Chris Moss sees what’s what…
The early days of biking life are some of the most important. Ideally, you want a good start riding something that’s easy to ride and live with, stylish, safe, and with a fair bit of excitement. After riding Yamaha’s new YZF-R125 and MT125 in and around Barcelona, I’d say all those needs are met perfectly by the new 125s. Add a great big dollop of fun factor to top all those key virtues, and you’ve got a package that had me envious of any rider starting out in the wonderful world of motorcycling on either of these two little gems.
The press launch of the two bikes started with a run out of the city chaos on the sportier of the two bikes. Perhaps unsurprisingly, the YZF-R125 (which we’ll abbreviate to R125 from now on) warrants plenty of praise even before I fire it up. Its sleek all-new R7-inspired bodywork and LED headlight give it a racy, head-turning style, with excellent build quality completing the classy, expensive look. Once underway, armed with its lightness and compact dimensions, the Yamaha carves through congested traffic in an easy, almost automated fashion. Better still though, the 125’s engine, limited by law to a maximum power output of just 15bhp, has remarkable levels of torque to help it pull bigger gears keenly and cleanly to give decent levels of acceleration. Of course it helps to spin it harder to match the pace of other vehicles at times, but it’s a bonus knowing it’s not always going to be a case of high revs and excess noise when you’re trying to keep up. The welcome flexibility can be attributed to the motor’s VVA (variable valve actuation system). Effectively using two different profile inlet cams to give alternative lift to best suit both low and higher rpm running, the solenoid-actuated arrangement makes the switch between the two at 7400rpm give an undetectable, seamless torque increase as the throttle is opened. It makes the engine feel as though it has a bigger capacity.
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Once out of town with bigger figures displayed on the attractive new 5-inch colour TFT dash, the R125 gets up to 60mph briskly enough and can eventually near 80mph with a bit of patience. That’s a quality you need more and more of once you’ve reached these higher speeds, with the ability to overtake traffic more swiftly, reducing as the ultimate pace gets closer. Along routes like the excellent twisting and undulating backroads in the hills above Barcelona, you must ride with plenty of anticipation and planning to deal with overtaking traffic well. When the route ahead is empty, as it often is, fuller commitment is just important to make good progress. Getting the very best out of the Yamaha requires well-timed gear changes, picking the best lines, braking points, and apexes. If you want to attain and retain speed, you need to earn it! But it’s a very rewarding technique and certainly one you can transfer to any other bike and still feel the benefit.
Those valuable riding lessons became all the more crucial when we rode the R125 on track later in the day. Circuits like the short, very tight kart track we used really test the capabilities of the Yamaha’s chassis far more than any road ride can, but it copes superbly. All the key performance factors are in place. Light and agile, flicking the steel Deltabox-framed bike through the seemingly relentless series of corners and chicanes is fast and easy. The planted front end gives accurate steering, so picking and holding a line poses little challenge, and with impressive suspension and strong braking power, getting the max from the bike feels really safe. Neither the 41mm inverted forks nor monoshock are adjustable, but with a good balance of support and compliance I wouldn’t have wanted to alter them even if they were. I wouldn’t have minded a bit more initial bite from the front brake but given the less experienced riders the 125’s aimed at, the current arrangement is arguably more appropriate. The standard fitment Michelin Pilot Street tyres deserve plenty of praise for their excellent grip and feedback, and not once did I trigger either the ABS or new traction control systems. Ground clearance is more than good enough to cope with fairly acute lean angles. Footrest height is designed to improve this, and I did feel a little cramped at times because of this, despite the handlebars being 10° more open on this new model. I think a younger, fitter rider wouldn’t complain though! Helping progress appreciably at the circuit, the optional-fitment quick-shifter makes gear changes much swifter and slicker, and even though it only aids the upward change, with the limited power on offer it’s still a bonus by letting you extract more from the engine.
The new YZF-R isn’t cheap at £5302 on the road but given its equipment level including the new traction control system and TFT dash, variable valve actuation system, as well as an overall high-quality build fit and finish, you can argue it offers good value. It’s certainly very affordable via PCP, with only 36 monthly payments £75 to pay after a deposit of £1042.50. With claimed fuel consumption ranging from 100-125mpg, minimal wear on consumables, and reduced insurance premiums, running costs will also be very low. There’s also a limited range of official aftermarket accessories available including luggage, exhausts, heated grips, and suspension to boost practicality and performance.
I really enjoyed riding and trying to get the best out of the Yamaha. Even though it’s not really designed for experienced riders like me, its toy-like agility and light weight made it an absolute cinch to ride, even on track. For the youngsters it’s primarily targeting, the new YZF-R125 is a truly great choice. I often wish I was a younger guy for various reasons, and after riding this bike, I now have another one to add to the list!
Tech spec
YZF-R125 (MT125)
Price: £5302 (£5102)
Engine: 125cc liquid-cooled, 4v, sohc, single
Maximum power: 15bhp (11kW) @ 10,000rpm
Maximum torque: 8.5lb/ft (11.5Nm) @ 8,000rpm
Frame: Steel Deltabox
Suspension: (F) 41mm inverted telescopic forks, no adjustment (R) rising-rate monoshock, no adjustment
Brakes: (F) 292mm single disc, twin-piston radial ABS caliper (R) 220mm disc, single-piston ABS caliper
Tyres: (F) 100/80 x 17 (R) 140/70 x 17
Fuel tank: 11 litres (10 litres)
Seat height: 820mm (810mm)
Kerb weight: 144kg (142kg)
Contact: www.yamaha-motor.eu/gb
Yamaha MT125
I rode back to Barcelona on the other Yamaha on the press launch, the MT125. In essence, the same bike but without the fairing, and fitted with high bars, a smaller tank, and alternative bodywork, the MT initially feels significantly different to ride compared to the R125. The more upright riding position gives it a roomier and more relaxed feel, as well as the chance to boss it around with less effort. The changes alter the character of the MT quite substantially, making it feel even more fun. Okay, so there’s less wind protection, but it’s not really fast enough for that to be problematic, even along the motorways we rode on. It’s very suited to town use and would make a brilliant commuter. Engine and chassis performance are generally the same as the R125’s, and it costs £200 less.
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