KTM 125 EXC

I've got to admit, I wasn't overly keen on riding KTM's 125 EXC. I'm just too big and 125s are too docile to have any fun with in the bush, right? Besides, I'd been riding a 530 EXC-R for a couple of weeks prior, and I couldn't think of a more awkward transition. Yup, 125s are too slow, too noisy and just too petite. I'll stick to the big dog for some real thrills, thanks.

The 125 EXC isn't a new bike, but 2009 is the first year the registerable enduro has graced our shores since 2001. We're getting it back at the right time too, because it's just had a major overhaul and I guess KTM thought it was ready once more to burn some trails in Oz. We knew better, of course.

This country's too big for small bikes like this. There are too many wide open spaces and highly-strung speed freaks. And who wants to mix fuel anymore, anyway? Just another reason why the 125 is a silly idea, if you ask me. After all, we've got 250Fs now, so shouldn't the 125 have got the message years ago? The Japanese know it's not worth it, so why doesn't it sink in with the Euro crowd too?

THE MACHINE
The 125 looks like every other 2009 KTM, except it has a coffee cup for an engine. It's almost the same size as the 300 EXC-E; same seat height, 4mm less in the wheelbase, slightly more ground clearance and the same cradle type chrome-moly frame.

It doesn't look all that small. In fact, when it's next to the 200 EXC (which has a coffee mug for an engine), you have to read the sticker to make sure you're getting on the right bike.

It's fitted out nicely, as KTMs usually are. Good fat pegs and nice Neken bars, frame guards and a 'swinging' Magura clutch lever - a nice addition. Everything about it is pretty much on the mark, except that it's packing a paltry 124.8cc, and that's not going to spin a greased-up hairpiece.

Price guide is $9995 (recommended price before statutory and delivery charges).

THE REALITY
We took the little nipper out to our test track on a couple of long, beautiful days. I initially rode the 530 EXC-R and had no inclination to get off it and onto the little bee. I timed a lap on the big bore at 4:17. Not bad, but plenty of room for improvement. It's a tight and rough track though, and not the native environment for the 530.

I took the 200 EXC on a timed lap a while after, expecting it to be better suited and faster, and I wasn't surprised to come in at 4:09 - eight seconds faster than the 530.

I then begrudgingly took the 125 for a spin and not long into the lap I almost gave up. I couldn't get this thing up and running with any sort of pace. The lap felt like crap and when I came in I was a little embarrassed to ask the time.

"What do you think you did?" asked the timekeeper. I reckoned about 4:30. "You did a 4:09," he replied. This couldn't be. It was the same as the 200 and way faster than the 530. But I wasn't tired and I had plenty of room for improvement.

Shouldn't this be a chore? Shouldn't a 125 two-stroke scream so loud its sound could clear a large area of bush of any sign of life? I thought the constant changing of gears to keep it in the meaty part of the engine was just a hindrance to a fast time. By the end of the day, fellow tester Evan had got the lap time down to a blistering 3:55 - just off the mark of his tooled-up Yamaha WR450F.

Our worlds were being turned upside-down. The bike that nobody was interested in was in fact a little ripper. It was fast without you even knowing it. It was easy to ride, incredibly quiet and supremely flickable, courtesy of its feather weight of a claimed 97kg dry.
I started looking for logs and creek beds. The snottier the better. The 125 hasn't much of a bottom end, but it's stronger here than the Husky WR125 and there's enough to ferret around with, looking for trials-like gear to have fun on.

The mid-range comes on with a slightly muted punch instead of an explosion of powerband fury, which helps to keep traction in check but shouldn't be mistaken for dull. There's no top-end really, but it doesn't matter because before that becomes a problem the next corner is requesting your attention. Once you're there, just tip in and hang on. It tracks like Homer to a cream donut and doesn't let go of the scent.

The bike's lack of outright mumbo is compensated for by sheer momentum. This can be difficult to get used to at first and you have to think ahead, planning your gear selection well before the corner. Make a mistake and it takes a quick tap dance routine, some feverish clutch work and all 125 screaming cc's to get back to speed. This is the downfall of the 125. If you're not on the ball all the time you'll drop back, but it's oh so satisfying when you get it right.

VERDICT PLEASE
It's not for everyone, but don't underestimate it. Smaller riders (up to 80kg), will love it, but heavier riders (90kg-plus), are better off on the 200 EXC. If you hit tight track all the time then this machine has your name all over it.

It's physically easy to ride, but requires more concentration to ride fast than most other capacities. It's also a good beginner's bike. It's not overly punchy or aggressive and it's sweetened by the fact that it's road registerable.

Yep, we all loved it and I certainly owe it an apology. There's still room for a 125 in this world; my shed would be a good start.

EVAN'S SECOND OPINION
This is an exciting little bike that - given a handful of throttle - is no slouch in the bush. However, it may not be perfect for larger riders, due to the lack of power that's part and parcel of a 125cc two-stroke. It needs to be flogged to get going, but when it does it goes very well indeed.

It's an awesome looking bike with a build quality to match. The suspension is great and, in and out of corners, the light EXC didn't need to be encouraged to stand up from a lean, which was a good feeling.

This is a bike that needs you to be fully committed to riding hard and fast, or you should just go home. If it sounds like the engine is going to blow the piston through the head, then that's a good sign you're riding it right; don't be scared - it loves it.

Mixing fuel can suck and these days it's something not many of us want to do, but it's a small annoyance that's soon forgotten when you're screaming though the bush on a bike that feels about as light as a four-stroke's workshop manual…

THE FIDDLY BITS
Air filter access: great
Sidestand: excellent
Axle pull: none
LCD display: okay
Switch block quality: okay
Genuine parts availability: excellent
Aftermarket parts availability: excellent
Extras needed: bar pad, pipe guard, hand guards

TRANSMISSION
Type: Six speed
Drive: Chain

CHASSIS
Type: Double cradle
Sub frame: Aluminium
Handlebar: Tapered aluminium

SUSPENSION
Front: 48mm WP USD fork, 300mm travel
Rear: WP PDS shock absorber, 335mm travel

BRAKES
Front: 260mm disc
Rear: 220mm disc

OTHER STUFF
Front wheel: 1.60 x 21 Excel
Front tyre: 90/90-21
Rear wheel: 2.15 x 18 Excel
Rear tyre: 120/90-18
Wheelbase: 1471mm
Seat height: 985mm
Ground clearance: 390mm
Claimed dry weight: 97kg
Fuel capacity: 9.5lt
Price Guide (recommended price before statutory and delivery charges): $9995
Warrant: Six months parts and labour
Colour: Orange/black
Testbike supplied by: KTM Australia (www.ktm.com.au)