Gilera 124 Scrambler
GILERA 124 SCRAMBLER
Trail Test
FORMULAS FOR SUCCESS vary greatly through different fields of endeavor, but one familiar to most of us is the system applied to popular music. If it’s a hit, come out with another one, with slight modifications, right on the heels of the first. We use this to sight in on Gilera’s little 124cc scrambler, coming up as it is, right behind the test of the Gilera 98 in the June issue of CYCLE WORLD.
To begin with, the 124 is virtually the same machine as the 98, punched out to the larger displacement. The increase in power offered by this, the oldest method in the world for gaining power, is handily put to use in the off-the-road version. By removing such heavy items as the front fender, tool boxes, muffler (which was a bit of a mistake), and by (hen adding trials type tires, an oversized rear sprocket and a skid plate under the engine, a good touring lightweight becomes a better than fair trail bike. Since the available horsepower is only about 7 hp at 5,000 rpm we did not approach the bike as a scrambler, but rather as a trailing machine, a task it handles admirably.
Subsequent models of the 124 scrambler, and the newly announced 98cc version, sport a new moto-cross style front and rear fender, higher and slightly wider handlebars with a cross-brace, and a new high mounted exhaust pipe. The latter is quite essential as the low mounted muffler gets the living heck beat out of it on rocks, tree stumps, etc.
The docile and flexible single-cylinder, four-stroke engine, is of the contemporary “over square” design, bore/stroke are 56mm x 50mm. It is of unit engine/gearbox construction with an alloy head with cast iron overhead valve seats mounted on an iron barrel. It is a remarkably quiet engine, though we didn’t determine this with open pipe exhaust system that is standard. Fitting of some kind of a silencer for trail use, for both the rider’s comfort and social standing seems in order.
Four speeds are employed in the gearbox, and ratios seem to be well suited to trailing with the large “cheater” sprocket mounted over the standard street ratio sprocket. Handling is obviously a little better suited for the road, but a few minutes of adjustment and even the lady staff riders were out battling the worst trails they could find. We can’t think of a better recommendation. •
