honda has been making it, and how cheaply the exact same bike retails in developing markets. Chinese Honda CG125 rivals are 300-500 quid cheaper, but lack Honda's dealer network or warranty back-up.

Insurance group: 3

1975: Honda CG125 launched.
1988: Main Honda CG125 production shifts to Brazil.
1996: Honda CG125 `clones' exported in volume from China.
2004: Updated Honda CG125 gets disc front brake, bigger tank, new styling.

None.

Specifications

Top speed	65mph
1/4-mile acceleration	24 secs
Power	11bhp
Torque	7ftlb
Weight	114kg
Seat height	781mm
Fuel capacity	13.5 litres
Average fuel consumption	95mpg
Tank range	280 miles
Insurance group	3

Engine size	124cc
Engine specification	2v, single, 5 gears
Frame	Steel tubular cradle
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	240mm disc
Rear brake	Drum
Front tyre size	2.75 x 18
Rear tyre size	90/90 x 18

derbi terra adventure 125

2011-09-03T17:42:00.000-07:00

Derbi’s Terra Adventure 125 is a fantastic looking machine which bears more than a passing resemblance to the best selling BMW GS – albeit in a learner legal package. If you’re looking for adventure on a budget or just a small capacity bike to have some fun on you won’t be disappointed.

Derbi’s Terra Adventure 125 has a four-stroke, liquid-cooled engine that kicks out a claimed 15hp and should be good for a little over 70mph. The Derbi Terra Adventure 125 may not have loads of power but it loves a handful of throttle and will happily rev to 11,500rpm.

The Derbi Terra Adventure 125 showed its pedigree out in the wilds and handled the terrain perfectly. Great suspension front and rear, fantastic brakes (which stayed sharp despite our heavy abuse) and precise steering all added up to one of the best learner legal rides around. The saddle sits at 815mm but due to its narrow profile actually feels much lower, so riders of less than average height can manage the stylish 121kg bike.

The Derbi Terra Adventure 125’s styling is well thought out, perfectly executed and also has a bash plate to protect that vulnerable engine whilst you’re living the dream out in the countryside. So, not only does the Derbi do the job, on or off road but it also looks the part and gives the appearance of a larger capacity bike.

Derbis have long been classier and better quality than most 125s – think Aprilia and you won’t be far wrong – and the Terra Adventure 125 is no different than most. Finish is generally good and, thanks largely to the Minerelli engine, there are noi reported reliability problems yet, either.

At around £3K, the Derbi Terra Adventure 125 is in the high-end category of learner bikes, but for the most part you get what you pay for. Besides, compared to other, bigger dual purpose bikes is that you don’t need a mortgage to own one.

Insurance group: 4

2009: Model launched

Specifications

Top speed	70mph
1/4-mile acceleration	secs
Power	15bhp
Torque	ftlb
Weight	117kg
Seat height	850mm
Fuel capacity	11 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	4

Engine size	124cc
Engine specification	Air-cooled, four-stroke single, five gears
Frame	Tubular steel
Front suspension adjustment	41mm telescopic forks, no adjust
Rear suspension adjustment	Single shock, preload adjust
Front brakes	300mm disc
Rear brake	220mm disc
Front tyre size	90/90 x 21
Rear tyre size	130/80 x 17

piaggio mp3 hybrid

2011-09-03T17:38:00.000-07:00

Hybrid technology has finally reached motorcycles – the MP3 Hybrid has an electric motor that can assist the petrol engine or run as a standalone engine. But sadly it’s not quite ready to provide a viable alternative yet – price is expected to be high and the electric assistance isn’t good enough. Doubt has been cast over the green credentials too.

The MP3 is a heavy scooter anyway – the Hybrid version adds 30kg. So you have 14bhp and a small electric engine trying to move 249kg of machine – predictably progress is slow. The ‘Hybrid Power’ combines the most electric assistance with the petrol motor, but range is just 24 miles before the battery goes flat. ‘Hybrid Charge’ partially recharges the battery, but doesn’t last much further. Electric only is designed for Italian zero-emission zones, so 30km/h is flat out – useless in the UK, especially with the 11-mile range. The battery takes three hours to recharge from a mains outlet.

The extra weight makes the MP3 feel top heavy, and although the three-wheeler’s chassis is essentially the same, it doesn’t feel as sure-footed. The electric engine on the end of the rear wheel spindle means the centre stand hangs out further, compromising ground clearance somewhat. Common to many Piaggios, suspension action is crude.

A comfortable seat and riding position, a comprehensive dash and a boot that will take a helmet provides much of what a commuter rider needs – Piaggio have an accessories list that adds further practicality if you want it. The batteries have cut in to the underseat storage – conventional MP3s have space under the seat as well as the cubby hole in the tail. Compare and buy parts for the Piaggio MP3 in the MCN Shop.

The MP3 Hybrid isn’t in shops until the end of 2009, but Piaggio’s conventional engines have a patchy reputation for reliability and built quality – breakdowns are common, and they need a fastidious approach to clean to prevent corrosion attacking the cycle parts too. Hopefully Piaggio’s new hybrid parts will prove reliable though.

Price is expected to be around £7000 – that’s a lot for a 125cc scooter with lacklustre performance. Piaggio acknowledged that they are only at the start of development for the technology at the launch, and MCN’s view is that the technology can’t offer an advantage just yet – especially in the UK. Wait until Piaggio develops it more. Find a Piaggio MP3 125 for sale.

Insurance group: n/a
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2009: New model.

None

Specifications

Top speed	55mph
1/4-mile acceleration	secs
Power	14.7bhp
Torque	11.8ftlb
Weight	249kg
Seat height	780mm
Fuel capacity	12 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group

Engine size	124cc
Engine specification	4v, DOHC, liquid-cooled single cylinder plus brushless permanent magnet electric motor. CVT transmission.
Frame	Tubular steel double cradle
Front suspension adjustment	None
Rear suspension adjustment	Preload only
Front brakes	Twin 240mm discs, two-piston floating calipers
Rear brake	240mm disc, two opposed-piston calliper with parking brake
Front tyre size	2x 120/70-12
Rear tyre size	140/60-14

piaggio vespa lx50

2011-09-03T17:35:00.000-07:00

The easiest way in to Vespa ownership is a slow-going affair, but it looks great and is a reasonably practical machine.

The entry-level Vespa is powered by a 50cc two-stroke twist-and-go engine that isn’t exciting or very fast – it has the virtue of being learner friendly and that’s it. It should sip petrol though.

The Vespa LX50 deals with bumps better than most small scooters – the design is chunkier and more cosseting. It’s still manoeuvrable at low speed, and large bumps or holes will still upset the small wheels though.

Decent underseat storage, a cubby hole in the leg shield, a pull-out bag hook and a fuel gauge make the LX50 practical for the fashionista about town. The seat is comfy and there’s plenty of room for all sizes of rider.

The painted enclosed body is nicely finished and the chrome looks OK, but underneath the metal parts suffer at the hands of road much, water and salt. The iconic body shape is vulnerable in a crash- even dropping will damage everything on one side.

As a purely practical purchase, there are cheaper scooters doing the same job. But the Vespa is about image – it’s not silly money, and there’s fewer more chic 50cc scoots out there.

Insurance group: 2

launched 2005.

LX4 50 – The same proposition, but with an even slower four-stroke engine. Buy the two-stroke, it’s safer.

Specifications

Top speed	30mph
1/4-mile acceleration	secs
Power	3.3bhp
Torque	2.4ftlb
Weight	96kg
Seat height	775mm
Fuel capacity	8.5 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	2

Engine size	49cc
Engine specification	Two-stroke, air-cooled single, CVT transmission
Frame	Tubular steel
Front suspension adjustment	none
Rear suspension adjustment	none
Front brakes	200mm disc
Rear brake	Drum
Front tyre size	110/70-11
Rear tyre size	120/70-10

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