Comparison: 2005 125cc Two-stroke Motocross Dirt Bikes

We need to answer the 125 question. Dirt Rider has seen signs that the class is drowning in the tidal wave of 250cc four-strokes, but are 125s really dead? Or dying? There are plenty of reasons we don't think so. Young, light riders aren't necessarily ready for 250cc four-strokes' weight or power or the unfortunate repair bills that accompany a major failure. And the added complexity of the cam and valve systems can be a bit much for the average mechanic. We're all in favor of 125s continuing as a class, and as James "Bubba" Stewart proves, it really comes down to the rider, regardless of the skill level.

So even though 125cc two-strokes are suffering in popularity at the moment, that trend may be turning around. Every brand claims to still be committed to its two-stroke models. For 2005, Yamaha showed true dedication with a completely new 125. KTM heavily revised its bike with a new frame and totally upscale suspension, and Suzuki updated its motor and Showa suspenders. At the other end of the spectrum, Kawasaki employed the BNG (Bold New Graphics) approach. Then there is Honda. The CR has some major changes (See CR125 vs. YZ125 comparison), but it didn't make our shootout since big red's production bike was two months behind the other brands. There was no need to make you wait, especially with the bike's recent track record.

Motor

Yamaha's motor doesn't punch... 

   

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Yamaha's motor doesn't punch you in the face; it delivers decent power over long spread.

Power is a big issue in this class. It always has been, but now it is critical since these bikes must race with the 250 four-strokes. The KTM has the brute force to bully the other engines in this class, as well as the best shot at embarrassing four-strokes off the start line. It comes on strong and early and flat rips. KTM changed only the exhaust flange for '05, and it still gained more performance than any bike but the Yamaha! The hydraulic clutch is easy to pull and never fades, and there is a gear for almost every situation. Factor in the fact that most average riders will get at least a year out of the standard piston, and you have a winner.

Yamaha shrunk its motor and shaved 4 pounds while adding a gear—it doesn't get much better than that! Plus, the new package is bursting with enthusiastic ponies. The KTM still has the edge in sheer muscle, but the YZ's perfectly spaced ratios sing like the next "American Idol." We did find some tracks where a tooth up on the rear sprocket was a bonus, but the YZ motor is a huge step up from the '04 model and a genuine pleasure to ride fast with plenty of overrev. While Yamie was redesigning the bike, it lightened up the clutch pull to almost nothing while retaining an excellent engagement feel.

There is a point difference between the RM and the KX, but which motor is best for you depends on your preference and ability. The KX is easier to ride. It got new reeds for '05, and it pulls very strongly off the bottom with more torque down low than any of the other bikes. As long as you grab shifts a little early and don't try to wring its neck, it's plenty fast. It doesn't like to shift under power if you overrev. It was amazing how well this bike responded to a one-tooth gearing change on the rear. It woke up the motor as if we'd put a pipe on it! Until then, it was a loser, and afterward, it had enough game to run with all the other bikes.

The RM was definitely faster and our crew was on the fast side, so the Suzook benefited here. Every rider felt the bike was demanding, though. There wasn't a lot of bottom power, and when it hit, it hit hard. It was difficult for less-aggressive riders to judge the power for tricky jump sections or for slippery conditions. It is easily the best RM125 motor ever, but even with a perfect gearing combination and correct transmission ratios you have to be on the clutch almost continually and shifting all the time to keep the motor singing. Be honest about what you need in a powerband, and train yourself to want what you need.

Fork

Yamaha and Kayaba in general have been hurting in comparison with the Showa twin-chamber system during the last few years. But in a pretty amazing leap, the YZ has become one of the front-runners of the class. We can't say whether it has the best front end in the class until it faces off with the Honda, but as the old saying goes, "the clothes make the man," and thus the fork makes the YZ125. It does as much or more for the YZ as either the aluminum frame or the shockingly low weight.

Light like a mountain bike... 

   

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Light like a mountain bike and nimble, the YZ's diet and new fork showed.

This Kayaba fork is a twin-chamber-type design, but Kayaba calls it an Air/Oil Separate System. All of the '05 Yamahas and the '05 Kawasaki KX250 will have the new fork. On the YZ125 it offers excellent plushness, good control and much-improved bottoming resistance and feel. None of the riders noted any stickiness or harshness under braking or acceleration. For that reason the Yamaha earned top marks in this category.

Suzuki opted for the Showa twin-chamber for the RM125, and it works pretty well. The fork itself doesn't feel as if it has too much stiction, but it does seem that Suzuki designed the bike for very light riders. The action is a bit loose, and some testers felt it was choppy, too. Those most affected were fast and heavy riders; the fork is simply too deep in the stroke, or the valving is too light for them. Nobody felt it was too stiff. Naturally, Garrett Norr—the lightest of our riders at 140 pounds—was happiest with the RM's fork. We had the riders rate each fork on a scale of one to 10, and the Yamaha had no rating below nine, while the RM was rated a nine by Norr and a six by some others. We're confident the Showa twin-chamber fork is capable of awesome performance, so it should be possible to dial it in.

The KTM scored a bit behind the RM, but for a WP fork to rate that close to a Showa is a victory of sorts. WP engineers discovered the flex characteristics of the 2004-and-earlier 48mm fork's inner and outer tubes were quite different. Equalizing their flex and stiffening up the frame provided a major improvement in the action, and KTM was able to specify compression shim stacks up to three times stiffer than '04 with equal or better plushness. As a result, bottoming control skyrocketed. The fork still suits heavy and fast riders better than light ones. Norr couldn't find a setting that worked for him on the KTM, and it always appeared to be riding high in the travel as if he were weightless rather than merely light.

Both the KTM's WP and the Kawasaki's 2004-style KYB fork had fans and detractors. Suspension is relatively personal, so not everyone likes the same characteristics. As a result, some riders were bothered more than others. The Kawasaki didn't offend fast-guy Kris Keefer too much, though others felt neither bike was plush while braking; but for a change, the KTM's fork was better liked than the Kawasaki's. One rider called the KX's Kayaba "the fork that killed the bike." It's hard to believe a fork that was fairly good just a few years ago is so detrimental to the enjoyment of the '05 model. The KX was the only bike that wouldn't run through chop smoothly, and that was solely because of the fork. If you could ride the KX around on the rear wheel, life would be great. Some riders attempted to do just that by running the sag low in the rear with slower fork rebound; they wanted the front wheel in the air as much as possible. We suspect the '05 KX250 and the held-back 450cc four-stroke drank the R&D budget dry before the runt-of-the-litter KX125 fought its way through to the money nipple. The fork was choppy and darted around on square edges in '04, and it got only a low-friction seal for 2005. That wasn't enough. It's a shame, because the KX was well-liked on smooth tracks; but the suspension is simply not equal to the competition when you leave the supermoto course for the motocross track. Depend-ing on the adjustment, the fork either has a mid-stroke harshness or packs then blows through and bottoms unexpectedly, though not as often or as brutally as in the past. It doesn't have the control of the twin-chamber-type fork, so you can't just put the front wheel down and let the front end work. The best adjustment we made was stiffening up the clickers at both ends to try to keep the bike up high.

Shock

On the green machines you... 

   

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On the green machines you feel "in" the bike, not "on" it.

Working with a fork as good as the new Kayaba, Yamaha's test riders must have noticed some flaws in the rear shock and fixed them—or else the fork helped the shock's feel as much as it did the rest of the bike. Our testers praised the way the rear wheel followed the terrain and served up a feast of traction. Whether the track surface was hard or soft, the YZ adhered as if it had spikes hidden in the knobs. G-loading in between stadium whoop sections was controlled, and natural bike-caused whoops were effortless. Bottoming was rare. The bike's ability to shrug off misadjustments is another major improvement. If we became lazy about checking the sag on the YZ, it was fine as long as it was close, whereas being off a similar amount sent other machines off the scale. Being off a whole turn on the spring was noticeable at I-5MX but not a bother at Piru MX.

Few riders felt a need to make any adjustments to the shock, let alone demand major ones. Even the spring rates felt right on.

While not rated as strongly as the YZ's rear suspension, the RM's suspension was quite good. The feel was plush to the point of being springy or loose, but mostly it did its job. Our pro-level riders knew they would want springs and perhaps valving, since they needed more adjustment than the clickers could give. The action of the RM's rear end was definitely on the plush side for less-aggressive riders. It seemed best able to soak up acceleration chop when the bike was in the meat of the power and accelerating hard. Even then the rear kicked on some riders while exiting corners. The Suzuki has an experts-only power-band and a fairly demanding chassis that insists on precise inputs from the pilot. No doubt those traits amplify any shortcomings in the suspension.

A Renthal 971 bar in place... 

   

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A Renthal 971 bar in place of the stock steel one makes air easier on the KX.

The Kawasaki's shock had more dedicated fans than its fork did by a wide margin, and they included the lightest rider and the fastest and nearly heaviest. The rear suffers some at the hands of the front, though. Piru MX has a few sharp turns with steep uphill exits that are a great test of power, traction and gearing. Naturally, some hard-edged chop develops on the well-used lines. There are also cut-in ruts in some turns that have sharp bumps hidden in the bottom. The KX generally handled this sort of chop all right, but we felt the impacts through the seat, pegs and bar more than we did with the RM or YZ. Unlike some of the bikes with which the rating is an average, the KX earned seven out of 10 points from each rider.

KTM was shooting hard for a suspension setup that is usable, understandable and tunable for the average guy. Once we got the suspension dialed in at I-5MX, our 125 was the best-working KTM SX ever, especially in chop. It didn't deflect or twitch. That is new. Making adjustments is much more intuitive for 2005, and what you know about suspension setup on a Japanese brand applies. One difference is the recommended rider sag of 110mm, but KTM also suggests the bike sag (measured with the bike on its wheels but without a rider) be no less than 33mm. The new chassis is a huge factor in this suspension improvement, but WP now seems to have the shock set up internally to be progressive in the right spot (when it is set correctly!) The KTM rewards careful setup but is uncooperative if the setup is off. It was a case of love or hate since the ratings ranged from nine to six. The more natural the terrain and deep and rounded the bumps were, the better the KTM worked.

Handling

RM's and KX's brakes are a... 

   

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RM's and KX's brakes are a shade behind the KTM's and YZ's, but still stop well.

It is very difficult to separate a motocrosser's inherent handling characteristics from the suspension performance. We did our best, and once again the Yamaha found many fans. For most riders, the YZ was a crisp and accurate bike when choosing lines, and it jumped like a maniacal flea. It felt as though the YZ jumped 10 feet farther than any of the other bikes when hitting a jump at the same speed, with less effort and more control. At first it felt as if it would be a handful at speed with the light weight, but we quickly learned to trust it. One test rider's comments describes the good parts of the YZ's handling perfectly: "Some may think it's twitchy but any bike this light will feel even lighter, which is sometimes misconstrued as twitchy. I thought the Yamaha was as stable as the Kawi when I really let it get loose. The one thing I can't explain is how much fun I had riding this bike compared with any of the other 125s. Something about it's being this light puts it in a new category for me."

It is hard to look past the suspension on the KX, but when you do, you see a well-handling chassis. The perimeter frame has always felt solid when slammed into obstacles; it never gets that hinged feeling. Various testers lauded the KX for being the most-stable chassis at speed and having excellent manners in turns. It felt a little heavier than some of the others though not as heavy as any 250 four-stroke. Partly due to smooth and responsive power, the KX feels safe when jumping, especially for beginner and novice riders.

With an exceptionally roomy (and adjustable) standing position, the KTM is also comfortable at speed, through whoops and in the air. The fact that there is always power available at the rider's whim also helps some. The KTM is the only bike with variable fork offset. The triple clamps come with 20mm of offset, but it is easy to remove the stem from the billet clamps and reverse it to 18mm, the most-popular offset for aftermarket '04 KTM triple clamps. We found that the turning and steering were fine, so we never bothered making adjustments, but having the option to do so is nice.

The RM has very crisp and precise handling, so it turns well and changes lines and direction with no more than a thought. But the RM is a demanding schoolmaster, and like teachers of old, you always worry it will crack you across the knuckles if you get out of line. You never feel you can stay loose and wild with the RM, so it does not encourage riding at your potential. It's not that the RM is a bad-handling bike, but its precision insists on exact input, and not all riders are that capable—especially late in a moto. Norr normally rides an RM250 and Corey Neuer has been riding one a lot lately, and both praised the handling, so you can get used to the RM with time in the saddle.

Turning

We were not surprised the Yamaha took top marks in turning. Most recent generations of YZ have turned with great precision, and it follows that the stiffer aluminum frame and the fabulous fork would only enhance those traits. For most of the test crew, that was true. The sole dissenting voice was Keefer. He pounds turn entrances harder than any of our other testers, and he found the front end pushed on flat turns, and suspension tuning did nothing to glue the front end down. That shortcoming was the bike's only demerit. The YZ is so light it drops into turns with no effort. It loves rutted or bermed turns best, yet all but Keefer felt it could do without them.

The RM will reward capable... 

   

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The RM will reward capable riders with a powerful midrange.

The KX and the RM earned identical scores, but they are different in execution. The RM is like a scalpel. It cuts a mean line and has excellent front-wheel traction, so it cranks through all types of turns. The riding position keeps you on the front of the bike, and steering input from the rider translates into an immediate change of direction. Again, riders with a lot of time on Suzukis were most at home. The KX, on the other hand, feels low, and the rider sits down in the bike. As a consequence, the initial lean into a turn is very nice and easy. And where the RM feels as if its front wheel is right under you, the KX feels as though its front end is out a bit. The end result is the KX turns great but without the almost-too-crisp response of the RM. Because the Kawasaki is low, though, the rider may get pinched for leg clearance in deeply rutted turns.

The KTM has a very willing and light turn-in, somewhat like the RM but without the Suzuki's sitting-on-the-gas-cap feel. The SX has improved on hard, flat turns, but softer dirt, ruts and berms are where it really sails. The KTM was the only bike to use Bridgestone's M59/M70 tire combo. These are soft-terrain tires, and they did affect the KTM's feel when the tracks became hard.

Ergonomics

Yamaha won another category, but only because the Honda didn't show up. All of these bikes have ergo-nomic faults, but most are minor, and some of the bikes discriminate against riders at the outer edges of the design envelope. The Yamaha fits all riders pretty well. Extremely tall pilots might want the bar mounts a little forward, but mainly the fingers of heavier riders pointed at the seat. It is firm and lightly padded in the front and barely padded at the rear. Otherwise, the bike is nice and slim, and your gear doesn't snag anywhere.

In second is the Suzook with no serious blemishes. Picky riders might feel the bar is a little low and the seat overly soft, but there are no major faults.

KTM made huge strides with its seat for '05, but it is still not a Barcalounger by any stretch. The seat base is dished, so there is far less actual foam than you'd expect, and all of the factory team riders use a flat seat base with more foam. The factory-type seat is available from Enduro Engineering, and it makes a major comfort contribution. The KTM gets bonus points for being the only bike with multiple handlebar-mounting positions. That's a very nice touch for short or tall riders. The KTM also sports soft dual-compound grips that are more comfortable than those on the Japanese bikes, though they wear rapidly.

The Kawasaki trails here despite having arguably the best seat shape and foam in the test. The bike feels low and very compact, so it is scrunchy for tall riders. In addition, the KX is the last holdout in the class running a steel handlebar. If you're a short rider, though, the KX can feel like home.

Brakes

Corner exits are KTM property.... 

   

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Corner exits are KTM property. If the corners are deep and soft, the KTM shines!

KTM picked up a category win here. The only negative comments the KTM brakes earned were for being strong to the point of being touchy! The '04 KTM had an amazingly powerful front brake, but the orange engineers dropped the master cylinder bore size 1mm, so now the brake is even more robust. The KTM comes with a front brake rotor the same size as aftermarket oversize units. Pad wear can be a little quick in the rear though not bad. Also, there seems to be variation in how solid the front brake lever feels from bike to bike, and bleeding the system doesn't change a thing. A brake that feels good on the showroom floor stays feeling solid, and vice versa.

In addition to the new fork, which allows very hard braking without worrying about control, Yamaha finally went to a "Honda-style" front brake-hose routing, so it stops extremely well.

The RM and the KX are similar in this category. Both brands do a good job, and the lever doesn't require an extreme pull, but they don't stand out.

Fit, Finish and Standard Equipment

The actual fit and trimming of the KTM plastic is not as perfect as the Japanese machines, but the SX still wins here by a large margin. Some of the other bikes have an aluminum bar, but the KTM has a tapered model. It also sports high-end parts such as a hydraulic clutch; a plated pipe; billet triple clamps with two choices of offset and four choices of bar position; and super-tough, aftermarket-quality graphics. There are other niceties, including the best chain and sprockets, no-tools air-filter changes and wheel spacers that won't fall out. The KTM is the only bike with a powdercoated frame instead of paint. We know from experience that top end and clutch life are usually at least double those of the Japanese machines.

The YZ stays looking pretty new, and the fit and finish of the plastic is very nice. The bike appears more attractive and lighter with the aluminum frame in its natural color. A Renthal bar is standard for '05.

There isn't much difference between the RM and KX. Both have upgraded fastener quality, and both feel new longer than previous models did. The RM comes with an aluminum handlebar, but the graphics self-destruct quickly. The KX graphics hold up fine, but the bike comes with a steel bar and dated suspension components.

FINAL STANDINGS
1. Yamaha YZ125
2. KTM 125 SX
3. Suzuki RM125
4. Kawasaki KX125

So the Yamaha ended up with a commanding win, but does that mean everyone should run out and buy one? Well, buying one is a pretty sure bet. It is not only competitive, light and fast and a great handler but also fun to ride. Nearly every tester noted how much fun he had on the YZ. Yamaha has attractive incentives to buy as well as a good contingency program.

You have to get accustomed to the KTM; but it could easily be the best bike for novices based on the character of the motor, and it has the performance to let their abilities grow. The KTM allows more clutch and shifting mistakes than the other bikes yet still goes pretty fast around the track. It isn't that different in feel from the three Japanese 125s, but it is just different enough that switching between bikes (as in a shootout) handicaps it a bit. The adjustability of the triple clamp (bar position and offset) should make anyone happy. If you ride a lot, are heavy for the class or are a big guy, you'll find the KTM makes a lot of sense. You won't need to spend a cent making it faster and should get a lot of riding in before spending money on a rebuild. The KTM is also a great choice for riders competing in motocross and certain off-road events. However, no contingency programs exist at this point, which may be an issue for serious racers.

Tod Sciacqua gets air on the... 

   

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Tod Sciacqua gets air on the SX. Roomy and adjustable, its ergos are up to you.

The RM is aimed at the expert level, and it favors a light guy. It's a great package with no real strong or weak points. Midrange pull is great, but it is lacking a bit everywhere, and that hurts it in this class. The handling is typically Suzuki-light, but now the Yamaha feels lighter and misses out on that slightly twitchy, or possibly too-agile, feel. The RM never did anything funny, it just wasn't as confidence-inspiring as the others. The brand has loads of hop-up support, an excellent amateur trackside support system, a variety of contingency programs and other opportunities such as the Good Scholar Program.

Likewise, Kawasaki has an excellent amateur program, trackside support, ready access to performance help and advice and a large aftermarket following. There is also a contingency for moto-cross and off-road series. The motor is a close second in the torque department to the KTM. It truly pulls down low and then goes into a very normal run-through of power, but nothing too exciting. Every rider felt a good fork hop-up would drastically improve this bike.

As always, don't discount the value of a well-stocked and knowledgeable local dealer. A great dealer is enough to nudge us toward any of these bikes.

All of us have spent a lot of time on 250cc four-strokes lately, and it was a refreshing change to have the effortless starting, the relatively modest sound output and the light weight of the 125cc two-strokes. Dealing with premix takes little effort, and not having to perform regular oil changes was nice. As we said in the beginning, and paraphrasing Randy Newman, two-strokes got a reason to live. We hope for a happy life ahead for the class and especially the YZ125.

Redline Report

Opinions

The YZ is the best 125—it's as simple as that. It's so light it feels as if you are riding an 80! I could flick it around as if it were nothing, and that inspires confidence. The bike also cornered and took bumps nicely. The suspension is plush and didn't kick me at all—even over the big whoop sections at I-5MX. Naturally, the YZ felt very comfortable in the air due to its lightness. Overall, this bike was the man. In second I chose the super-powerful orange bomber because of its motor. When the track was really thick and deep, the KTM would power through the best. The KTM's is the 125 motor best able to stay with a 250 four-stroke. The suspension is much improved, and I finally feel I can hammer big bumps and jumps without going over the bar. I was really surprised at how smooth and stable it felt. Having the shock set fairly soft helped the front end. The KTM also cornered well and went directly where I put it. In third is the RM. This bike felt smooth over big bumps and is easy to jump. I couldn't get totally comfortable on it for some reason. The whole bike is set up a little awkwardly. It does have a pretty strong motor (not like the KTM but almost as good as the YZ). Finally, in fourth place sits the KX. It's not that I didn't like this bike, it's that it wasn't quite up to par with the other bikes. The bike felt busy over bumps, and that's not great for confidence. I like the way the KX corners, and it is very easy to lay it over. The motor was OK but felt a little weak up top. All the bikes had their own special strengths, but the YZ came out number one.
Cameron Heisser/5'11"/160 lb/Intermediate

It's sad Kawasaki didn't make major changes to the KX125. The bike has lots of potential, but the motor is a bit soft off the bottom. It has a ton of midrange that pulls into a strong top-end, but there it goes flat and doesn't offer much overrev. The suspension was the killer for me; it's way behind the times. It doesn't seem to react to clicker adjustments; I found myself turning four to five clicks before I was able to feel a difference. Both the shock and the fork seem to blow through the stroke and are harsh. I loved the KX's slim feel. It is so close to being a ringer, but with so few improvements, it has fallen behind.

I had so much fun riding the RM125 on faster outdoor-style tracks, but the no-bottom-end motor definitely caters to intermediate or pro-level riders. The power comes on strong in the midrange and pulls hard through the top, but I struggled to get through tight sections without abusing the clutch. The suspension is on the soft side for me; the fork and shock weren't progressive enough and the bike sat low in the stroke. I played around with the sag, but that didn't seem to make a big difference. The RM felt like it was built for my size.

This was the first test where I really fell in love with a KTM, so I rated it second. The motor has it all! The bottom-end is strong, and the power carries all the way up top. The motor has roll-on whenever you need it, and it doesn't take much clutch to get the revs up. The WP suspension takes time to set up, but I was able to dial in the somewhat-sensitive suspension to my liking and have more confidence than ever with WP. I think the KTM could still use a linkage system in the rear; I couldn't get the shock to work well everywhere on the track. The KTM has insane stopping power, and the front brake has great modulation with no fade at all.

The new YZ125 is simply incredible. In stock trim this bike is completely race-ready for me. The motor has ample roll-on power and is super-rider-friendly. The new Kayaba suspension really works, and I made no changes to the clickers. I loved the bike's light feel. The new aluminum frame is a bit more rigid than some of the other bikes in this class, but I like the feedback I was getting from the new chassis. The YZ is clearly the winner for me; I loved every minute of riding it!
Corey Neuer/5'11"/160 lb/Intermediate

What's a fat, old, bald guy doing riding 125s? Having fun, that's what! I actually want to race a 125 in the Vet class. Crazy, yes, but fun for sure. Which one? Well, the Yamaha is easily the top choice 'cause that's 10 less pounds I'd have to lose. It does everything to a high level, especially the motor's ability to rev and overrev to make the most of its power. Yamaha was going after 250 four-strokes, and that makes a great 125. Can I ride it as fast as a 250 four-stroke? I don't think so because of my weight, but it sure feels as if I could when I'm pinning the throttle. My second choice is the KTM. For a larger guy, this is a no-brainer based on the tunability of the rider compartment and the power and suspension that matches heavier riders the best. I'd just have to spend a little more time on the 125 SX to make the most of it. The Suzuki is an all-around good package as long as you are an intermediate or expert and light on the scale, which I'm not. The Kawasaki is about a fork away from second choice here, with a motor and handling that are in the fight. And I don't know if it can have the damping control of the dual-chamber types even with the right mods, which is the standard today's MX machines must reach. But I'm glad the manufacturers haven't given up on the 125 two-stroke, 'cause I haven't.
Jimmy Lewis/5'10"/180 lb/Vet Pro

This shootout was a close race, but I picked the YZ125 as the winner due to its superior handling. The YZ is fun to ride, and I felt confident on it. The RM came in a close second thanks to a smooth powerband and super-comfortable ergonomics. It was hard to choose between the last two, but I ranked the KTM third. It has a very fast engine that is definitely dialed in. The suspension could be better, but overall the bike is still a good choice. The Kawasaki was surprisingly powerful, and the suspension wasn't too bad except for a little harsh feeling in the front end. I could race any of these bikes as my own, but I feel the most comfortable and confident on the YZ.
Garrett Norr/5'7"/140 lb/Intermediate

Check out other related tests:
See how Honda's 125cc motocrosser stacks up as it goes
Head to Head: Honda CR125 vs. Yamaha YZ125
2005 250cc Four-stroke Motocross Shootout