2018 Suzuki GSX-S125 and GSX-R125
While this test is all about Suzuki, it’s also about Honda, because that brand, and specifically that brand’s Grom 125, is the reason why we’re seeing so many compact commuters and sportsbikes in the local market. When the Grom was launched here in 2016, many observers, myself included, thought it was a novelty; a fad bike that would come and go quickly.
Well, here we are almost two years later and I’ve had to eat a healthy serve of humble pie: the Grom has done exceedingly well for Honda locally, which has led to a raft of competitors from other manufacturers, including Kawasaki’s Z125 Pro, Benelli’s TnT 125, Braap’s Street Superlite 125 (but given Braap’s legal dramas, the less said about that bike, the better) and Yamaha’s YZF-R15, to name a few. Now, Suzuki has come to the party with not one, but two entries into the 125cc market.
Naked or Faired? The new arrivals are the GSX-S125 naked and the GSX-R125 full-fairing supersport. The former was unveiled at EICMA in 2016, with the latter debuting slightly earlier at the 2016 Intermot show. Due to reach local dealerships in April, both models have taken their sweet time coming here. But no matter, they’re almost here and I was at the official Australian media launch to sample them.
The launch saw us take both models through varying city and inner-suburban roads, a brief highway stint, as well as time on a go-kart track, where we were all made to look ordinary by none other than current Australian Superbike Champion, Josh Waters. In terms of styling, the GSX-R125 is clearly inspired by its larger siblings and was, in my opinion, easily the better looking of the two. Suzuki’s designers have done a good job of translating that signature style of the bigger GSX-Rs into a smaller package.
I was less impressed with the GSX-S125, particularly its “double decker” treatment of the headlight pod, where the upper section shrouds the LCD instrument panel. It looked a bit weird to me. Both models are available in a choice of solid black or metallic Triton Blue paint, with the latter the pick of the two in terms of visual impact, as it evokes Suzuki’s track racers and particularly their current MotoGP machines.
Surprise Packet. It should come as no surprise when I tell you these bikes are SMALL. They might look closer to a 250 or mid-size bike in some of the photos, but in the metal, they’re much smaller. Both models are 2000mm long, with the S only 745mm wide at the bars, and the R even narrower at 700mm. Seat height is a cruiser-esque 785mm (and the lowest in its class, according to Suzuki), with wet weight only 134kg for the R and 133kg for the S.
So, these bikes are small, compact and light, which means they’ve got to be flimsy, uncomfortable and would tip over in a stiff breeze, right? Not even close, based on my experience. Once astride one and given the opportunity to ride it, I was surprised not only at how comfortable each baby GSX was, but also at their power, which exceeded expectations. But before I get to the riding experience, there are some clever features on each model that are worth mentioning.
The GSX-S125 features a ‘shutter-key lock’ designed to prevent theft. It works by placing the key fob, which has a magnetic code, into a receiver next to the ignition lock. This pops open a cover over the ignition, allowing the key to be inserted. When the key’s removed, pressing a button moves the cover back into place. The GSX-R125 gets a smart key that allows for remote starting, providing the fob is close enough to the motorcycle. For example, if the fob’s in your jacket when you’re on the bike, you’ll be able to start up and go without having to fish it out of your pocket.
Less useful is the R model’s ‘Answer Back System’; a sort of proximity alert that flashes the indicators if you need to find your bike in a crowded parking lot. It’s probably great for Asian markets (where the GSX-R125 is also sold), but irrelevant here. Both models also come with the one-touch Easy Start System from other Suzuki models, while the fully digital instrumentation includes an oil timing indicator; a neat addition that’s sure to be useful for first-time riders unfamiliar with servicing and maintenance schedules.
Little surprises like that impressed me, as did the overall fit and finish. Both the GSX-S125 and GSX-R125 are built at the same Indonesian plant that produces Suzuki’s Address 110 (Australia’s top-selling scooter last year) and couldn’t be faulted in terms of build quality.
Swift Start. Thumb the starter (remotely or otherwise) and the engine kicks into life with a soft purr. Neither model is going to frighten you with its power (no-one will be trading in their litre-class GSX-R for the 125cc version!), but I was surprised at the acceleration from standstill. Little wonder, then, that Suzuki claim both models have the strongest acceleration in the 125cc class.
On a route that took us from the CBD around Melbourne’s bayside suburbs, then back to the Port Melbourne karting facility for some track fun, we did plenty of stop-start work and traffic light take offs, so that accelerative ability was put to the test. Power delivery is very linear and neither model left me pleading for more in the varying types of traffic we encountered.
Most of that capability comes from each model’s light weight. Like the acceleration, Suzuki are claiming the best power-to-weight ratio in the 125cc class with these GSXes, and it’s easy to believe. Thanks to that light weight, manoeuvring is also a cinch - it feels like you can just pick up the GSX and place it where you want. Also aiding each model’s inner-city ability is the 35-degree steering range, which is more exploitable on the S version with its wider handlebars.
That said, the city is definitely the home for these babies. Take either model beyond the ‘burbs and their limitations will become apparent. On longer rides, I’d expect the seat would become bum-numbingly firm, while keeping the throttle pinned at highway speeds would become a chore very, very quickly. Also, while both bikes are set-up for pillions, I can’t imagine rider or passenger enjoying a two-up stint for any length of time on either of these machines, but that’s true of any bike of this size and certainly not exclusive to the Suzuki.
Special S. For zipping around the inner city, lane splitting traffic and commuting through the suburbs, I found both the GSX-S125 and GSX-R125 to be bags of fun. The larger wheel package – 17 inches at both ends - means the ride is better than the Grom or Z125 Pro that both run 12-inch wheels. And I must confess that, as much as the styling of the S left me cold, its wider and 100mm higher handlebar position made it more comfortable than the R. My sentiments were shared by a few others on the launch, too: as good as the R looked, the S had it covered in the practicality stakes. Even on the go kart track, the S felt easier to throw into the circuit’s tight turns. Maybe, on a larger and more flowing circuit, the R would come into its own.
The kart track also gave us the chance to more effectively test the braking. The front and rear discs may look spindly, but they don’t have much weight to pull up and they’re backed by ABS. Suzuki are claiming the Bosch 10 base unit used in both models is the lightest and most compact 2-channel ABS system on the market. On test, it worked extremely well and without the intervention feeling obvious, which is what you want in a system like this.
Fuel capacity is only 11 litres, but that 125 single is so frugal on juice, you’ll be surprised at how rarely you need to fill up. As an example, at the end of the launch day that included absolutely thrashing both models on the go-kart track, most of the test bikes showed little more than 3.0lt/100km – that’s positively miserly! However, if you ride it as hard as we were, you will be working through the gearbox quite a bit, as torque isn’t the 125’s strong suit. That’s not a knock on the powerplant; it’s just the way it is with small capacity bikes like this. Thankfully, shifting is smooth and easy.
A note must be made here about the instrumentation, too. The multi-function LCD is a little unconventional in terms of its arrangement, but packs a lot in and is easy to read. A digital speedo is the largest element, on the left of the display, with a ribbon-like tacho above. On the right, there’s the gear position indicator, clock, trip meters and fuel gauge, with the aforementioned oil change indicator below. Flanking the display are the usual array of indicator lights, including an RPM light to help newbies pick the optimum shift point – another clever touch.
Why 125? In riding and reviewing the GSX-S125 and GSX-R125, the question must be asked: what does the S125 do that Suzuki’s Inazuma 250 doesn’t. Same goes for the R125 versus the GSX250R. The answer, really, is not much. Both the existing 250s are good motorcycles and do most things better than the 125s in terms of performance and handling.
Smaller riders will feel more confident on the lighter, more compact 125s, but more importantly, given the LAMS newcomer market that both new GSX models are pitched at, their sub-$4,000 ride away price won’t break the bank. The Inazuma is $1,000 more than the GSX-S125, while the 250R is a hefty $1,800 premium over the rideaway price on the GSX-R125. When you’re looking for your first set of wheels, that’s a big wedge and one that a lot of newcomers would prefer to spend on riding gear and accessories, or simply don’t have. (It should be noted that the pricing is a special introductory offer, so will rise once that period has expired)
As good as both new GSXes are, they have their limitations and I’m sure most buyers won’t be holding on to them forever, but as a first bike, especially for city-based riders, they’re hard to beat. I can also see them being used by the growing number of Deliveroo and Uber Eats riders, too. While the previous trend has been to upsize LAMS models, from 250cc to 300cc and, more recently, 400cc, bikes like the Grom and this Suzuki pairing have shown there is merit in going the opposite way.
With the wave of 125s continuing to roll in, these new Suzukis are a pretty good wave to catch. So, rather than asking ‘Why a 125?’, maybe you should be asking yourself ‘Why not a 125?!’
Credits Words: Phil Suriano. Photos: Suzuki Australia
