By now, we’ll assume you’ve read the Part 1 of the Ankle Biters test, wherein we asked some newer riders to ride the Honda Grom, Kawasaki Z125 Pro, Kymco K-Pipe 125, and SSR Motorsports Razkull 125. Their job was to give us feedback as to which bike makes the best learner for the absolute noob because it’s been awhile since any of the MO staff could call themselves one. Our riders had a lot of fun with the test, but as for us MOrons, we wanted a bit more excitement once we got a chance to throw a leg over the quartet.

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Naturally, being the sporting set that we are, and considering we’ve already raced a Grom and K-Pipe twice around the clock already, we decided to have a battle royale between all four bikes to settle the score. A race was in order! Time and budgetary constraints dashed our wide-eyed dreams of taking all four to a go-kart track for a closed-circuit race, but with a combined 32 horsepower, this was one of the few times we could hold a race on four street-legal motorcycles without fear of breaking the speed limit!

Gentlemen, don your leathers.

An Uphill Battle

The premise for our race was simple: we’d race to the top of one of our favorite canyon roads, which conveniently has a cafe at its summit. The loser would buy lunch. Once we got rolling up the hill, however, we didn’t need very many miles to sort out where the four bikes stood. Not surprisingly, by virtue of having the most horsepower and torque, at 8.3 hp and 7.6 lb-ft, respectively, the Grom slowly but confidently pulled away from the rest, handling the gentle upward grade of the road better than the others. The Kawasaki came next, its 8.0 hp and 6.4 lb.-ft. keeping the Honda honest while firmly sitting in second. In third was the Razkull, its 7.7 hp and 6.9 lb.-ft. not enough to keep up, and in a very lonely last place was the Kymco, plagued by its meager 7.0 hp, 5.7 lb.-ft., and porky 247-pound curb weight.

In case you missed it from Part 1, take a look at how all four bikes stack up on the dyno. The Grom has a healthy power advantage over the others, while the Kawasaki’s power really picks up after the others begin to trail off. Also impressive is the SSR, which makes more power than the Kawasaki until roughly 6500 rpm.

In case you missed it from Part 1, take a look at how all four bikes stack up on the dyno. The Grom has a healthy power advantage over the others, while the Kawasaki’s power really picks up after the others begin to trail off. Also impressive is the SSR, which makes more power than the Kawasaki until roughly 6500 rpm.

With the race decided five miles into a 25-mile run, we scrapped the uphill portion and voted to have Tom pay for lunch – which we would have done anyway, regardless of who came in last. Since we had a lot of time to burn at full throttle before reaching the lunch spot, roughly 20 miles away, it gave us plenty of opportunities to think about the machines underneath us.

The torque graph mimics the horsepower chart, except the Kawasaki never pulls an edge out over the Razkull. Meanwhile, the Kymco languishes at the bottom of both charts.

The torque graph mimics the horsepower chart, except the Kawasaki never pulls an edge out over the Razkull. Meanwhile, the Kymco languishes at the bottom of both charts.

Honda Grom

There’s no way around it, the Honda is an impressive motorcycle within this category. “It’s the segment’s O.G. and the one the rest are shooting for,” says Kevin. It’s streetfighter-inspired redesign looks slick, and charging up the mountain, the other bikes had difficulty keeping up with the Grom.

The Grom’s neon coloring may be off-putting for some, and if you don’t like it, you’re probably not the target audience anyway. It also available in white, red or black.

The Grom’s neon coloring may be off-putting for some, and if you don’t like it, you’re probably not the target audience anyway. It also available in white, red or black.

It’s 12-inch wheels gave it the agility to quickly dip into corners, but it and the other contenders with 12-inchers didn’t feel as stable as the Kymco with its 17-inch wheels. Its fuel injection is calibrated perfectly, giving smooth, linear inputs when you twist the throttle. It’s put together well, despite being manufactured in Thailand instead of Japan, and none of us could really find an angle to knock it for. Except the price. Tom agreed, saying the Grom, “Is the nicest bike here in terms of fit and finish, overall quality, and performance, but it’s also the most expensive. So, you’re paying for what you get.”

And there’s the rub. Is the Grom’s $3,200 price tag worth it? We’ll debate our point on this topic later on.

Kawasaki Z125 Pro

For the Kawasaki’s part, our notes all mention something about it being nearly the Honda’s equal. Fit and finish are at the same levels you’d expect from Kawasaki, with engine performance slightly disappointing compared to its Japanese rival (though both are made in Thailand). Whereas the Honda’s new clothes give it a more manga appeal, the mini Z is like the Mothra to the Honda’s Godzilla.

Kevin’s notes say the Kawasaki Z125 has “Less seat-to-peg room than the others, but the most cornering clearance.” Here, Tom is graphically illustrating the seat-to-peg closeness. Check out how close his knee is to his elbow.

Kevin’s notes say the Kawasaki Z125 has “Less seat-to-peg room than the others, but the most cornering clearance.” Here, Tom is graphically illustrating the seat-to-peg closeness. Check out how close his knee is to his elbow.

The Grom may make more power, but the Z is more agile. It’s pegs, placed relatively high and rearward, are clearly the raciest here, and if we were burning laps around the tight confines of a kart track, where peak power isn’t as important, instead of ripping up a wide and expansive mountain, it might even give the Honda a run for its money.

“It seems strange to me that Kawasaki had the Grom clearly in its sights when developing the Z125, and yet couldn’t build a bike that doesn’t surpass the Honda in any performance criteria,” Ed-in-Cheese Duke whined. “What happened to the company which always built the baddest motors?”

As it stood, with the long ribbons of road to climb, the Honda eventually pulled a gap the Kawi couldn’t claw back. Once we got to the top and had a good lookaround at the bike, Kevin liked its double five-spoke wheels, while Tom thought the Kawi looked visually complete with the under engine cowl. The Z125’s fuel tank, however, features shrouds that jut out, which could inhibit leg room for some riders. It’s selling point of course, is its $200 cheaper price tag than the Grom.

SSR Razkull 125 and Kymco K-Pipe 125

Coming in a solid third place up the hill, the Razkull couldn’t keep the Grom or Z in sight for very long, but it clearly outpaced the Kymco, which came a distant last. Basically, whoever was riding either of the Chinese-made bikes were at the tail end of the group while they putt-putted their way to the top.

“The Razkull feels much closer to a Grom and Z125 than its paltry MSRP would indicate,” says Kevin.

“The Razkull feels much closer to a Grom and Z125 than its paltry MSRP would indicate,” says Kevin.

Carburetors come fitted on the SSR and Kymco, helping to drive down the price, and the lack of fuel injection makes cold starts much more difficult. Once warm and with throttles twisted to the stop, there’s really no telling which bike is fuel-injected or not. Also, unlike the fuel-injected Kawasaki, with its jerky on/off throttle application, neither the SSR or K-Pipe had such issues, although the carbureted bikes are, of course, unable to automatically adjust to variations in altitude.

Otherwise, the Razkull’s and K-Pipe’s deficiencies were greatly exposed going up the hill. They lack power – severely in the Kymco’s case – and they both weigh the most at 247 lbs. However, this number is slightly misleading, as Tom explains in the table below:

Because these bikes produce such miniscule amounts of power, weight is a huge factor in each bike’s performance. I have a 30-pound weight disadvantage against the other editors, and it showed every time I was riding uphill or even on a flat surface. So, it should be pointed out that where the Kymco and SSR appear to weigh the same, the difference in curb weight discluding each bike’s fuel capacity is huge. The Kymco carries the least amount fuel among all the bikes and the SSR the most. Factoring in fuel capacities we see that the SSR weighs only five pounds more than the Honda, instead of 16, while the Kymco remains weighing substantially more than the rest. The Kymco’s larger-diameter wheels account for some weight increase, but 12 pounds more than the next heaviest bike? Where’s all that weight coming from?

Curb Weight Fuel Capacity Weight of Fuel Curb Weight Without Fuel
Honda 231 lbs 1.45 gal 8.9 lbs 222 lbs
Kawasaki 226 lbs 2.0 gal 12.4 lbs 214 lbs
Kymco 247 lbs 1.2 gal 7.4 lbs 239 lbs
SSR 247 lbs 3.17 gal 19.7 lbs 227 lbs

So as we can see, the Razkull’s portly weight is largely due to the touring-like fuel capacity it holds, which helps explain its lonely standing on the way up the mountain.

Bringing up the rear in our uphill battle is the Kymco K-Pipe 125. It’s a roomy little motorcycle, with a cool tubular frame and swingarm. It’s just not as focused on performance as the others in this test.

Bringing up the rear in our uphill battle is the Kymco K-Pipe 125. It’s a roomy little motorcycle, with a cool tubular frame and swingarm. It’s just not as focused on performance as the others in this test.

When the bikes are pointed downhill, things become very different. And considering how anti-climactic our uphill race was, we were hoping the way down would renew our child-like hooligan spirits. The short answer? Yes, yes it did.

It’s All Downhill From Here

Yep, the uphill portion was pretty boring, with the four players sorting themselves out very quickly. Coming down the mountain, however, was an entirely different story, and we didn’t know what to expect.

Among the surprises was how much of an equalizer weight and gravity play. Where the Honda would leave the others for dust going up, the quartet were surprisingly close coming down. The Honda would leap away at the start, but the advantage of long, open pavement that helped it form a gap going up gave the others the runway to claw the Honda back coming down.

The Grom’s new redesign is capped off by its headlight. What does Kevin think of it? “It looks a little like Iron Man’s helmet,” he noted.

The Grom’s new redesign is capped off by its headlight. What does Kevin think of it? “It looks a little like Iron Man’s helmet,” he noted.

The Kawasaki and SSR were better able to stay with the Honda, that is until the Z125 was forced to bow out once hitting its 67 mph speed governor (the Honda felt like it topped out around 71 mph, but it wasn’t clearly as governed as the Kawasaki). Until that point the Kawi could gain a little bit of ground on the brakes and with its superior agility. The Razkull, for its part, doesn’t have no pesky limiter – or if it does, we weren’t able to reach it – allowing it to roll as quickly as we dared on its 12-inch wheels. We saw an indicated 76 mph on the SSR the few times we were brave enough to look down. By that point, its rider was closing the gap quickly to the Honda, and if Tom, the heaviest of the four testers was aboard, that gap would close even quicker.

The problem then becomes the flightiness of the little wheels. Trading stability for agility is the sacrifice you make with 12-inch wheels, and maintaining speeds above 70 mph for any length of time makes the Honda and SSR nervous, which is probably the reason the Kawasaki is governed to 67 mph…

Skimming knee at a snail’s pace aboard the Kawasaki Z125 Pro.

Skimming knee at a snail’s pace aboard the Kawasaki Z125 Pro.

Of course, the big benefactor here is the Kymco and its 17-inch wheels. It, too, doesn’t have a limiter, and though it took a long stretch of road for it to gain speed, Tom used its extra weight, in combination with the stability from the 17s, to catch – and pass – the rest of us with a lot less drama. “With seemingly no governor on the K-Pipe I saw a downhill speed of 76 mph. Coupled with its larger wheels, the K-Pipe redeemed itself during the downhill portion of our race,” he noted.

While fun, the Kymco is still tragically plagued by a soft and spongy front brake – a pretty important thing when you’re hauling butt downhill. We also weren’t fans of the semi-automatic transmission with an unorthodox shift pattern (neutral at the bottom, four up) that requires long throws. “Worst transmission of the lot,” Tom says, adding “no feeling to signify you’ve shifted gears.”

The clutch lever, which isn’t needed at a stop, is equally puzzling, with Kevin adding, “I’m confused why there is a clutch lever. Seems pointless considering it’s not needed to get the bike rolling.” The going gets worse for the Kymco, as, apart from that weird transmission, there’s a “digital joke” of an instrument cluster, Tom says, with numbers that flash and morph into letters on occasion.

John Burns channels his inner Rollie Free aboard the Kymco K-Pipe 125.

John Burns channels his inner Rollie Free aboard the Kymco K-Pipe 125.

Surprising us the most was the SSR. It might cost a fraction of the price of its fuel-injected counterparts, but it sure doesn’t look, feel, or perform like it. Our testers noted the impressive fit and finish of the Razkull, with no unsightly gaps or exposed wires. Plus it simply looks attractive with its red trellis frame, seat cowl, high-mount muffler, and overall aesthetic ripped from Bologna, Italy.

“The SSR mini-Monster is a blatant ripoff of Ducati, but who cares,” says Tom. “The Razkull looks great, and stands out among the other two homogenous Japanese bikes. More than that, the Razkull isn’t just a looker, either. At least when it comes to hauling butt downhill. Like the Kymco, it claws back and overtakes the Honda when given enough room to take advantage of its greater weight and lack of a speed governor.

If it weren’t for the low foot pegs on the Razkull, its handling score would have been even better. As it is, the low pegs make for a comfy commuter.

If it weren’t for the low foot pegs on the Razkull, its handling score would have been even better. As it is, the low pegs make for a comfy commuter.

It’s a surprisingly good handler, too, though let down by its footpegs that are closer to the pavement than the other three. Other than that, the Razkull brakes into the corner as well as the Honda or Kawi, turns in with equal confidence, and feels just as stable as the other two on its side. With more peak torque than the Kawasaki, it even feels slightly more punchy than the Z on corner exit, to boot.

What’ll It Be, Boys?

Ultimately, the race downhill came down to which of the editors had bigger balls and was willing to put it on the line. With the exception of the Kawasaki, whose fun peaked at 67 mph, the other three battled it out like a Wrestlemania pay-per-view special, each dishing out a hit as it took its turn at the front. Tom “Big Guns” Roderick, for example, felt like a boat anchor on any bike he rode uphill, except the Honda, while downhill he felt invincible on the Kymco – the same bike he bemoaned on the way up.

Kevin called the Grom “The Complete Package.” But for $3,200, you’re paying a premium for that package.

Kevin called the Grom “The Complete Package.” But for $3,200, you’re paying a premium for that package.

Still, there’s no question which bike brings up the rear in this test. The K-Pipe 125 is simply lacking in too many areas: power, brakes and transmission the biggest among them. It does redeem itself slightly as having a generous amount of space for its rider, while also being the most stable at higher speeds. Its minimalistic styling appealed to some, but calling it attractive is pushing it. At $2000, the price point is attractive, but it’s the inferior buy for riders looking for performance.

Ranking the other three is a bit more challenging, as the MO scorecard has them very evenly matched. Like we mentioned in Part 1 of this ankle biters story, the Grom is the most well-rounded and best performing bike here, with the Kawasaki coming in a close second. However, the Razkull is a very close third.

If you have the $3,200 to spend, then you can’t go wrong with the Honda. “The Grom is the complete package, so it shouldn’t be surprised that package has the highest price,” says Kevin. “Five years from now, I’d bet the Grom would still be entertaining kids big and small with reassuring reliability.”

112516-125cc-shootout-Little-Bikes-Street-Honda-Grom-Details-2591112516-125cc-shootout-Little-Bikes-Street-SSR-Razkull-Details-2693

Can you guess which one of these gauge clusters belongs to the Grom and which belongs to the Razkull? The Honda’s is on the left, but curiously, of the two, the Razkull’s is the one equipped with a gear-position indicator (only visible when the bike is in gear).

Which puts the Kawasaki in a strange place. At only two Benjamins less than the Honda, you’d have to bleed Green or truly have sportbike intentions in your future if that’s the one you want. It flicks quickly, and its pegs are the last to drag out of the four. But with a slightly less powerful engine than the Honda, the Zee doesn’t quite measure up to its obvious rival.

That leaves the SSR Razkull. Sure it’s carbureted, has low pegs, and a limited dealer network. But is that really a dealbreaker? Not for Tom, who writes, “Pegs can be moved, and being a carbureted bike works in the Razkull’s favor as well as against it. EFI is definitely preferable, but the SSR costs a lot less money and either the bike’s owner, or a mechanic with carburetor knowledge could make the Razkull run a lot better than it does. Even as-is, the SSR proved to be very competitive in the power department against the two Japanese bikes.”

In our eyes, the SSR Razkull 125 may not be the complete package like the Grom, but for the price, we think it’s more than complete enough. Kevin writes, “In terms of a playbike to play with, the Razkull’s coolness combined with its low price begs owners to fit a jet kit and pipe and mod it in other ways while still adding up to less money than its Japanese rivals.”

In our eyes, the SSR Razkull 125 may not be the complete package like the Grom, but for the price, we think it’s more than complete enough. Kevin writes, “In terms of a playbike to play with, the Razkull’s coolness combined with its low price begs owners to fit a jet kit and pipe and mod it in other ways while still adding up to less money than its Japanese rivals.”

Tom continues with stories about how Chinese bikes have had dirt kicked in their faces for years because of questionable quality, “but I think the Razkull proves this albatross can be overcome,” he says. “If it were my money, I’d buy the Razkull.”

It’s a conclusion the rest of us came to as well. Sure the Honda is objectively the best bike here, but the fact the SSR comes oh-so-close in many performance aspects, looks killer, and is even affordable on a MO salary makes it the most attractive in our eyes. Not to mention you won’t see too many other Razkulls on the road, whereas we see Groms all the time.

So there it is. In a bit of a bombshell, we’re picking the Razkull 125. For the price, it simply can’t be beat.

Battle of the 125cc Ankle Biters part 2 Specifications
Honda
Grom
Kawasaki
Z125 Pro
Kymco
K-Pipe 125
SSR
Razkull 125
MSRP $3,199 $2,999 $1,999 $1,799
Engine Type 124.9cc, single-cylinder, air-cooled, EFI, SOHC, two-valve 125cc, single-cylinder, air-cooled, EFI, SOHC, two-valve 123.7cc, single-cylinder, air-cooled, carbureted, SOHC, two-valve 125cc, single-cylinder, air-cooled, carbureted, SOHC, two-valve
Bore and Stroke 52.4mm x 57.9mm 56.0 x 50.6mm 54mm x 54mm 52.4mm x 55.5mm
Compression Ratio 9.3:1 9.8:1 8.6:1 9.0 : 1
Rear Wheel Horsepower 8.3 hp @ 6,400 rpm 8.0 hp @ 7,700 rpm 7.0 hp @ 6,900 rpm 7.7 hp @ 6,600 rpm
Torque 7.6 lb-ft @ 5,300 RPM 6.4 lb-ft @ 5,900 rpm 5.7 lb-ft @ 5,900 rpm 6.9 lb-ft @ 4,800 rpm
Transmission 4-speed 4-speed 4-speed 4-speed
Final Drive Chain Chain Chain Chain
Front Suspension 31mm inverted fork;
3.9 inches travel
31mm telescopic fork;
3.9 inches travel
31mm telescopic fork;
3.5 inches travel
Inverted telescopic fork;
4.7 in. travel
Rear Suspension Single shock;
4.1 inches travel
Single shock;
4.1 inches travel
Single shock;
4.0 inches travel
Single shock;
4.0 inches travel
Front Brake Single 220mm disc, dual-piston caliper Single 200mm petal-style disc, dual-piston caliper Single 276mm disc, dual-piston caliper Single 220mm disc, two-piston caliper.
Rear Brake Single 190mm disc, single piston caliper Single 184mm petal-style disc, single piston caliper Drum Single 190mm disc, single-piston caliper
Front Tire 120/70-12 100/90-12 2.75-17 120/70-12
Rear Tire 130/70-12 120/70-12 3.50-17 120/70-12
Rake/Trail 25.0º/3.2 in 26.0°/2.7 in 27.0°/3.5 in 26.0°/3.0 in
Wheelbase 47.2 in 46.3 in 50.8 in 47.7 in
Seat Height 30.0 in 31.7 in 31.0 in 29.5 in
Curb Weight 231 lbs 226 lbs. 247 lbs. 247 lbs.
Fuel Capacity 1.45 gal 2.0 gal 1.2 gal 3.17 gal

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  • GearDrivenCam

    “It seems strange to me that Kawasaki had the Grom clearly in its sights when developing the Z125, and yet couldn’t build a bike that doesn’t surpass the Honda in any performance criteria,” Ed-in-Cheese Duke whined. “What happened to the company which always built the baddest motors?”

    My sense here from having perused a few Grom forums recently, is that Honda’s updated 2016 Grom seems to have been endowed with a bit more power than the outgoing model – according to online dynos. So perhaps Honda was anticipating Kawi’s arrival to the N. American market and decided to “one-up” them in the power department to help maintain their success.

  • Old MOron

    Bravo, MOrons! Excellent story. I think I’d get the SSR, too.

  • TC

    I have a Chinese minibike that I shoehorned a 6.5hp Kohler motor into, total cost, about $300. For $3200, plus tax and license, I could find a nice DR650. But, hey, you stepped up to the plate and tested these pit bikes.

    • ‘Mike Smith

      There’s a 2014 custom Grom on the local Craigslist for $6200. I’m sure lots of money was spent but I paid less for my R1 with 10,000 miles on it.

      • GreggJ

        Hello Mike,
        I’m sure you hear this a lot, but I’ll say it again. Your avatar is deeply offensive to patriotic Americans. The confederates attacked the United States, resulting in the death of hundreds of thousands of Americans North and South. They were the most destructive enemy this country has ever faced.

        That flag lost its original meaning once the war was over. Ever since, it has stood for things no one should be proud of, I’m sure you know what they are. Even South Carolina has taken it down. You should too.

    • Craig Hoffman

      Speaking of pit bikes with shoehorned motors, here is a really crummy video I made years ago of me riding the ultimate pit bike, a KX80 dirt bike with a built 550cc KX 500 motor in it. The tiniest twitch of the throttle had the rear tire spinning and the bike violently wheelie prone. Hilarity and near death predictably ensued. A foot on the rear brake was required at all times 😛

      https://www.youtube.com/watch?v=Hs_YD0bQIL0

      • TC

        Go big, or go home!

  • Craig Hoffman

    A Honda street bike being the obvious power leader. Now that is unusual.

    So, wondering now if Brock’s makes pipes for the SSR. As you maniacs now, such mods bring the Grom over 10 hp.

    http://www.motorcycle.com/top10/top-10-honda-grom-modifications.html

    Cams, big bore kits, pipes, wheels, brakes. Before you know it, you are into one of these bikes for 6 grand. Stupid, but sounds fun 😛

  • Old MOron

    PS: I love that lead photo. You remind me of the Black Widows:

    http://www.breachbangclear.com/wp-content/uploads/2015/05/Black-Widows-Motorcycle-Gang.jpg

  • Jeff Champion

    Every one keeps saying kawasaki followed honda making this style mini. Maybe in the US market. Kawasaki made its first version, the KS1in the mid 1980s in 50 and 80 cc two stroke versions then the KS2 in 2002 which was 110cc 4 stroke. The z125 is nearly the same bike with a styling update for 2017. Still i can take my old 1990 Honda NS50 and give these modern minis all they want. This years , 34th annual True Grits 50cc fun run in Suches GA was proof of that. 63 miles in 74 min on the NS versus 86 min on my new Z125. Some folks question of 125cc in a 50cc run werent warranted. Hey Where is the Yamaha RZ125 mini?

  • JMDonald

    Someone that works at the grocery store by my house rides a Grom. I imagine him to be a local high school guy though I have never seen him. He has adorned his bike with a few counter culture stickers but it looks to be a stock version otherwise. He keeps his machine clean. I see the Grom or any of these bikes as a great option for getting around if you don’t have too far to go. If I was sixteen with a motorcycle license I personally would want something with a little more displacement but I had been riding for a few years by then.These are great starter bikes and then some. If you are new to motorcycling and want a fun way to get around these bikes are way better than what was available to me when I started out.

    • Gruf Rude

      50 years ago, my starter bike was a Sport 65 Honda. 65ccs got me back and forth to high school and my job at the Honda shop and was good enough for my first long-distance motorcycle camping tour: 1400 miles from Omaha Nebraska to Grand Lake Colorado over Trail Ridge Pass. Admittedly, cruising speed for the trip was 31 MPH, but we were limited by my friend’s Harley M50 (50cc, 3-speed hand-shift 2-stroke); I’m sure I could have managed a 40MPH average . . .

      • TC

        When I was 16, I bought a new Suzuki 90, replacing the unreliable BSA 250 that was my first bike. I weighed about 130, and rode that bike for 5,000 miles. I traded it in for a Kawasaki 500 H1, but that’s another story.

  • pushrodpete

    Any chance of doing a long-term test on the SSR?

    I’m really curious how it’d hold up over time.

    • Gruf Rude

      Particularly if they can get a high school boy with his own, beginner tool kit as long-term tester . . .

  • HazardtoMyself

    Since your first review of the fonster I have been trying to find one to check out. There are a few dealers in my area but nobody is stocking them. Of course they are willing to order one but these cheap Chinese shops want all money up front.

    Between yourselves and the newbies what was the shortest inseam riding the SSR? Was that person able to flat foot? Have a newbe looking to learn but she has serious seat height anxiety.

    Figure something small, cheap and light will either solve it or show street riding is not for her and then I’m not out a ton of $.

    • Justin Case

      You should consider the Boom! Vader–looks like the Grom, and sells for about $1200 shipped. SSR would be a second contender, but I offer the suggestion of the low cost Vader due to its price, considering it’s intended for a newbie. You drop it? Who cares!

  • Ian Parkes

    Racing leathers… brilliant.

  • john phyyt

    Grom is $3199 The New BMW G310 MSRP $4,750 (including ABS) .. I know . I know… But ! If you could come up with the extra you would get a bike which is 10 times better.

  • kenneth_moore

    I have to wonder what the motoring public who happened to be in the area were thinking when they saw y’all on this test. Four fully leathered, knee-puck dragging riders, shredding the asphalt on Barbie Dream Cycles…

    So, is it really more fun to go fast on a slow bike than slow on a fast bike? I never bought that line myself.

    • No, not really. It’s just fun to go fast, period. Fun on a slow bike, fun on a cruiser, fun on an average bike, fun on a MotoGP bike.

  • Very entertaining, boys! Nice job. Who knew “discluding” was a real word?

  • David Davidson

    Would love to get the SSR and do a few things to it and then race it on kart tracks…can’t seem to find LA dealer though?

    • Gruf Rude

      Become one!

  • berry889

    Maybe u guys can try ride this more fun bike than those 4 bikes. Benelli TnT 135 https://uploads.disquscdn.com/images/d24bed9dee503d15f74cc799b61395b522d6aeab587cfd1e64b5c35d3972746c.jpg

    • TroySiahaan

      We don’t get that bike in the U.S. But it definitely looks like fun!