Despite the KYMCOs 20th century fuel mixer, it fired instantly from cold with the aid of an

automatic choke. It needed just a brief warm-up before it could be ridden away or it would bog
on take-off.
This is not the case with the EFI Honda, which could be whacked wide open as soon as its
little motor sparked to life not that we abused it in that manner, of course.
On the move, the differences are even more prominent. Despite the CBRs tiny-bike stature it
exudes typical Honda feel and refinement with a counterbalanced engine that is remarkably
smooth and mechanically quiet, and an exhaust note that is silent enough to fool you into
thinking it isnt running when at a traffic light.
The KYMCO, on the other hand, produces
many larger and far more expensive bikes that forgo such touches. Pillion provision is good, with a
decent grab rail and good pegs which double up as bungee points. Well angled mirrors and both kick and
electric start round off a very pleasing packagefollowed to get off the line with some purpose - otherwise it can leave
some nerves jangling.
Perhaps a shorter first gear is the answer, which has apparently been addressed on a naked version of the Quannon, which
will go sale in Australia later this year.
The nakedbike also has an aluminium frame, a beefier fork and a bigger fuel capacity.
Once blast off has occurred on the "Quantock" (our nickname for the Quannon, in deference to Australian comedian Rod
Quantock), it's all about going along for the ride.
Fourth gear is probably the upper limit for city work, which leaves just a little bit of top-up acceleration if it's called for.
I only used fifth gear for a bit of highway work, where the Quannon sits on about 95km/h without a worry in the world.
While the horsepower certainly isn't overwhelming, beginners should enjoy phenomenal fuel efficiency from the four-valve
engine. With the ample 13.5lt tank - which makes Honda's 18lt in its new VFR1200F sportstourer sound positively woeful - the
Quannon should be good for at around 400km between fuel stops.
The bike's steel frame is mated to a non-adjustable 33mm telescopic fork and monoshock, which handle all but the biggest
bumps with composure.
And the 17-inch wheels make sure it doesn't lose out to machines like the Ninja in the comparison stakes.
Elsewhere, the story is one of getting the job done: the cable-actuated clutch is light 'n' easy to use, the mirrors are functional,
and the 800mm seat height doesn't discriminate against too many people. And the seat is fine for short-hauls, which is the
Quannon's raison d'tre.
The instrument cluster is a mix of analogue (tacho) and digital (speedo), which is functional and not rendered redundant by
sun glare or an awkward pitch.
At $3590, the Quannon 125 is not going to wreak havoc with finances, and for that a well-made and honest commuter will be
at your disposal. For beginners, the template shouldn't be much more complex than that.
SPECS: KYMCO QUANNON 125

ENGINE
Type: Air-cooled, four-valve single-cylinder
CHASSIS AND RUNNING GEAR
Frame type: Twin-spar
Front suspension: 33mm telescopic forks
Rear suspension: Shock, double-sided swingarm
Front brakes: Single disc
Rear brakes: Single disc
Wheels: Multi-spoke aluminium
Tyres: Cheng Shin, front 110/80-17, rear 140/70-17
DIMENSIONS AND CAPACITIES
Rake: Not given
Trail: Not given
Claimed dry weight: 137kg
Claimed wet weight: Not given
Seat height: 800mm
Wheelbase: Not given
Ground clearance: Not given
Fuel capacity: 13.5lt
PERFORMANCE
Claimed maximum power: 13hp (9.6kW) at 9500rpm
Claimed maximum torque: 9.8Nm at 8500rpm
OTHER STUFF
Price: $3590
Colours: Red or blue
Bike supplied by: Kymco Australia & New Zealand (www.kymco.com.au)
Warranty: 24 months, unlimited kilometres

KYMCO Quannon 150 vs. Honda CBR-125R

Posted by: YouMotorcycle in Motorcycle Reviews August 27, 2011 3 Comments

KYMCOs Quannon 150cc motorcycle was the answer to those in need of a reliable, lightweight,
beginner friendly motorcycle, that was actually sized for adults. While the Honda CBR-125R has
been an excellent beginner machine, at anything over 59 it becomes a little tight, not to mention
arguably too light. Thats where the Quannon comes in.
What powers the Quannon?
A simple and reliable oil cooled, single cylinder four stroke engine with four valves and single
overhead cams engine with single carburetted powers the Quannon. It features an 11:1
compression ratio and 13 horsepower along with 7.8 ft of torque. My mental dyno agrees with this
information as performance feels comporable to the CBR-125R at roughly the same claimed
numbers.
Ergonomically the KYMCO Quannon draws big differences. Ill confess to clocking only a handful of
hours on KYMCO Canadas demo unit, but it left no uncomfortable points once the body
accustomed itself to the upright position with just a touch of aggression. The faint hint of a lean and
a long 13.5 litre tank drawn out in front of the rider provide the means to take advantage of a full
size windscreen. Getting streamline on the bike is important on small engine bikes such as these as
wind resistance can really play a significant factor. the Quannons comfortable seating and
functional windscreen and fairings were all that and the cat.
At a 31.5 seat height the Quannon may be a tip-toe for shorter riders. Those fortunate enough to
swing a leg over KYMCOs baby sportbike will appreciate the Quannons light weight and nice
distribution. Its a motorcycle someone whos never sat on a motorcycle before could sit on, and not
feel intimidated.
The devil is in the details and the Quannon is a mixed bag. Heres where I get knit-picky about this
machine, with both praise and scorn:

When hitting a highway ramp that was unpaved, with no warning sign, in the dark, I
appreciated the Quannons stability that the long wheelbase and large tire size provided.

Those larger-than-CBR tires (110/80-17 front, 140/70-17 rear) make the Quannon feel less
nimble than the CBR-125R. Many will call this feeling stability, which can be a good feeling, as
the 2007-2010 CBR-125Rs were prone to being a little too nimble.

Tire PSI played a huge role in highway topspeed. 33 PSI was on the high end of the
recommendations, but I found that best on my ride from Toronto to Hamilton and back.

Fuel consumption was not as high as the Honda CBR-125R but still noticeably better than my
KYMCO Venox 250cc motorcycle.

The naked Quannon 125 which is available overseas had its rev limiter upped from 10,000
RPM to 12,000 RPM, if the same could be done domestically to a Quannon 150 the owner would
no doubt be happy with the modification as the Quannon feels like it isnt being allowed to reach
its full potential.

The bike hiccuped once on the highway at 10,000 RPM but the weakest link was not the
carburettor, it was the nut behind the handlebar that let his bike begin to run out of gas. There is
a 150cc EFI model out though however

The Quannons gas gauge is just as out to lunch as the CBR-125Rs.

Lasting impressions:
The KYMCO Quannon delivered character and comfort versus a Honda CBR-125R that while very
smooth, sometimes left you wondering whether or not you turned the bike on. When faced with bad
road surfaces and hard riding the Quannon proved up to the task and had enough power to at least
get the job done on highway commutes.
As a former Honda CBR-125R rider my girlfriend, Ashley, appreciated the feel from Quannons
braking, the feeling from her CBRs braking having been an issue for her. She appreciated the
Quannons acceleration and gear ratio as well as overall power. GPS testing of the speedometer of
both bikes proved the Quannon a little more accurate and both bike putting out similar numbers
and topping out at a GPS indicated 126 km/hr. Our conclusion is that while it isnt worthwhile to
upgrade from the CBR-125R to the Quannon 150, if youre looking for a good alternative to the
former, check out the latter. This was one fun machine perfect for learning to ride and for light
urban commutes.
Be sure to check out our Honda CBR-125R and Honda Rebel 250, KYMCO Venox
250 and KYMCO Downtown 300i reviews.
Have something to say about small displacement bikes? Leave a comment below!

"A very decent sporty 125 with great equipment and good
handling that's let down by an inflated price tag"

At a glance

124cc - 13 bhp

68 mpg - 204 miles range

Medium seat height (800mm)

Suitable for A1 licence

New: 2,599

Overall Rating 3 out of 5

A very decent sporty 125 with great equipment and good handling thats let down by an inflated price
tag. Those that need a cheap runaround will opt for a Chinese-made budget equivalent, while
performance obsessed young uns will go for the pricier CBR125R or a YZF-R125. If you find yourself
in possession of a KR Sport or can nab a good example for second-hand prices then youll be the owner
of a perfectly acceptable learner sports bike.

Ride Quality & Brakes 4 out of 5

The KR Sport may have a circuit-bike appearance, but the riding position is much more upright than
youd expect, making the front faring largely aesthetic as your head and shoulders are far above any
wind-bubble it might create. On the plus side youre unlikely to get up to speeds where wind resistance
is a problem and the comfortable up-high ride affords a good view of the road. Steering is light and easy,
and the low-weight of the bike inspires effortless U-turns. The clip-on bars can feel a little obvious and
restricted like a mini GPZ500 but its no big problem. The Kymco-made brakes are adequate, you
wont be stopping on a pin-head and youll generally have to grab a handful, but for a 125 theyre pretty
standard.

Engine 3 out of 5
The air-cooled four-stroke is perfectly acceptable for a 125 and will have you coasting along at 55mph
with no problems, even getting up to an indicated 68mph with a long, flat straight. The power is quite
flat, however, with very even power and noise output throughout the rev range. Change gear without
nearly redlining the engine and youll find yourself in an
Its not 1400 better than the Lexmoto, but it is 520 worse than the Honda. A little bit more
competitiveness in the pricing would see this much more at home in the market. Find a Kymco KR
Sport for sale.

Equipment 4 out of 5
The digital dash and nicely obvious analogue tacho are excellent and really give the bike a touch of
class. Digital fuel gauge, clock there are many larger and far more expensive bikes that forgo such
touches. Pillion provision is good, with a decent grab rail and good pegs which double up as bungee
points. Well angled mirrors and both kick and electric start round off a very pleasing package. Compare
and buy parts for the KR Sport in the MCN Shop.
By MCN Staff

Owners' Reviews
No owners have yet reviewed the KYMCO KR SPORT 125 (2010-on).
Review your KYMCO KR SPORT 125 (2010-on)

Facts & Figures

Year introduced
Year discontinued
New price
Used price
Warranty term

Model info
2010
2,599
Two year unlimited mileage
Running costs

Insurance group
Annual road tax
Annual service cost

17
Performance

Max power
Max torque
Top speed
1/4-mile acceleration
Average fuel consumption
Tank range

13 bhp
7.2 ft-lb
68 mph
68 mpg
204 miles
Specification

Engine size
Engine type
Frame type
Fuel capacity
Seat height
Bike weight
Front suspension
Rear suspension
Front brake
Rear brake
Front tyre size
Rear tyre size

124cc
4-stroke, air-cooled
Lightweight steel
13.5 litres
800mm
140kg
none
none
single disc
single disc
110/80 x 17
140/70 x 17

With its sporty stance, the aerodynamic fairing and the lively engine, the Kymco Quannon 125
is the perfect motorcycle for any beginner that wants to take the safe way and step into the
world of port motorcycles.
The bikes backbone is represented by a lightweight steel frame which hosts a 4 stroke, 4
valve, 125 cc, single cylinder engine which sends its power to the ground through a five speed
transmission.
The engine is fed by a 13.5 liter fuel tank and puts out a maximum power of 13 ps at 9500 rpm
and 9.8 Nm of torque at 8500 rpm.

The bike rides on relatively big 17 inch wheels that are combined with a non-adjustable 33mm
telescopic fork and a rear monoshock.
The Kymco QUannon 125 is offered with a base price of $ 3590.
Hit the jump for more information on the 2013 Kymco Quannon 125.
Sports styling and vivid colors ensure the brand new of Quannon 125 that dominate the street with the
awesome and aggressively styled. From the lightweight steel frame encasing the 5 speed air and oil
cooled 4 stroke, 4 valve, to the seductive twin halogen headlights and five spoke alloys - the Quannon
125 leading the new city sports fashion.

The Quannon 125 wont beat any of its Japanese rivals in terms of power or built quality, but is
certainly much cheaper than them.
As far as on road performances are concerned, its handling is pretty decent and the
suspensions can handle all but the biggest bumps with composure.
Once its up to speed, the 125 cc unit gets along pretty well with city traffic and wont
disappoint you on the open road either.
Overall the Quannon is pretty well built and is packed with everything it needs to be considered
a good bike for beginners.

Engine[edit]
The engine in the Quannon is an improved version of the one featured in the Kymco Zing II. Being that the
Zing is a cruiser-type bike, the engine had to undergo several modifications to fit a bike that intended to
compete in the sports bike segment. The Quannon engine was thus fitted with a chain-driven overhead
camshaft driving four valves instead of the pushrods that activated the two valves in the Zing's cylinder.
This, together with various modifications to the ignition, exhaust and distribution system, increased the
engine's power output by a little over 2 HP (from 10.8 HP in the Zing). The new intended operating regime
for the bike also required the addition of an oil cooling system to help cope with the higher rev operation.
The engine in the Quannon also includes a secondary air injection system, called SAS (Secondary Air
System) by Kymco, which together with a catalytic converter allows the Quannon to comply with EURO3
European emission standards, a requirement for its commercialization in that region. [1]

Quannon 150[edit]

A 150 cc (62 mm49.5 mm, 149.4 cc) version of the bike was released in primarily in the US and some
other selected markets, featuring an extra HP compared to the 125 cc version, taking it to 14 HP.[2] While the
125 cc model did not get official distribution in the United States, being mainly sold in Europe, the 150 cc
was brought to the U.S. market in the form of the Kymco Quannon 150 for 2010. Sales were very poor for
this variant and it was quickly discontinued. Therefore, the 2010 model was the only year that the Quannon
was sold in the U.S.

Quannon Naked[edit]
In October 2008, a 125 cc naked version called Quannon Naked was made available.[3] The naked version
of the bike has been revised in several aspects compared to the original, and now features an aluminum
frame which, at 8.9 kg, is 30% lighter than its steel counterpart. The front suspension is also made of
aluminum now, and its diameter was increased from 33 to 37 mm. The fuel tank capacity was also increased
by 1.5 liters, bringing it to 15 liters. As far as performance goes, the gear ratios were revised, accounting for
a shorter first gear, and the rev limit was raised from 10,000 to 12,001 RPM. Also, the air filter intake was
modified to make it more silent, and the exhaust has been redesigned and is now divided into two
segments, which should make it easier to install an aftermarket replacement. All new are the single
headlight and reworked instruments panel, which is now fully digital, sporting dual LCD screens. [4][5]

2010 Kymco Quannon 150 Review

Entry-level sportbike alternative
Small-displacement motorcycles used to be very popular in North America. There was a
time when bikes under 250cc were considered real motorcycles and not just entry-level
trainers. But that was when a big bike was about 650cc and a 900cc Harley Sportster
epitomized high performance. Man, have times changed.
Fortunately, small bikes are making a comeback. Kawasakis Ninja 250R andSuzukis
TU250X have won the hearts of beginning riders (and even some veterans), one for its sporty
performance, the other for its simplicity and ageless design.
Kymco attempts to capture a bit of each of those machines appealing traits and package them into
the Quannon 150. It features sporty styling and a twin-spar steel frame, but the plastic panels wrap
around a simple, air-cooled, five-speed Single. We had a chance to ride a preproduction Canadian
model, which is identical to the U.S. model except for the metric speedometer and Taiwanese
warning stickers.

The Quannons 149.3 cc SOHC Single has four valves and breathes through a carburetor. Despite
the Kymcos 20th Century fuel mixer, it fires instantly from cold with the aid of an automatic choke. It
needs a few moments of warm-up before it could be ridden away or it would bog on take-off.

The engine produces a claimed 14 hp at 9500 rpm with a peak torque of 7.3 ft-lb at 8500 rpm.
Those modest numbers are adequate and enough to keep the Quannon ahead of city traffic.
Twisting the throttle wide open in third to fifth gears produces a moderate amount of acceleration,
and the bike can reach an indicated top speed of 126 km/h (78 mph).
In fact, the Quannon attained its top speed almost too readily. Final-drive gearing feels short; the
bike could easily pull taller gearing. Getting into a chin-to-the-tank tuck, the bike maxed out in top
gear, its engine tapping the rev limiter (or the engine to cut because the carb couldnt keep up with
the high revs, we couldnt tell which) and prevented even higher speeds. Taller gearing or a sixth
speed would drop the revs allowing a slightly higher top speed while making highway riding more
relaxed. It would also reduce mechanical noise.
At speed the Quannon produces considerable mechanical clatter, its cooling fins doing little to stifle
the tapping of the valves and slapping of the piston in the cylinder. It also buzzed not
uncomfortably so, but enough that next to the engine noise, it was the bikes most noticeable trait.
It also produced a significant intake bellow, which combined with the mechanical noise and
buzzing to give the bike an altogether industrial feel.

The Quannon has a wheelbase of 53.3 inches, just under a quarter-inch longer than the Ninja
250R, and from the cockpit it feels closer to a full-sized bike. An average-sized rider will find the
Quannon a nice fit, with ample space between the seat, clip-ons and footpegs. The riding position
is more standard-bike upright than sport-bike crouched, and the relatively wide seat is quite comfy
and ready for a full days ride.
Instrumentation is basic, though it does combine an analog tachometer with an easy-to-read digital
display that shows speed, time, odometer, fuel gauge and resettable trip meter. What it lacks is a
novice-friendly gear indicator.
With a claimed dry weight of 299 pounds the Quannon was easy to manage, especially when
snaking through inner city congestion. It uses a 110/80 front and 140/70 rear tire, both in 17-inch
diameter. Steering is light and neutral, while the bikes relatively long wheelbase enhanced stability
at speed. But and this is a big but the Quannons suspension really isnt up to the task of
keeping up with the machines chassis, which is otherwise fine.

Damping at both ends is very light and spring rates are overly soft, both of which are noticeable as
soon as you sit on the bike. This actually gave the bike a plush, comfy ride quality around town,
where speeds are kept relatively low, but as soon as we hit the open road the bike wallowed and
weaved through turns, undulating on its suspension through turning transitions and long sweepers.
This was aggravated when we hit the local racetrack for a morning of lapping and photos.
The Kymco protested to being flogged around the racecourse by bouncing around, bobbling about
and trying to buck its rider off at every opportunity. It was quite unnerving, actually.

Adding to the excitement was a gearbox that revolted, at times by popping out of gear, at others by
locking up and refusing to shift. Maybe this was just a problem with this unit, but combined with the
sloppy suspension, it didnt inspire confidence.
The Quannon 150 can make a decent beginner bike. At $2999, its affordable, unintimidating and
economical (we managed 62 mpg on average with the throttle cable stretched tight most of the
time). Thats a grand less than either the Kawasaki or the Suzuki, which is a considerable chunk of
cash when a new rider also needs to buy riding gear and other riding necessities.
However, aside from the aforementioned quirks, overall quality is not up to par with current entrylevel Japanese bikes, even the paint on the frame was thin and chipped easily, the bare metal
beneath showing signs of rust.

The Quannon 150 does come with a two-year warranty, which might inspire confidence in some
riders, but add to the mix the forthcoming Honda CBR250R and the Quannon might prove to be a
tough sell for someone looking for a trouble-free entry into motorcycling.

Kymco Quannon 150 Review

Feb

A trip to India will tell you one thing for sure Indians take their 150 sport motorcycles seriously. As
trick as some of these bikes are, none of the 150s find their way to America. But there is a single
exception the Kymco Quannon 150.

Made by Kymco Taiwanese scooter and ATV specialists the Quannon 150 is quite unlike any
other sportbike sold in the United States.

First things first the Quannon 150 is powered by a 149cc (no, not 150cc as the name implies)
SOHC four-stroke motor that utilizes forced-air cooling (just like many of the Kymco scooters and
ATVs).
The 2010 Kymco Quannon 150 looks similar to Honda CBR125R in terms of graphics. Motorcycles
that come with small displacement used to be very popular in North America and bikes below
displacement of 250CC were considered to be the real motorcycles and not entry level trainers.
After sometime Harley launched a bike called Harley Sportster which features 650CC and 900CC
high performance engines. Most of the riders like Suzuki TU250X and Ninja 250R as they deliver
sporty performance with ageless and simple design. Kymco is trying to manufacture Quannon 150
and make it similar to these machines. It comes with twin spar steel frame and sporty styling, but

the panels that are made of plastic are wrapped around the simple air-cooled five speed engine.

The engine produces a claimed 14 hp at 9500 rpm with a peak torque of 7.3 ft-lb at 8500 rpm.
Those modest numbers are adequate and enough to keep the Quannon ahead of city traffic.
Twisting the throttle wide open in third to fifth gears produces a moderate amount of acceleration,
and the bike can reach an indicated top speed of 126 km/h (78 mph).
In fact, the Quannon attained its top speed almost too readily. Final-drive gearing feels short; the
bike could easily pull taller gearing. Getting into a chin-to-the-tank tuck, the bike maxed out in top
gear, its engine tapping the rev limiter (or the engine to cut because the carb couldnt keep up with
the high revs, we couldnt tell which) and prevented even higher speeds. Taller gearing or a sixth
speed would drop the revs allowing a slightly higher top speed while making highway riding more
relaxed. It would also reduce mechanical noise.
At speed the Quannon produces considerable mechanical clatter, its cooling fins doing little to stifle
the tapping of the valves and slapping of the piston in the cylinder. It also buzzed not
uncomfortably so, but enough that next to the engine noise, it was the bikes most noticeable trait.
It also produced a significant intake bellow, which combined with the mechanical noise and buzzing

to give the bike an altogether industrial feel.

The 2011 Kymco Quannon 150 is not a bike for the experienced rider, obviously. But it does make a
great platform for a new rider who may have suspect throttle control, but wants to learn the ins and
outs of sport bike riding.
It also performs its yeoman duty without putting the rider on some goofy looking bike (the
oversized, outboard muffler being the only fashion faux pas of the fully-faired motorcycle) that has
a beginner stigma.
If you do ride bigger bikes and get a chance to wring a Quannon 150 out, take it. Keep the flawless
five-speed gearbox in action, keep your momentum up in corners, and have a go.
If you ride the Quannon 150 on its terms, youll find it to be an unexpected pleasure, as well as a
glimpse into Indias riding world.

CBR125R VS QUANNON 150

SEPTEMBER 2, 2010 COSTA MOUZOURIS 11 COMMENTS

With the addition of the new Quannon 150 to KYMCOs fleet, we thought we should
put it back to back with Hondas CBR125R. Read on to see how they fare.

Sitting on a patio having breakfast, it was hard to tell the two bikes parked across the street
apart. My friend Jean-Pascal Schroeder, who met up with Roxanne and me on his BMW
R1100S, was convinced the red machine was the Honda CBR125R.
It wasnt, it was the KYMCO Quannon 150. Being the one who rode in on the KYMCO (a
preproduction model and currently the only one in Canada), I should have placed a bet and got
a free breakfast.
In pictures, too, its hard to distinguish the Taiwanese machine from the Japanese one (the
CBR is actually made in Thailand), with similar styling cues from the twin headlights to the
tailpiece.

Up close, however, the two bikes are very different

IDENTICAL TWINS?

If the Honda (right) were red, think you could tell the difference?
photo: Costa Mouzouris

The KYMCO is much larger than the diminutive Honda; at 1,355 mm (53.3 in.) the Quannons
wheelbase stretches a significant 61 mm (2.4 in.) longer than the CBRs. Its also taller, has
fatter tires on its 17-inch wheels and overall is sized more like a 250 cc machine.

As a full-sized adult I found the KYMCO a much better fit than the Honda, with more space
between the seat and the clip-ons, as well as more legroom. It also had a larger, wider seat,
which was actually quite comfy and ready for a full days ride.
The differences continue under the similar-looking bodywork. While the Hondas skin hides a
liquid-cooled and fuel-injected 124.7 cc single (measuring the displacement to the decimal is
important with 125s, but more on that later) with six speeds, the KYMCOs plastic caches an
air-cooled, 149.3 cc five-speed single that breathes through a carburetor.

Despite the KYMCOs 20th century fuel mixer, it fired instantly from cold with the aid of an
automatic choke. It needed just a brief warm-up before it could be ridden away or it would bog
on take-off.
This is not the case with the EFI Honda, which could be whacked wide open as soon as its
little motor sparked to life not that we abused it in that manner, of course.
On the move, the differences are even more prominent. Despite the CBRs tiny-bike stature it
exudes typical Honda feel and refinement with a counterbalanced engine that is remarkably
smooth and mechanically quiet, and an exhaust note that is silent enough to fool you into
thinking it isnt running when at a traffic light.
The KYMCO, on the other hand, produces considerable mechanical clatter at speed and its
cooling fins do little to stifle the tapping of the valves and slapping of the piston in the cylinder.

Hondas liquid-cooled single: silent and smooth yet languid. KYMCOs air-cooled
single: temperamental and noisy yet relatively powerful.
It also buzzes more, not uncomfortably so, but enough that next to the noise, its the bikes
most noticeable trait when boarding it immediately following the Honda.

Although the KYMCOs exhaust note is not much more noticeable than the Hondas, the
KYMCO produces a significant intake bellow, which combines with the mechanical noise and
buzzing to give the bike an altogether industrial feel.
At least the KYMCOs additional acoustic accompaniment is not for naught. KYMCO claims 14
hp for the entry-level sport bike, which is just half a pony more than Hondas claim for the
CBR, but that additional equine power propels the Quannon with relatively more gusto and
when youre talking an eighth of a litre or so, every bit of power counts.

KYMCOs brake (right) needed higher effort, but stopping power was fine.
Twist the throttle in third-to-top gears and you can actually feel the machine accelerate. In
contrast, wind the throttle to the stop on the Honda in the upper gears and you mostly hear a
change in the exhaust tone, but feel no noticeable difference on the motion side.
Part of the KYMCOs boosted acceleration is lower final-drive gearing that feels short the
bike could easily pull taller gearing. Taller gearing or a sixth gear as found on the Honda
would drop the revs, which would reduce mechanical noise, make highway riding feel more
relaxed and give the bike a slightly higher top speed.

At the track the differences between machines were most evident; the Quannons
cushy ride and quirky gearbox combined to make us wish wed stuck to the street.
Despite the Hondas languid acceleration, it still outran the KYMCO on longer stretches,
though the CBR didnt have enough power to pull top gear and attained its top speed in fifth.
For heavier riders (ones that weigh more than a skinny 14-year-old) its more sensible to think
of the CBR125R as a five-speed with a fuel-saving overdrive sixth.

The most novice of riders will get easily accustomed to the CBR125R.
photo: Costa Mouzouris

Following the CBR as closely as I could to get into its draft, the KYMCO maxed out at an
indicated 126 km/h, as its engine tapped the rev limiter (or the carb couldnt keep up with the
high revs, causing the engine to cut, I couldnt tell which) and prevented me from passing the
CBR, which then pulled slowly away.
When the roads get twisty, the machines are even further apart, each one exhibiting a different
set of engaging and not-so-engaging qualities.
The ultra-light Honda zooms along effortlessly and quietly, its relatively firm suspension doing
a very good job of keeping the bike composed over smooth and rough roads.

Just add Hondas race kit and go racing.

But, it feels like a scaled down motorcycle, and itll keep you busy in the cockpit as its lack of
torque causes your left foot to twitch over the shifter, switching gears two and three at a time to
maintain momentum.
Also, its anorexic tires cause the machine to turn in almost too quickly, prompting regular line
correction until you get used to it.
This can be remedied with larger tires, but finding a set that will fit the super-skinny 17-inch
wheels wont be easy unless you settle for a pair of 110/70-17 fronts like the CBR125R
Challenge racers use.

Both gauges were easy to read, but neither had a gear indicator.
The Quannon feels more like a full-sized bike and exhibits more neutral steering due to its
longer wheelbase and fatter rubber. But and this is a big but the Quannons suspension
really isnt up to the task of keeping up with the machines chassis, which is otherwise fine.
Damping at both ends is very light and spring rates are overly soft, both of which are
noticeable as soon as you sit on the bike.
This actually gave the bike a plush, comfy ride quality around town, where speeds were kept
below 60 km/h, but as soon as we hit the open road, the bike wallowed and weaved through
turns, undulating on its suspension through turning transitions and long sweepers.

TO THE TRACK

The Quannon might have had a hard time keeping up with the CBR125R on the
track, but hit a limited access highway in QC, where the Honda is prohibitedby
0.3 ccand its bye-bye KYMCO.
This was aggravated when we hit the racetrack for a morning of lapping and photos. Here the
Honda railed along, composed and without complaint despite carrying my oversized, leatherclad ass, while rolling on the equivalent of slightly oversized inflatable O-rings. The skinny IRC
tires provided enough grip to scrape footpegs and the brakes slowed the bike easily with little
effort and no fade.

Despite larger sizing, KYMCOs Kenda tires provided sketchy grip.

The KYMCO protested being flogged around the racecourse by bouncing and bobbing about
and trying to buck its rider off at every opportunity. It was quite unnerving, actually, and even
though it pulled a bit harder than the Honda coming off corners, there was no way it could
keep pace.

Adding to the excitement was a gearbox that revolted, at times by popping out of gear, at other
times by locking up and refusing to shift. These anomalies may be attributed to the bikes
preproduction status, or maybe they were just problems with this unit, but either way, they
didnt inspire confidence.

FOR THE SCOTTISH WALLET

The Quannon looks like it might be closer to the lens; its just bigger.
Both of these bikes can make excellent, true beginner bikes. They are affordable,
unintimidating and economical, though neither of these machines will make you popular with
oil execs.
The KYMCO managed a very respectable 3.8 L/100 km (74 mpg), while the Honda sipped the
dino-juice at a remarkable 3.1 L/100 km (91 mpg) and both bikes managed those numbers
with their throttle cables stretched tight most of the time.
The $3,495 Quannon 150 can offer good value for novice riders (its suspension and gearbox
issues notwithstanding), with the added benefit of being more adult-sized than the CBR125R,
so a new rider might hang onto it for more than a season.

If you live in Quebec then it also has another ace up its sleeve: its legal on limited access
highways, something a CBR owner must avoid due to its sub-125 cc displacement.
The $3,599 CBR125R will easily usher the greenest of riders into motorcycling, though its a
small motorcycle in all senses of the word, with limited use and will probably be outgrown after
just one riding season.
But by then it will have done its job and you can be assured that the experience will be an
enlightening one and its rider most likley hooked.

11 THOUGHTS ON CBR125R VS QUANNON 150

1.
Pingback: A 125cc on the highway :O - Page 2 - Kawasaki Ninja 300 Forum
2.

Jason J
AUGUST 23, 2014 AT 2:02 AM

In Western countries, the motorcycle is still predominately a recreational vehicle

and there is a status symbol attached to them. That causes a silly prejudice
against small bikes that people feel are too wimpy to ride. However, with soaring
gas prices, and increasing traffic congestion in our urban cities we need alternative
forms of transportation.
These small bikes are well suited to intra-urban commuting around town. Its easy
to find a parking spot for them, and you can even squeeze it in along with your car
if you happen to live a condo with only one parking space.
The insurance is cheap, as is maintenance and insurance.
If you can find saddle bags and a top case then these would be a good bikes for
running weekend errands around town.
But these small bore bikes are also a blast to ride around town. Unlike big bore
bikes, you can wring on the throttle, and take corners and turns much more
confidently. And due to their small size you can even duck down side streets, and
split lanes safely if you see a row of cars making a left turn on a single lane road or
stuck in a traffic jam. Note: I dont condone illegal riding moves like splitting lanes

but its also silly be stuck in traffic on top of an overheating motor, killing your
hands from clutching, just because a couple of stupid cagers caused an accident
and traffic jam ahead.
REPLY

3.

ngomong!
JUNE 23, 2013 AT 10:18 PM

wow`the CBR125R is powerfull engine, 125 cc = 13.4 ps., but its on Crank..
how many power on wheel?.. Engine CBR125R same is Sonic from Thailand
country..
design body CBR125R is greatness.
this is tipe Overbore engine..
REPLY

4.

Rafael Tromp

OCTOBER 12, 2011 AT 2:03 AM

ILL find that the quonnan its the bike of the feutre, if i had somme money ill fix my
on to make it a better one, like a gp type i love the g force but here in aruba we
dont have that kindda sport its because the road its a chaos but that thosedt
mather but when i get a g turn ill do my practice, mahter fect i practece evrey day
REPLY

5.

Bruce
JUNE 1, 2011 AT 3:16 PM

I bought one of these little CBRs a couple of weeks ago. I wouldnt commute on the
Trans-Canada through Vancouver during rush hour, but it gets along alright.
REPLY

1.

Carew

APRIL 3, 2015 AT 10:37 PM

Irionically, rush hour is exactly when you CAN commute on small bikes like
these since you cant get anywhere near the speed limit.
REPLY

6.

Costa
SEPTEMBER 6, 2010 AT 6:26 AM

[quote]You mention in Quebec you will have access to highway with the Kymco its
true but you will pay more to license it over 125 ccs[/quote]
Correct, $373 for the Kymco versus $242 for the Honda.
REPLY

7.

JoBlow
SEPTEMBER 6, 2010 AT 12:53 AM

You mention in Quebec you will have access to highway with the Kymco its true
but you will pay more to license it over 125 ccs
REPLY

8.

Madjak30

SEPTEMBER 3, 2010 AT 1:02 PM

Its too bad the Honda is so smallmy 12yo daughter is all excited about it, but
she may be too tall for it by the time she is old enough to ridewell see, but Im
betting a Ninja 250R is more the right sizeunfortunate, because it is a nice little
bikebut so is the Ninja.
REPLY

9.

costa
SEPTEMBER 2, 2010 AT 3:40 AM

Corrected, thanks.
REPLY

10.

Savage

SEPTEMBER 2, 2010 AT 3:13 AM

Having found myself between Bikes this past summer, I picked up a used 08
CBR125R (which BTW, is actually manufactured in Thailand NOT Malayasia) on the
cheap to tide me over. Despite having owned 650 and 800cc Cruisers in the
past, I found the WeeBur to be an immensely fun little Bike that constantly
exceeded my expectations. This machine ran like a Swiss watch and consistantly
returned 95+mpg! Cmon Honda bring us a properly sized fuel-injected 250cc
version of this motorcycle, or my next Bike might very well be Kawis 250R