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/125805
by John Huetter and the CN Staff Many moons ago, somebody around here had the brigh t idea of taking a quick look at the (then) newly proliferating lightweight racer market. That was before we stopped to think how many of the 125 motocrossers there really were ...and some new ones· 'were even imported during the time of our revic>w. Well,lightweight freaks, this is it. Appropriately enough, our thirteenth and final in what may have seeni like a never-ending series of impressions on the 125 dirt racers. Frankly, we couldn't think of any more 125s that are being widely used in competition, either, so there wasn't much ch oice . . The last of the lightweights for this go-4ro~d is one 'that we've received literally a couple of requests, wondering why we hadn't reviewed it. The 125 Puch motocross stands out in the minds of almost every competitor as a very unique sort of machine. Fairly new in this country, an Austrian motorcycle. from a firm that has historically been big in to ligh tweigh 15, and with a distinct personality that effectively defies . comparison of the Puch with any of the other machinery around. It is distinctive in a manner that combines the angular Central European "look", of the MZ and J awa, with styling and configurations that work for the American market. It is, frankly, a very attractive-looking piece of motorcycle, with superb, neat finish. Attention to detailing should serve as an example for all racing motorcycle t) o ~ w Z W ...J U >- U manufacture-rs. Basic architecture of the Puch involves a spare,looking double down tube frame, with a couple of bolt-on support gussets. Cradled within the downtubes is a 123.5cc displacemen t engine that is just sligh tly oversquare. Puch has for sometime had the radial·rmned head wbich is now all the rage on everything from lawnmowers to roadracers. On the 125 Puch, it really does help engine .cooling, which is a lot more critical on the smaller displacemen·t machines since any power loss due to heat can be a very noticeable' one. Especially in the desert. Slight tickle to the 30mrn Bing, which lurks behind the black skirt, and the Puch starts on the rrrst kick, hot or cold. When it does start, you'll think you're on a street bike rather than a gawdamighty fast racer. It is very q~et. The Italian-made Silentium silencer is absolutely great. Everybody ought to race a Puch, they're quiet enough that nobod.y, but nobody, could complain about the noise. The engine itself is also mechanically quiet and vibration-free, which means lots less rider fatigue and spectator approval. We could actually carry on a conversation, with helmets on, when the Puch was running. Now, you've got the thing started, better look in the tank and see if there's enough premix for a few hot laps, dummy! Aha, very nice plastic lining in the gas tank. Caps snaps on fairly snugly, too. Tank do.,.n't seem to want to leak at either end. Ease back on the seat, which is rather firm, but feels OK. (It didn't bottom out later on in a little MX and cross-country action.) Pop the shifter down in to the first of the five. Snick, very neat and positive. As it turns out, the ocher four are equally sure and feel good. Only gearbox/shifting problem is the tremendous gap between first and second and the fact that neutral wan 15 to disappear when the engine gets hot. It seems like first is to get the hike moving and the top four nicely spaced gears are for actually racing the thing. Stock gearing is tall, which allows you to get going very fast. More on speed and other daring exploits later. Out onto the course, other attributes become obvious. You have to really wick the engine. At a point when it seems that most motocrosser~ are about out of revs, the Puch comes on for a whole bunch more. Keep the throttle on, ke<>p it in the right gear (which was usually third or fourth) and hooboy! It is some rapid motorcycle. It also tracks like a train; excellent straight line stability. Suddenly, you see why them guys have been winning in the desert on Puchs. Just put it on a line, whether through a corner or over the terrain and it stays there with no hassle, no deviation. 'Phe power has somewhat limited applications, however. It's hard to loft the front end with throttle since any sudden power makes the rear wheel spin when the Puch's going straigh t. I t is also a hard bike to slide. The rear end just doesn't want to break roose in a slide Suspension inspired confidence to take cabby downhills faster The mechanicals on the 125 Puch reflect the scrupulous detailing and excellent finish of the machine. Except for that curiously placed kill bunon. What were they thinking of? than yo,,- would think comfortable, until you tried it. when you dial on the power. The Puch continues in the direction you've poin ted it and goes faster. The testers counted this a virtue. Maybe it won't impress your friends sliding, but it'll get you from Point A to Point B faster, which is pretty impressive in racing. The only handling quirk encountered with the Puch, which was generally counted first rate in suspension and handling departmen 15, was a tendency to shake its head a little from side to side over rough terrain at speed. It wasn't that unsettling and nothing awful happened but it does want to flick from side to side when you're moving. There was a question if wider J lower bars wouldn't help this since nobody particularly liked the stock ones, mainly as being too tall and narrow. Flatter bars would at least be more confidence-inspiring. The enduro type handholds would not be our choice for motacf'Oss. PUCH STUFF ENGINE BORE X STROKE CR HP (Claimed) CARBURETION TRANSMISSION SUSPENSION TIRES' IGNITION WHEELBASE _ 123.Scc two·stroke single 5Smm x S2mm ~ 13.8:1 23 @ 8500 RPM 30mm BING S·Speed Constant Mesh Dog Shift F:Betor telescopic: R:Girling 3.00x21 and 3.50x18 Metzeler Bosch Transistorized , ...............•....... S4 in. Now that we've gotten started with no problem, gone through the gears with no problem, and gotten going very fast in the direction we've poin ted it (A lot of bikes won't do that!) with no problem, we tried slowing the Puch down. And ran into a problem. It didn't want to stop. The rear brake seemed insensitive and weak and the front brake was even weaker. Adjustment of the rear brake helped the stopping power but didn't add to the "feel". The big, (P/Cfl-'c' 111m to !JII,I(" 2.1)