Derbi GPR 125 4T 2011 — Specifications

Nineteen world champion titles. That is the symbolic capital that Derbi carries like an emblem on every machine leaving its Catalan factory. The 2011 GPR 125 fits into this assertive lineage, but with a major shift in its mechanics: two-stroke is dead, long live four-stroke. The 124 cc single-cylinder engine now runs with four overhead valves, a compression ratio of 12:1 and a short bore of 58 x 47 mm that favors high RPM. Power is capped at 15 horsepower at 9250 rpm, which two-stroke nostalgics will judge as bland, but it’s the price of sobriety, reduced emissions and an engine you can hear without waking up the neighborhood. The competition has been playing the same game for a few years; Honda and Yamaha abandoned the port cylinder a long time ago. On this terrain, everyone starts from scratch.

Fifteen horsepower in an A1 license world is the norm, not a weakness. The GPR reaches 130 km/h top speed, with a 6-speed gearbox in action, with a lightness of 120 kg that genuinely helps. It weighs three kilos less than the previous two-stroke generation, which is not insignificant on a machine of this size. The 14-liter tank ensures correct autonomy for daily use or stress-free weekend outings. It’s not a machine for exploits, it’s a machine for controlled pleasure, tailored for young license holders who want to learn the road with something that looks like a real sportbike.

And that’s where the GPR scores points against its Japanese rivals. When the Honda CBR 125R and the Yamaha YZF-R 125 offer the bare minimum in the front end with classic forks worthy of a sporty scooter, the Spanish bike pushes the cursor further with an inverted 40 mm fork with 110 mm of travel. This diameter is not far from what the first production R1 mounted. The mono-shock rear with 120 mm of travel completes the picture, anchored directly to the asymmetrical aluminum swingarm without linkages. The feel is more direct, less filtered, closer to what pilots seeking feel demand before comfort. The perimeter aluminum double beam frame does the rest; it's an architecture found on machines well above the category, and the structural rigidity that results is felt in the load changes.

The braking system is not disappointing either. A 300 mm disc at the front clamped by a radial caliper is better than what many direct competitors offer at this price of 4099 euros. The bodywork, for its part, frankly plays the GP card with its central air intake, its silencer slipped under the seat, its stretched white turn signals and its LED rear light. The fully digital dashboard displays the RPM in bars, speed, two trips, a clock, a stopwatch, a shift light and the recorded maximum speed. The only notable shortcoming is the absence of a fuel gauge, which remains an annoying omission on a motorcycle sold at this price.

The Derbi GPR 125 4T clearly targets young riders who want a serious introduction, with a machine that doesn’t pretend. It doesn’t have the power to impress beyond the A1 license, but it has the technology, the presentation and the serious mechanics to properly train a rider. Faced with the Japanese references, it plays a differentiating card on the quality of the rolling chassis rather than on the finish or distribution network. A taken bet, consistent with the sporting DNA of the brand.