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.

2004 Honda NSR 125r

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.

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.

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.

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.

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.

2012 Honda CBR 125R

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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.

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. 

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

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.