Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/125791
'" Lightweight Review #6 ~ ~ > :; .., ~ w Z W ..J (.J >(.J I r I PENT·ON: IF YOU WAN By John Huetter It's versatile, it bandIes, and it has powa on any stock lightweight currently on the market. We're talking about usuable power, the kind that s1in~ you out of tigh t comers and makes a difference wben you hit fifth. and sixth on the flat. With no modification, indeed, right out of the crate without haviI\g the cam jetting corrected for SoCaI climates, the 125 Penton Six Days is a screamer. Except that it doesn't scream. It burbles along quietly; with'out' too much fuss, bouncing, or confusion and seems to pass everything in its way. It's possible for either expert or novice to come out of a tum in second or third gear with the fron t wbeel in the air. The new Type B engine on the current Pen tons provides a significant increase in power over the previous models. This is a IKW mill that has only appeared on the bikes within the last two mon ths and it accounts to a large extent for the increase from about 1·16 to around 20 (The brochure reads a claimed 2 1.) h onepower.. There is 100cc less volume in the lower end. The crank wheels are smaller and there is a concurrent increase in the velocity of the fuel paths through the ports. This aUows the tuner to do more with the porting than was previously possible. (Even though modification is unnecessary to get performance, somebody will try to improve it and possibly succeed.) Effectively, this amounts to a stuffed lower end on the stock 125 Penton and this effect is the main contributor to the performance increase. It is not a marginal sort of effect, either. There is a noticeable upping of output that is entirely usable from the low revs right on up to the top end. Frankly, on a motocross course fifth and sixth are luxuries that will find use only on a few long, flat courses. It takes a long straight or perfect sandwash to use them. But the bottom four gears are equally spaced and provide enough f1exibili ty for all but the topmost rider in ability. Then, if you're really fast and good, you have the nex t two to pull to. The impression of the Pen ton is that of the ideal JIlachine to ride Grands Prix with the bottom end righ t for the MX sections and the top two gears for the pavement. All gears are tall enough to be useful. Previous Penton riders will notice the difference. It feels slower, but goes faster with less bassle. Despite all the previous noises, though, power is not really where the 125 Penton is at. The whole image of Jobn Penton's product is quality, in construction and components, and versatility. This man has brough t together aU of the "name" items that are associated with high performance motorcycles and carefully allied them with the KTM frame and DKW engine. It takes commitment to get it right and if it isn't the exactl:y correct bike, the Pen ton family bas come as close as they know bow. Handling is righ t in there with the very best and you don't have to do much to it to get it ready for competition. Spend six dollars on the righ t filter and you should be ready for motocross, desert, enduros or whatever. Penton only makes one 125 and claims it's ready for anything...and it doesn't do badly. Not bad at all. The machine has Ceriani forks up front and Girling shocks at the rear. The engine is German, the frame and running gear Austrian. The carb is a Bing with the unconventional size of 27.5mm; the petcocks and levers are Italian. The front Metzler is a 3.00 X 21 and the Pentons in the West are re.equipped with 4.00 X 18 tires. The new engine can pull the bigger rubber with no sweat. The Pen ton provides the impression of angular handling. It wants to go in .. If you dig the part about form following funeti.on, the Penton Six·Days looks good. Everything is heavy duty and is on the machine for a given purpose'. • • ••• • • • • II! ....