Road-testing the MZ 125 SX: This 125cc 4-stroke single is distinctly different from the typical 125cc commuter machine. It's made by MZ Motorrad-und Zweiradwerk, Germany's oldest motorcycle manufacturer.
Throughout its history, MZ has enjoyed a reputation for excellent engineering and engine design. Suzuki once persuaded one of its top riders to defect with a cutting-edge design.
The motard-syle 125 is also interesting in that the French army, attracted by its lightweight, easy handling, recently ordered 502 of them. It's an unusual choice at a time when British and US forces are turning to diesel machines.
The only difference between the "civilian" SX and the French army version is that the latter has a matt black finish, reinforced handlebars, engine protector and a tank bag.
The standard SX - its tall, narrow, motard-style giving an excellent view - is ideal in traffic. The single-cylinder engine, although limited to an 11kW power output, revs briskly to its 9,000rpm limit. MZ intends using the 125cc crankshaft in a soon-to-be-produced 250cc variant, which gives a clue to its robustness.
The 6-speed gearbox has very wide-set ratios. Bottom gear is of the "climb the side of a house" variety - it's so low that in the traffic lights Grand Prix it must be close to maximum revs before you are across the crossing.
The top, 6th, is more of a "downhill with a following wind" gear. We found we could often go as fast, sometimes faster, in 5th gear.
Brakes, front and back, are single discs. We found the front brake impressively smooth, progressive and powerful. Less so the rear brake. Our test machine, fresh from the crate, could have done with a more attentive pre-delivery inspection. The rear brake lever needed too much travel before it began to work. Adjustment of the lever would overcome this.
Another oddity, presumably a quirk of the test machine, was a smoked glass mirror on the right and a plain one on the left.
We found gear changes difficult. Again this was entirely due to the change lever being set too high in relation to the footrest. Upward changes necessitated lifting one's foot clear of the footrest. Simple adjustment would overcome this.
The seating position is first-rate and handlebars are near perfect in position and design. Not since the Vincents, which vanished 50 years ago, have we experienced handlebars so good - very comfortable and giving a feeling of total control.
The SX handled well in all conditions. It had a decidedly sporty feel, unusual in a 125cc machine.
We reached 80km/h quickly. The claimed maximum is 110km/h and could probably be reached after the bike had been run in for 1,000 or so kilometres. With just 3 kilometres on the clock at the start, the best we achieved was 95km/h.
Accelerating from the easily achieved 80km/h to maximum is, as ever with such a small engine, a matter of patience.
The SX would not be our first-choice for much motorway use. However, for daily commuting and weekend spins on country roads, it would be a pleasant and satisfying machine and as nimble as one could want in congested conditions.
Compared with the iconic Honda CG 125, the MZ SX 125 is, at €3,500, some €432 more expensive. Against that it's a far more sporty looking machine with, importantly in this sector of the market, a good deal more street cred.
With its design layout and good ground clearance, the SX has good off-road potential. For €500 you can buy a second set of off-road wheels and tyres. By changing wheels, you have a different bike.
TECH SPEC
ENGINE: Single-cylinder, 124cc 4-stroke; 11kW at 9,000rpm; 11.7 Nm at 8,500rpm
CHASSIS: Telescopic front and swinging arm rear monoshock suspension; brakes, single disk front and rear
DIMENSIONS: Seat height 830mm; wheelbase 1440mm; dry weight 129.5kg; fuel tank 12.5L (3.61L reserve)
PRICE: €3,500