GSX-R125 / GSX-S125

GSX-R125 / GSX-S125
What The Press Say
“...it’s best quality is that it doesn’t just pretend to be a
thoroughbred sportsbike; it truly is one - Fast Bikes.”
/SuzukiBikesUK
GSX-R125 / GSX-S125
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I’ve ridden all of the 125cc rivals in the
sector and nothing can touch this bike for
stability and engine performance.
Launch Test
...the Suzuki holds the accolade of the best
power-to-weight ratio in its class, which means a
lot when you’re talking about small capacity bikes.
The finish on the little Gixxer is undeniably
impressive. The neat cockpit and concise yet
informative LCD dash automatically makes you
feel at home, and the fact that Suzuki has fitted
the bike with a keyless ignition system is a really
nice touch. In all honesty the GSX-R125 really
does look the part; from the vertically stacked
LED lights to the wind tunnel developed race style
fairing, Suzuki has covered every angle to make
this little puppy as attractive as possible.
By the time I’m rolling out of pitlane I already feel
at home on the GSX-R125; like a comfy racebike.
The clutch is light and responsive, the gearbox is
impeccably smooth and the engine actually feels
like it has some oomph for its size…
...the torquey nature of the motor is a treasured
feature. It’s not just easy to use though, it’s also
incredibly easy on fuel if saving some dosh is your
aim; spanking round a track all day brings the
economy down to 82mpg, while on the road it
will give you well over 120mpg.
The short wheelbase means you can literally toss
the little GSX-R from side to side on a sixpence
through the tight and twisty sections, yet even
through the flat-chat flip-flop of turn one and
two, the mini superbike is unbelievably stable;
everywhere from braking, to tipping in, to getting
on the throttle there is absolutely no drama
whatsoever. It blew me away.
Heavy braking is the Suzuki’s forte. It’s front
anchor offers surprisingly good performance
and the Bosch ABS package is thankfully
non-intrusive.
the ultimate baby naked.
Launch Test
As if it wasn’t enough that Suzuki launched an
absolute blinder of a mini sportsbike, they’ve also
dropped the fairings, stuck some higher bars on
and applied the same class-leading specifications
to create the ultimate baby naked.
...the GSX-S125 really does look a treat… with its
aggressive styling and super-naked style stance. It
has the same attention to detail as the Gixer.
… I was gagging to get out for a joyride to find
out how the GSX-S cut it on the streets. With the
bars that much higher the scope for turning at
slow speeds was unbelievable. Coming out of the
Silverstone complex, dodging traffic and weaving
in and out of obstacles, the GSX-S quickly showed
its trump card: agility. The bike felt a doddle to
hustle along, made all the easier by its delicate
clutch and smooth throttle response. I could
tell right away that this would be a right tool on
the streets of a big city, and its narrow physique
would well suit the lark of filtering through heavy
traffic.
As soon as I hit the open road, the GSX-S felt
like a proper laugh. It was awesome at carving
up bends, with admirable levels of stability and
effortless direction changes. Being so lightweight,
there was never a question of feeling tired, no
matter how carried away I got by racing into
bends as if it was more important than the
last one.
...it may be small, but it is every inch a GSX-R.
Launch Test
We’re here for some performance. The GSX-R125
does indeed have enough go to match the show.
...this bike is a little scorcher.
OE Dunlop tyres provide mountains of grip and
the sound of slider on tarmac comes on turn
one of lap one. …[the] bike immediately accepts
your friend request and you can get stuck straight
into messing around together. There’s torque in
the lower half of the rev range but to be honest,
I spent most of my track time with the revs
absolutely buried in the red.
...to be honest, it was really good fun.
The GSX-R was more than up to anything we
could throw at it. Just when I felt I’d nailed a
section of the track and decided it physically
impossible for this bike to go faster than I was
making it go, Taylor Mackenzie would fly past me.
Not once did the brakes not provide me with the
feel and performance I asked for and the small
but perfectly formed suspension setup is just as in
tune with the rest of the bike as any other GSX-R
in the range.
With classy
suspension, agility
and silky-smooth
power delivery, the
GSX-R125 offers the
perfect introduction
to the world of
sportsbikes.
L a u n c h Te s t
With its keen power-to-weight ratio and precise
handling, the new bike is indeed a chip off the old
block.
Taking the legendary GSX-R name, the 125 is aimed
firmly at new riders, looking for an exciting ride from
their first road-going machine.
At the bike’s heart lies an all-new dohc 124.4cc
single-cylinder engine producing 14.8bhp and,
for such a busy little engine, it’s silky smooth and
free-revving. Acceleration is more than adequate
for a bike of this size, partly thanks to its 134kg kerb
weight. It’s ideal for nipping through traffic, as well as
the occasional B-road blast. The GSX-R also sounds
good, delivering a throaty growl reminiscent of a
muffled Moto3 bike’s.
As well as having plenty of poke, the new 125 is also
impressively frugal. After twelve 20-minute track
sessions around Silverstone’s Stowe circuit, its digital
display was still reading 69.5mpg. The lightweight
clutch is also incredibly user-friendly, and makes lowspeed manoeuvres a doddle. Pretty handy for new
riders taking their first steps into motorcycling.
...the ride is surprisingly composed. It inspires more
than enough confidence to get your knee down,
should you ever find yourself at a track. Despite that
welcome stiffness, the ride is also forgiving enough
to be comfortable over the bumps and potholes that
litter British roads.
Stopping power is also impressive. The single wavy
front disc and lightweight two-channel Bosch ABS
unit give reassuringly progressive bite, without too
much electronic intrusion. Along with sporty handling
and ride, the Suzuki also offers a genuinely focused
riding position without being uncomfortable. The clipon bars are mounted under the top yoke to invoke a
hunched-over position, but I felt fresh throughout my
day’s ride. With a 785mm seat height I can also flatfoot with both feet, despite being just 5ft 7in tall.
With neat digital clocks, a gear indicator, adjustable
rev indicator and fuel gauge, the GSX-R125 feels like
a quality product. Side on, the premium paint makes
it look almost identical to some of its larger GSX-R
stablemates.
With classy suspension, agility and silky-smooth
power delivery, the GSX-R125 offers the perfect
introduction to the world of sportsbikes. While its
aggressive riding position and responsive chassis
make it fun in corners, it’s also low and light enough
to be unintimidating to novices.
It’s perfect for nipping round town or
having fun in the twisties.
Launch Test
Suzuki are the latest firm to take the plunge,
with the new GSX-S125. Aimed at new riders, the
L-plate-compliant machine offers riding thrills
with the bonus of comfort and practicality. The
naked model receives the same 124.4cc singlecylinder lump as its sportier brother, and offers a
similarly linear power delivery all the way to the
redline.
of this while returning an indicated 80+mpg, too.
As well as being punchy, the dohc motor is
free-revving. Accelerating through the ratios, the
GSX-S will happily do a speedo-indicated 40mph
in second gear with revs to spare. Flat-out, the
clocks will show an indicated 80mph. It will do all
Up front, the naked GSX gets the same easy-touse digital dash as the R, but gone are the racy
clip-ons. In their place comes a set of upright
bars, which take the weight off your wrists and aid
low-speed control.
Throttle response is also good. Coupled with an
ultra-light clutch, the bike offers well balanced,
trouble-free, slow-speed control. Lightweight
steering helps with manoeuvrability, and a
40-degree lock allows you to turn almost on the
spot.
It drops nicely into bends and turns with a high
level of agility. Knee down? Yep!
Launch Test
The GSX-R is powered by a brand new 124.4cc
engine that has a massive 62mm bore, helping
Suzuki fit four large valves inside its double
overhead camshaft head. Compared to the
YZF-R125, the GSX-R125 is actually 10mm larger
in its bore, which is quite a lot on a 125 and
Suzuki claims this allows them to optimise power,
performance and fuel economy.
As well as a new engine, the GSX-R125 gets a
whole new chassis with weight loss at its core.
The aluminium twin spar chassis is mated to
aluminium wheels with petal discs and the even
the ABS system only weighs 0.59kg, helping
the whole bike tip the scales at just 134kg wet.
...looking at its rivals’ specs, the Yamaha is 142kg
wet, the Honda 137kg wet and the Aprilia 134kg
dry.
...the GSX-R’s single is really smooth and as well
as sounding a little bit deeper than other 125s, I
do like the way it delivers its power. The rev range,
which extends to 13,000rpm, has a really smooth
and linear power increase that makes you feel as
if the torque curve is also nicely flat.
I’m in the six-foot two area and even my tall
frame folded into the GSX-R’s seat with little
discomfort. It’s a roomy riding position and there
is more than enough space for your knees to
slot into the tank’s recesses. On the move the
mirrors, which if you are really geeky you will have
spotted are identical to the GSX-R1000’s mirrors,
are vibe-free and show a good view of the road
behind. But it is in the bends that the GSX-R125
really shone.
...the Suzuki feels light to turn, especially at the
front end. It drops nicely into bends and turns
with a high level of agility. Knee down? Yep, not
a problem and even the OE Dunlop D102 tyres
are grippy, unlike some of the hideous items
you get on other brands of 125. The suspension
is also impressively compliant and lacking the
usual cheap 125 bouncy feeling, which is so
apparent on some rival’s shocks. When it comes
to braking… the two-piston sliding caliper is more
than up to the job.
For my money the Yamaha’s suspension isn’t as
good as the Suzuki’s and it is a lot more money.
The more upright seating position and wider
bars make it really nimble at low speed.
Launch Test
Having ridden and been pleasantly surprised by
how good the GSX-R125 was the day before, it
was less of a surprise that the GSX-S125 was
equally as impressive. The flat bars raise your
hands 100mm when compared to the mini-racer
and that certainly makes it noticeably more
comfortable while not adversely effecting
its handling.
The more upright seating position and wider bars
make it really nimble at low speed and simple to
U-turn or nip through gaps.
I’d say the Suzuki wins it in terms of performance
and handling when compared to the Yamaha MT125, which I feel will be its main rival.
It feels like a premium package
Launch Test
Suzuki’s new teenage-targeted sportsbike is
compact and slim.
This bike is 8kg lighter than the next lightest model in
the class. It feels like a premium package. Premium
features, too, such as the keyless start system. Handy
and faff-free standard fitment on a bike that’s £530
less than Yamaha’s equivalent.
...the R’s litheness immediately impresses. It can
surprise with an incredibly quick turn-in thanks to
slim Dunlop tyres, and the shortest wheelbase in
the class. The single disc front brake is surprisingly
strong. With hard braking and a loaded front, the
suspension is firm enough to allow for a string of
trail-braking dives into Stowe circuit’s corners.
The Suzuki GSX-S125 is a diamond of a bike. Compact, light,
fun and cheaper than its rivals.
Launch Test
The GSX-S’s DOHC motor is soft and friendly at low
revs, easy-going for those taking their baby steps into
motorcycling. The clutch is light and the gearshift is
easily manageable. Neat touches like a one-press
starter button (no need to hold it in until the engine
fires) make life even easier for first-timers, too.
This kind of high-revs, maximum-momentum riding
demands a capable chassis – and the little Suzuki
definitely delivers.
On the road, the GSX-S feels light, small and short.
The 1300mm wheelbase is at least 50mm less than
either the Yamaha or KTM competition and the
785mm seat height is much more friendly to shorter
riders than either (the Yam’s perch is 810mm off the
floor and the KTM’s 830mm).
handful of front brake doesn’t bring it into play,
suggesting it will leave well alone unless it’s
genuinely needed.
Fuel economy on the GSX-S is good, too. Our test
involved B-road thrashing and very little time for the
Suzuki to kick back and chill, but it still recorded
82mpg. Expect that to improve a little in less extreme
use and you’re looking at impressive frugality. Even
at our ‘thrashy’ rate of consumption the 11-litre
tank (2.9 imp gallons) will last 237.8 miles between
fill-ups.
Those brakes do a good job of hauling up the
combined 228kg (bike and rider) .
The fuel economy figure comes from the delightful
instrument cluster, which maintains Suzuki’s fine
recent form on this score. It’s the same type as used
on the GSX-S1000 and SV650, using a very clear
and simple LCD screen to show speed, revs, gear
position, fuel level, average fuel economy and two
trip readouts.
The Bosch ABS on the front never interferes in
general riding and even a deliberately provocative
A worthy addition to the GSX-S comes in the shape
of an anti-tamper ignition barrel, adapted from
Suzuki’s scooters. A small thumb lever operates a
shield that slides over the keyhole to protect from
unwelcome screwdriver butchery. When the rider
returns to the bike they insert a code-matched
magnet that lives on the side of the ignition key and
it releases the shield to reveal the keyhole.
The world of 125s has moved on a hell of a lot in
recent years. Yes, the era of the two-stroke has
gone (long gone). But the smoke haze has cleared
to reveal a cleaner, neater, sharper and funkier
generation of learner machines that are credible
bikes in their own right.
All in, the Suzuki GSX-S125 is a diamond of a bike.
Compact, light, fun and cheaper than its rivals.
It carries the ethos of Suzuki’s bigger bikes well,
delivering good results without charging the earth.
Whether you’re looking for your first bike or
something to whizz around town and country for
cheap thrills then the GSX-S125 is well worth a
serious look.
GSX-R125 Specification
Engine capacity: Engine: Drive: Transmission Power:
Torque:
124.4cc
4-stroke, 1-cylinder, liquid-cooled, DOHC
Chain
6-speed, constant mesh
11.0 kW @ 10000rpm (15PS)
11.50Nm @ 8000rpm (8.48lb.ft)
Ground clearance: Wheelbase: Seat height: Kerb mass: Fuel capacity: MPG:
155mm (6.1in)
1300mm (51.2in)
785mm (30.9in)
134.0kg (295.42lbs)
11.0 litres (2.4UK gallons)
122.82*
Ground clearance: Wheelbase: Seat height: Kerb mass: Fuel capacity: MPG:
165mm (6.5in)
1300mm (51.2in)
785mm (30.9in)
133.0kg (293.21lbs)
11.0 litres (2.4UK gallons)
122.82*
GSX-S125 Specification
Engine capacity: Engine: Drive: Transmission Power:
Torque:
124.4cc
4-stroke, 1-cylinder, liquid-cooled, DOHC
Chain
6-speed, constant mesh
11.0 kW @ 10000rpm (15PS)
11.50Nm @ 8000rpm (8.48lb.ft)
GSX-R125 shown with optional accessories fitted.
*Fuel economy was measured by Suzuki in the Worldwide Motorcycle Test Cycle (WMTC). Exhaust emissions measuring conditions measured by Suzuki.
Actual fuel economy and riding range may differ owing to differences in conditions such as the weather, road, rider behaviour and maintenance.
For more details on the GSX-R / GSX-S 125, including finance options, simply visit our website at bikes.suzuki.co.uk
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