2018 Suzuki GSX-R125/GSX-S125 launch review

The new Suzuki GSX-R125 and GSX-S125 ride in the shadow of greatness. After all, Suzuki's GSX-R sportsbike range traces its proud history back to the mid-'80s, when the first GSX-R750 redefined the boundaries of what a sports motorcycle could be.

Countless Superbike and Supersport titles at all levels from club racing to world championships and everything in between – any red-blooded biker knows the term 'Gixxer' and the heritage it entails.

The Suzuki GSX-R family is a mainstay of the brand's range in Australia, spanning the GSX-R600 to the solitary bastion of 750cc Superbikes, the GSX-R750, and of course the big-hitter GSX-R1000. Now add to that a newcomer that, despite its size and stature, deserves every right to call itself part of the Gixxer tribe: the Suzuki GSX-R125.

This tiddler will go on sale in Australia in April for just $3990 ride away, alongside its also-new sibling, the naked Suzuki GSX-S125. The latter is $100 less and comes with a flat handlebar that's 100mm higher than the sportsbike's clip-ons, making it an ideal proposition for those for whom getting to work on time is a higher priority than standing atop any podium…

Bikesales sampled both models at the recent national press launch of the duo, which comprised a ride through Melbourne's inner-city suburbs followed by a quick blast around the Port Melbourne go-kart track. Even one Josh Waters was in attendance at the premiere – although we're sure the diminutive 125 was quite a change of pace for the reigning Australian Superbike Champion!

Tragic history…
It's the very same track where Bikesales Editor, Mark 'Mav' Fattore, came unstuck at the press launch of Honda's Grom 125 in mid-2016. He lost the front end on a damp patch (or so he tells us) while dicing with the likes of former GP rider Daryl Beattie and V8 Supercars stars Craig Lowndes and Rick Kelly, coming down hard on his shoulder in the process.

Of course in the great tradition of motorcycling mates, his subsequent moans and groans over the next few weeks fell on entirely unsympathetic ears. It was only later that an x-ray revealed he'd done all sorts of mischief to his rotator cuff, ligaments and more – damage that required an operation to rectify!

So, with the monkey well and truly still on his back, Mav decided to send yours truly back to the tight but flowing track, as much out of glee at the thought of me attempting to wedge my 188cm, 105kg self onto a pint-sized 125 as much a deliberate attempt to avoid his nemesis…

Before that comedy moment, however, let me provide a little background for these newcomers…

Indonesia calling
Both are built in Suzuki's Jakarta production facility in Indonesia, which is the same factory that builds the popular Address 110 scooter. Production for these bikes is around 3000 units per year, the factory not only supplying them to the massive Asian market but also for the behemoth that is Europe's 'A-1' learner licence category.

Here in Australia the pair both of course fall under the LAMS umbrella (Learner Approved Motorcycle Scheme), both models punching out a heady 15hp (11kW) and 11.5Nm from their single-cylinder engines.

That's, ahem, modest – but factor in wet weights of 134kg and 133kg respectively, and Suzuki says it's the benchmark power-to-weight ratio in the 125cc sportsbike class. It also claims the lowest-in-class seat height (785mm), making it one super-manageable package for those starting out on two wheels or for commuters intent on squeezing through the slimmest of gaps in traffic.

"We're really dipping a toe in the water with these models," says Suzuki Australia Motorcycle Marketing Manager, Lewis Croft.

"We really don't know how they'll sell, but there are other entry-level machines out there that are doing quite well in the market."

To that end, the littlest Gixxers will be settling in beside Honda's Grom 125 ($3349 plus on-roads), Kawasaki's Z125 Pro ($4099 plus on-roads), Benelli's TnT125 ($3250 plus on-roads) and, to a less extent, Honda's cheap and cheerful CB125E ($2299 plus on-roads).

City living
After a brief tech session it was out to the waiting bikes for a road ride through Melbourne's eastern bayside suburbs, followed by a return run via Williamstown and then back to the track. It's a route that doesn't exactly get pulses racing but it does represent the lion's share of work these two models will perform – inner-city commuting.

And – much to Fattore's disappointment, I'm sure – to I found I fitted on the GSX-R125 and the GSX-S125 just fine. Both are low, narrow and light, and with that low seat height, a paltry 1300mm wheelbase and a generous 35-degree steering range, they're both incredibly easy to manage.

Of course I wouldn't want to ride one to Darwin – I wouldn't want to ride one out of the state – but for city commuting and day-tripping in general these bikes will accommodate riders of a surprisingly wide range of heights and weights.

My height meant I favoured the 'S' over the 'R', as that extra 100mm of handlebar height makes an appreciable difference, but I'd be happy on shorter stints on both.

And don't think that each bike's puny 11-litre fuel tank means short stints are mandatory. By the end of the day both models' trip computers were displaying an average fuel economy of just 3.1L/100km – enough to extract a safe range of over 320 kilometres per tank. Add in modest servicing costs for the single-pot engine, the skinny rubber, and the lower registration costs of this engine capacity, and either of these bikes can lay claim to some very modest operating expenses that will undercut the 'new wave' of LAMS 250s, 300s and 400s.

Performance and handling
Performance in general is, shall we say, 'unintimidating' – which might be just what you're after. The basic suspension offers zero adjustment at either end and it's reasonably stiff, but it works. Either models tips in with the ease of your average pushbike, and will slice through the tightest of corners with aplomb. One-make race series, anyone? Yes please!

The rear brake could do with more power but the front single-disc stopper offer decent power and feel, and – importantly, given its intended market – they both come with ABS, which only adds a paltry 600g to each bikes' weight.

The six-speed gearbox shifts well enough and the ratios are, err, thoroughly rational. The tacho shows 8250rpm at 100km/h in top and, generally speaking, you'll want to be spinning at 8000rpm or more for decent progress. It does, however, rev readily until the limiter calls 'time' at around 13,000rpm.

The finish is really pretty decent and you get a decidedly high level of gear for the bucks. That includes vertically stacked LED headlights, the aforementioned ABS and electronic fuel injection, petal brake discs, smart 10-spoke alloy rims, a comprehensive LCD instrument display – even Suzuki's Easy Start system. This provides one-touch starting first press, every press of the starter button.

As for gripes, nothing readily springs to mind. You can come close to trapping your hand against the tank during full-lock U-turns, but the steering range is so good that full-lock turns aren't really necessary. It's no rocketship but the payoff comes with the cheaper registration. They go well, look good – especially the Metallic Triton Blue hero scheme – and come with a two-year, unlimited-kilometre warranty. It's a solid package.

Summing up
Honda has blazed a trail with its Grom 125 and that was soon followed by rivals from Kawasaki and Benelli. However, factor in the pricing and for the same or less a motorcycling novice or commuter can have one of these new Suzukis – ostensibly a full-size motorcycle with all (or at least most) of the trimmings.

Best of all, they're both going for a song. British buyers in particular will be choking on their tea when they hear what either of these models is going for here in Oz – in the UK the GSX-R125 retails for £3999, or over $A7000!

Once again, it's the LAMS category in general that's the big winner – and here Suzuki's GSX-R125 and GSX-S125 are both great options for first-timers on a budget…

SPECS: SUZUKI GSX-R125/GSX-S125
ENGINE
Type: Liquid-cooled, DOHC, four-stroke single-cylinder
Capacity: 124.4cc
Bore x stroke: 62.0mm x 41.2mm
Compression ratio: 11.0:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 15hp (11kW) at 10,000rpm
Claimed maximum torque: 11.5Nm at 8000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Steel backbone
Front suspension: Conventional fork, non-adjustable
Rear suspension: Monoshock, non-adjustable
Front brakes: Single 290mm disc with twin-piston caliper, ABS equipped
Rear brake: Single 187mm disc with single-piston caliper, ABS equipped
Tyres: Dunlop D102, 90/80-17 front, 130/70-17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 134/133kg
Seat height: 785mm
Wheelbase: 1300mm
Fuel capacity: 11 litres

OTHER STUFF
Price: $3990/$3890 (ride away)
Colours: Metallic Triton Blue, Solid Black or Brilliant White/Metallic Triton Blue, Stronger Red/Titan Black or Solid Black
Warranty: Two-year/unlimited kilometres
Bike supplied by: Suzuki Motorcycles