Cz 125
CZ 125
WHEN OLD IS NEW
IF YOU LIKED THE OLD 1974 Elsinore 125, you’ll love the new 1993 CZ 125.
When motocross bikes started evolving at a blistering pace back in the mid-Seventies, CZ’s once-ultra-competitive air-cooled 250s and 400s got forward-mounted dual shocks-just in time for the singleshock rear-suspension revolution.
As a result, the Czech-built CZs soon became about as competitive off-road as British four-stroke Singles. Continued failure to react to a changing market pushed CZ into near oblivion in America, although bargainpriced 400s, unchanged since 1978, continue to be sold in limited numbers today.
Now, CZ, through its American importer (American Jawa Ltd., 185 Express St., Plainview, NY 1 1803; 516/938-3210) is attempting something of a comeback with a modern-at least by Czechoslovakian standards-125 motocross bike powered by a newly developed, liquid-cooled, six-speed two-stroke engine. This new motor has a modern appearance and sports nicely cast aluminum cases, even if it is surrounded by components that would be considered crude and cobby on farm implements. The triple clamps, wheel hubs, brake rotors and calipers, for example, are especially caveman in finish, apparently made with all the workmanship possible using a chisel and stone ax. These ugly parts are further desecrated by orange paint on the triple clamps, white on the hubs and black on the calipers, all liberally applied with a coarse brush.
At least the top and bottom triple clamps are connected by tubular castings that surround the top of the conventional fork’s 40mm steel stanchions, effectively preventing misalignment of the clamps or fork tubes. Another flash of ingenuity is a large-diameter plastic tube that doubles, factory-roadracer style, as a rear-brake reservoir. The fork is adjustable for air pressure, and for spring preload. A fully adjustable single shock controls movement of the steel swingarm.
The 125 CZ is a tall bike, the result of a very thick seat. It starts easily and it shifts smoothly, as long as its rider turns off the throttle completely between shifts and doesn’t hurry too much. Trying to jam the gearbox into the next-higher gear with the throttle pegged results in the shift lever not moving. Not good in the heat of motocross battle.
Also grim by 1993 standards is the engine’s power, or rather, lack thereof. This engine has no low-speed grunt, a short, less-than-exciting midrange and no top-end charge whatsoever. Bad combination. Even more frustrating is the fact that its reaction to clutch fanning-the accepted way of blasting out of corners-is uneventful. There’s no surge of power, no additional wheelspin, no life. Clearly, this engine is no more than mission-adequate; it started, it ran, it didn’t break. Excitement has to be found elsewhere.
The CZ’s suspension and brakes have their own personalities. The suspension is surprisingly plush, but both ends bottom easily. The front disc brake is mushy and not very strong, while the rear disc locks with the slightest push on the brake pedal.
Although the CZ 125’s attributes are few, it does stand out as being something different in a sea of sameness. And with a retail price of only $2295-about $1500 less than front-line Japanese 125s-the CZ may find a place with beginners and bargain-hunters. That price also includes an in-depth shop manual, a spare chain, three rear sprockets, a sparkplug, and a full complement of wrenches and shop tools.
Price aside, though, in the end, what the CZ 125 really excels at is showing how good today’s 125s really are.
Jimmy Lewis
