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/127576
and it's got power there. Perhaps the only improvement that could be asked of the eR's motor is that there be more power off the bottom. But then again, how many 12Scc engines have "ever" made enough bottom-end power to keep everyone happy? Not many. The Honda ex~ls from midrange on up and revs out real far. Further than the rest The Suzuki, on the other hand, has a slightly narrower powerband than the Honda and boasts an extremely explosive hit at midrange. It revs out well, and it's simply a downright fast -motor. Bottom-end power is sufficient; nothing to get overly excited about The mellow-est engine of the four is the Kawasaki's. But that's not to say that it isn't powerful - it is. But for a 12Scc engine, it has a wide and linear powerband. It revs slower than either the Honda or Suzuki engines, but still feelsoverall - very fast. The Kawasaki pulls well off the bottom, extremely hard at midrange, but tapers off a little sooner on top than the Honda. Of the four bikes, the Yamaha feels the slowest, but it's not a "dog" by any means. It revs quickly but doesn't really hit hard anywhere in the powerband. The meat of the power is in the middle and near the top of the powerband. When riding the Yamaha, it's best to remain clear of the extreme ends of the powerband - it doesn't like to be bogged, or revved out to the moon. When ridden correctly, the Yamaha can hang with the other three bikes; it just takes a little bit more work on the YZ. Suspension There really isn't a huge difference between any of these bikes when it comes to suspension performance. Even in box stock conditions, all of these bikes can be raced competitively and we have no doubt whatsoever that after a little tuning up, you can get anyone of these bikes completely "dialed-in" to suit your own personal needs. The Suzuki and Honda come fitted with Showa components, while the Kawasaki and Yamaha incorporate Kayaba units. Handling While the Yamaha falls short on power, it almost makes up for it in the handling department. It corners extremely well, jumps good, tracks straight, has strong brakes, and is just easy to ride. But its best trait is stability~ The Yamaha inspires confidence down the rough straights and through offcamber turns, large whoops and braking bumps. The YZ's excellent handling characteristics help make up for its weak motor. The other three bikes are also good handlers, but they're a full notch below the Yamaha. Ust Price: $3799 Displacement: 125cc Engine type: Liquidcooled, single cylinder, two-stroke Bore x Stroke: S4x54.5mm Compression ratio: 8.1:1 Carburetlon: (1) 36mm Keihin Ignition: CDI Transmission speeds: 6 Starting system: Kick Fuel capacity: 2.0 gal. Wheelbase: 57 in. Rakeltrall: N1A Seat height: 38.5 in. Front tire: 80/100x21 Rear tire: 100/100x18 Front wheel travel: 12.2 in. Rear wheel travel: 12.6 in. Front brake: DisC Rear brake: Disc Final drive: Chain Claimed dry weight: 191.8Ibs. List Price: $3699 Displacement: 124cc Engine type: Liquidcooled, single cylinder, two-stroke Bore x Stroke: 54x54.5mm Compression ratio: 8.1-9.1:1 Carburetion: (1) 36mm Keihin Ignition: CDI Transmission speeds: 6 Starting system: Kick Fuel capacity: 2.2 gal. Wheelbase: 57.8 in. Rakeltrail: N1A Seat height: 37.4 in. Front tire: 80/100x21 Rear tire: 100/90x19 Front wheel travel: 12.2 in. Rear wheel travel: 13.0 in. Front brake: Disc Rear brake: Disc Final drive: Chain Claimed dry weight: 190.7Ibs. List Price: $3699 Displacement: 124cc Engine type: Liquidcooled, single cylinder, two-stroke Bore x Stroke: 54x54.5mm Compression ratio: Carburetlon: (1) 36mm Mikuni Ignition: CDI Transmission spt,eds: 6 Starting system: Kick Fuel capacity: 2.0 gal. Wheelbase: 56.5 in. Rakeltrall: N/A Sea' height: 37.8 in. Front tire: 80/100x21 Rear tire: 100/90x19 Front wheel travel: 12.2 in. Rear wheel travel: 12.8 in. Front brake: Disc Rear brake: Disc Final drive: Chain Claimed dry weight: 2071bs. List Price: $3699 Displacement: 124cc Engine type: Liquidcooled, single cylinder, two-stroke Bore x Stroke: 56x50.7mm Compression ratio: 9.1-10.3:1 Carburetion: (1) 35mm Mikuni Ignition: CDI Transmission speeds: 6 Starting system: Kick Fuel capacity: 2.0 gal. Wheelbase: 57.7 in. Rakeltrail: 26.514.59 Seat height: 39.3 in. Front tire: 80/100x21 Rear tire: 100/90x19 Front wheel travel: 12.2 in. Rear wheel travel: 12.8 in. Front brake: Disc Rear brake: Disc Final drive: Chain Claimed dry weight: 1931bs. 9.1/11.4:1 still Ergonomics Again, all four bikes have completely different personalities when it comes to ergonomics: the Kawasaki feels big, tall and long; the Honda tall and short; the Suzuki long and low, and the Yamaha, well, somewhere in between them all. Of the four, the Suzuki seems to take the longest adapting to. As one test rider put it, "I felt like 1 was sitting in the Suzuki, and looking out in between the crossbar and the handlebar." The Suzuki, does in fact, feel very low, but that's nothing new with the RM. Once you get used to it, the low seat height makes it a blast to rail through the berms. Taller riders will prefer the big feeling of the Kawasaki, while shorter riders will like the Honda's overall "small" feel. The Yamaha feels the most neutral of all the bikes. One lap on the Yamaha and you feel right at home on it. ~ 11