Motorcycle GP1 50 (2012): technical specifications, photos, videos

Derbi GPR 50 motorcycle from the company Derbi (derivatives of bicycles) is a lightweight sports moped of the GPR (Grand Prix Replica) series.

This 50 cc bike was specially created for young motorcyclists who are interested in sports motorcycles , but do not yet have the opportunity to get a license.

Spanish engineers did not come up with anything new regarding this model. The design of the Derbi GPR 50 2T motorcycle was borrowed from its older 125 cc brother, the Derbi GPR 125. The main difference is a less powerful 50 cc two-stroke engine. see , producing approximately 6.2 kW at 10 thousand rpm.

The older model, for example, 2004, has a completely different design (smoother lines in the Replica style) and different engine characteristics. We will not talk in more detail about the version of those years, since it is almost impossible to buy such a motorcycle in Russia, but you always have a chance to try to talk with dealers. Maybe they will be able to bring old Derbi GPR especially for you and at a special price.

The 2012 Derbi GPR 50 Racing is fully equipped for sports competitions: a fairly “nimble” 50 cc engine, 6-speed gearbox, liquid cooling system, all disc brakes, sports suspension. More detailed specifications are given below.

When buying a new motorcycle, you need to go through a break-in period, so don’t be surprised by so many different limiting plugs (on the muffler, carburetor, etc.) that will not allow you to “accelerate” it to maximum speed.

Motorcycle GP1 50 (2012): technical specifications, photos, videos

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Sports uniform

text from Motorreview No. 6, 2004:

.Stinger,
photo:
Dmitry Ivaikin

Derbi Boulevard 150: 150 cc, 12 hp, 100 km/h, $2950

Form and content are not always the same. An example of this is this utilitarian scooter, at the whim of marketers, equipped with a rigid suspension and dressed in, if not a sports, then a training “suit”. On the other hand, in “sweatpants” we don’t just jog.

Spanish Piaggio Who would have thought that this was an expanded and revised edition of the good old Piaggio Skipper? Yes, yes, the unification with the veteran of the concern (and the Spanish company has been part of the Piaggio Group for three years) is 70 percent. Both the frame and the power unit are borrowed from the Skipper with virtually no changes. Indeed, why increase the cost of developing a new model in vain? So they took advantage of the extremely common practice in the automotive industry of “many cars on one platform,” especially since Piaggio specialists have simply colossal experience in unifying scooters. What does the remaining 30% include? If you look at it, not so little. Firstly, the whole “body kit”: plastic, lighting equipment, “tidy”. The newly developed design made the car not only different from its “progenitor”. The new shapes make the car more sporty and dynamic – at least externally. This is facilitated by a new, more solid 35-mm fork (Skipper has a dead “changeover”), and 13-inch (instead of 12-inch) wheels. I won’t say that the “donor” was sluggish in appearance (its rigid design looks stylish and modern even now, six years after its debut), but Boulevard has a much better chance of attracting young buyers. But the “complex” headlights (similar to those found on the 125-200 cc semi-maxi Piaggio X8 and Aprilia Atlantic) hide most of the aggressiveness of the shapes. Or maybe that’s how it was intended: speed without aggression? But... “he’s handsome in body, but is he good in deeds”?

NRG 150 First impression: the machine is a bit heavy! According to subjective estimates, its weight will be higher not only than the Piaggio NRG (with which the “Spanish flu” is clearly associated externally), but also the Gilera Runner 180 SP! Strange, strange... Moreover, the dimensions are practically the same, and the ergonomics are completely identical: a typical “Piaggian” landing with a slight slope. It seems that the “restyling” was carried out not by Derbi specialists, but by Piaggio, who ate the dog on ergonomics. But at the same time, past mistakes were taken into account: I’m talking about the traditional sliding forward from the saddle for small and medium-sized scooters of the concern. There was no trace of this here, but the desire to move a little further away from the steering wheel was stopped by the “step” of the passenger seat. By the way, about ergonomics and passengers. Apparently, the designers also addressed the issue of corporate style, for which they borrowed the design of the passenger footrests from the Derbi Atlantis. They are not just immobile. They are very broad, hence the pros and cons of such a solution. Plus, these protrusions will take the blow when falling, protecting the bottom of the front facing from damage. But the problem is that the running boards literally get tangled under your feet when stopping, say, at an intersection.

Another disadvantage is that the turn and light switches are not on motorcycle remote controls, but are built into the “head” lining. Because of this, they are further from the steering wheel and it is inconvenient to turn them on. And I had to blink the turn signals often: the car is very maneuverable, like most of its classmates. With a fairly short wheelbase and a large steering angle, you can spin between cars quite actively (although not as quickly as on “motor skates” like the Gilera ICE). But the wind and dirt protection is such that most “fifty dollars” never dreamed of, which again is within the scope of the genre. But the suspension is not at all typical for “utilitarian”. It's surprisingly stiff both in the back and front. Because of this, the scooter reacts painfully to small cracks in the asphalt, but at good speed it is a blessing. Yes, the rigidity of the frame is not prohibitive, but it is quite sufficient, and also allows you to better feel the car’s capabilities in corners than the more rigid unit of the same Runner. And the fork transmits to the handles all the indirect signs of impending wheel drift and, moreover, thanks to the rigidity of itself and the low-profile tires, this same drift moves far enough, much further than that of its “classmates” (the same Italjet Jet-Set).

The most interesting thing is that the engine’s capabilities during such driving (whether in traffic jams or on winding country roads) are almost always enough. Which, in principle, was expected: the “Piaggian” LEADER, even in the “airy” version, has good luck, although it does not stand out for its particularly lively response to the handle. But on city avenues it is not enough; crazy street trucks on chisels often try to get ahead, inspired by the opportunity to race with a “stool” - especially since the appearance of the “Spanish flu” is conducive to this. But the worst thing is on the Moscow Ring Road: the maximum 100 km/h (according to the speedometer - 110-115) is enough to drive in the middle of traffic, constantly bumping into trucks splashing with mud and smoking exhausted diesel engines. And going into my favorite “between the rows” to the right of the far left is unrealistic - the motor is rather weak, definitely weak. A “water” version of this engine would be useful here, but alas: the Derbi Boulevard sample with such a power unit, presented at Intermot-2002, remained a prototype.

Changing weight for power. Strange combination. On the one hand, the chassis is rigid enough for good speeds and at the same time quite comfortable “for two” - and the 12-horsepower engine is clearly rather weak for such a “drive”. With all this, the power unit is simply magnificent, but it is more suitable for light and compact chassis such as Piaggio Zip and Vespa ET or larger ones, but completely utilitarian and not bearing any sporting ambitions (the same Liberty). What's here? And here we see a good one – very good one! – a utilitarian scooter with sporty notes in appearance and manners. For many, this won't be enough - but then you're welcome to pay four figures extra for a Runner VXR or DNA. On the other hand, many potential buyers of “utilitarian” vehicles may find the suspension a bit harsh. And in vain: the chassis settings allow you not only to get that same “driving pleasure” on the way to work, but also serve as an additional safety factor in the rain or when passing through high-speed traffic jams. As for “horse insufficiency”, it is truly felt only on the Moscow Ring Road and outside the city; in the city, 100 km/h “maximum speed” is enough for the eyes.

options

Debut/Start of Production	May 2002/September 2002
Dry weight	123 kg
Length	1860 mm
Base	1305 mm
Seat height	805 mm
Engine	Piaggio LEADER, 150 cm3, 4-stroke, 1 cylinder, SOHC, 2 valves, air cooling
Dimension	62.6 x 48.6 mm
Supply system	carburetor, 28 mm
Power	12 hp at 7500 rpm
Torque	12 Nm at 6000 rpm
Transmission	automatic V-belt variator
Frame	steel, tubular
Front suspension	telescopic, 35 mm, stroke 76 mm
Rear suspension	with one shock absorber, stroke 60 mm
Front brake	disc Ø 220 mm, opposed bracket
Rear brake	drum Ø 140 mm
Front wheel	130/60-13
Rear wheel	130/60-13
Gas tank volume	9 l

I want to be a sportbike

text from Motorreview No. 12, 2004:

.Stinger

Derbi GP1 50/250: 49.8/248 cm3, 7.7/22 hp

The Derbi exposition became a sensation at the Munich Motor Show. Firstly, the very fact of repositioning the brand from “Piaggio for youngsters” to the vanguard of the Italian concern. Secondly, a sweet couple of GP1s, eclipsing all the most ultimate scooter projects of the past and present. How did it happen that a brand that no one took seriously in recent years caused a stir in the scooter world?

Why should good things go to waste? In the beginning there was a line. This is a common production line for the production of classic “delta boxes”: with extruded spars and cast front and rear parts (all, as you understand, from the most winged metal). It was launched at the Derbi factory about 10 years ago - to sculpt frames for a 50 cc sports bike. But the demand for it turned out to be very modest, and so that the expensive equipment would not stand idle, the management instructed the designers to convert 50 cc enduras and supermotards to “deltaboxes”. It worked out, but poorly: the buyer preferred the same devices, but with traditional tubular frames. And then someone from the authorities was struck by a perhaps crazy, but quite original idea. Namely: adapt the aluminum “diagonal” to... a scooter. Yes, not simple, but the most sophisticated one. We are, they say, champions in the world “ring” (in the “125” class - well, okay, out of modesty we will remain silent) - or where? Those who know the specifics of the work of designers can imagine how far and with what screams the Derbi specialists jumped up with joy when they received such a gift of fate from their superiors.

And they went overboard, if not to say, they stuck out! We agreed with the suspension makers from the Italian Sebac to build them a fork with a stay thickness of 38 mm, unprecedented for regular (not “maxi”) scooters. And with a radial brake caliper mount, the same (as the calipers themselves) as on Derbi sportbikes. Also for the first time on such a “budget” vehicle. However, they decided to minimize the budget a little - due to the same unification with Derbi sports bikes. Since the new generation of these devices (this time not only 50-, but also 125-cc) did not promise to surpass the Ford T in terms of circulation, we decided to unify with them (in addition to the brakes) the front and rear optics, some parts of the body kit, as well as dashboards. (The latter, however, are partial: the huge round scale here is occupied not by a tachometer, but by a speedometer). In addition, this made the work easier not only for technologists and designers, but also for marketers: what future middle manager (namely, both devices are primarily intended for young students) will not shed tears of emotion when he sees in the Derbi salon a single corporate style not only on the walls dealership, but also the devices presented in it? Laugh with laughter, but previously only Aprilia risked doing something like this, and, in my opinion, not quite consciously...

They did a lot of things... But despite all the external similarity and extreme unification, the “fifty kopeck” and the “chetvertinika” are completely different cars. First of all, in terms of layout. The 50 cc model is the height of radicalism, because it is tailored like a motorcycle. The engine is familiar to many from a bunch of devices, including the predecessor and full namesake of the device, the Derbi GP1 - a two-stroke “watery” Piaggio Hi-Per2 Pro. And not with an injector, but (as, in fact, before) a 17.5 mm carburetor, which is reasonable: most engines will be tuned “for meat” immediately after purchase - don’t go to a fortune teller.

In general, the motor is a standard scooter, it also has a standard crankcase, which required an original attachment to the frame at two points. From the bottom at the front - by the lugs, as on scooters of a traditional layout, at the rear - by the bracket, originally intended for the brake caliper. The only thing that had to be redone was the exhaust system; it now runs under the engine, and the exhaust pipe exits at an angle just ahead of the rear wheel. Now you can’t install a regular tuning “saxophone”, but I think this is not a problem: tuners will come to the rescue and won’t go anywhere. And on the output shaft of the gearbox, instead of a wheel, there is a sprocket of the chain final drive - like on motorcycles. The rear suspension is also motorcycle-like, with a monoshock absorber and an aluminum swingarm. In short, it’s almost a sportbike - only a tank under the saddle, an automatic transmission, platforms instead of pegs and wheels that are not 17, but 14 inches.

But the 250 cc model is configured completely like a scooter. Yes, the 250 cc four-stroke Piaggio LEADER fit quite comfortably in this frame (if it didn’t fit, they would have created a compilation with a shorter crankcase from the same family). The radiator did not fit. In the “beak” at the front there was a place for a small “poltos” heat exchanger, but alas, for a more weighty unit for a “quarter”. It would be possible to go for a sequential design, like, for example, the Formula 125 (a large radiator in the “beak”, two small ones on the sides). But we didn't go. Maybe internal strife began, and they decided to do both options at once, maybe they wanted to convey warm Spanish greetings to the creators of Peugeot Jet Force... One way or another (to be honest, it’s strange to me myself), but the Derbi GP1 250 was completed with a motor on a wheel suspended from frame by means of an intermediate lever and a side silent block. The tall and narrow radiator was placed closer to the center of mass, just between the driver’s feet.

The monoshock absorber was placed in the center of the frame, with two additional aluminum levers thrown there. It is interesting that these levers are attached to the crankcase in the same place as the additional spar of the rear suspension (on the right) and the variator cover (on the left in the direction of travel), and right at the same points with elongated bolts. It is clear that this solution will not add durability (especially on our broken roads) to the scooter. Yes, and it looks sloppy. The huge air filter housing does not look any better, it is not noticeable on other models of the concern, but is simply blatant in its ugliness here, surrounded by an almost weightless “tail” and a shock absorber hidden out of sight. Maybe the designers are counting on the fact that immediately after the purchase the owners will change this box to the Federal Tax Service? But along with the filter, the carburetor is often changed. And here the tuning Dell' Orto VHF 34 simply has nowhere to stick: the top cover along with the cables will immediately rest against the bottom of the “toilet bowl”. The layout of the device, although it does not suffer from particular density, is, alas, also intelligent...

Only nexus is cooler? In general, the first cursory inspection left me with many questions. Thus, both exhibited copies gave the impression of “raw”, if not prototypes. On the “quarter” the standard “leader” muffler was coated with transparent varnish and decorated with a carbon (!) trim, but on the “fifty kopeck” there weren’t even chain tensioners! On the other hand, the quality and fit of the plastic were quite at an industrial level, and the “filling” of the seat was not foam, but quite soft, which is again a sure sign of the machine’s high readiness for production. And as soon as I sat in the saddle of the device (fortunately, early in the morning the Derbi stand was deserted, and there was no one to drive journalists away from the new products) - and the questions became even more numerous. On such a huge (15 centimeters longer than my Dragster!) stick, the steering wheel is almost at the belly, like on a Yamaha Aerox. In addition, the saddle is very tilted and upholstered in slippery leatherette “a la carbon”, as a result of which you slide off the seat for your dear soul. I’m not even talking about the high-mounted (higher than both the Runner and Jet Force) frame spars, which make the opening between the steering wheel and the seat a formality. But the main thing is still the dimensions. With such dimensions, a half-liter engine would fit, and not a “quarter” engine. This is about the sporting ambitions of the car and, presumably, its buyers.

And I was completely stunned by the company representative’s answer to the question about the timing of the start of production of new products: “poltos” - in October, GP1 250 - in January. And this despite, as I already said, the “dampness” of exhibition copies and the statement of another company manager that Derbi is considering installing on the 50 cc version... a power unit of its own production (apparently, a compilation of the cylinder, intake and exhaust from the company’s motorcycles, a Piaggio variator with original crankcase and crankshaft). As one cartoon character said: “I don’t understand anything!”

One thing is clear: both of these machines will not be cheap. In terms of price, they will outshine both the Runner and the Dragster (but the 250 cc versions of these cars will have to wait at least until the end of summer; is that why they are in such a hurry to present the new product at Derbi?). How expensive? The optimistic forecast is around $6,500, the pessimistic forecast is over seven kilobucks. In the first case, we can expect small but steady sales and the car’s consolidation in the range as an image model. (In turn, the image of the Derbi brand is radically transformed). In the second, not so joyful, case, the GP1 250 will become a stylish and “sophisticated” argument in favor of buying a Gilera Nexus 500. Moreover, in terms of size and weight, these two cars are no longer separated by such a gulf as, say, the same Nexus and Dragster 180 ...

Pessimistic? May be. I will be glad if the Spaniards and their Russian partners refute my fears.

options

Aprilia GP1 250 (in parentheses – different data for the 50 cc version)
Debut/Start of Production	September 2004/April 2005
Dry weight	n.d.
Length	1932 (1874) mm
Base	1410 (1380) mm
Seat height	n.d.
Engine	Piaggio LEADER, 244 cc, 4-stroke, 1 cylinder, SOHC, 4 valves, liquid cooled (Piaggio Hi-Per 2 Pro, 49.8 cc, 2-stroke, 1 cylinder, liquid cooled)
Dimension	72x60 (40x39.3) mm
Supply system	carburetor, 28 (17.5) mm
Power	22 hp at 8250 rpm (7 hp at 8500 rpm)
Torque	20.2 Nm at 6500 rpm (5.3 Nm at 8000 rpm)
Transmission	automatic V-belt variator
Frame	aluminum, diagonal
Front suspension	telescopic, inverted type, W 38 mm, stroke 90 mm
Rear suspension	with central monoshock and progressive characteristics
Front brake	disc Ш 245 mm, 2-piston radial caliper
Rear brake	disc Ш 200 mm, opposed bracket
Front wheel	120/70-14
Rear wheel	140/60-14
Gas tank volume	14 (8) l

Junior speed adepts

Author: Dmitry Kovalevsky

25.04.2008

Source: Scooter Digest

The ambitions of an experienced scooter rider are not so easy to satisfy. He doesn’t even think about “fifty dollars”, and devices of the 100-150 cm3 class are not so powerful as to raise doubts about the correctness of the trajectory chosen in the turn. Maxiscooters are heavy and clumsy, despite a good herd of horses behind the plastic coverings. So where should we stop?…

Yeah, these scooters can’t be called “holes” anymore. There is no trace of that childish or teenage smell that the 50cc brothers smell of. On the contrary, just the sight of the playing forms and outlines evokes a feeling of the noble origin of the two that appeared before me. The price tag clearly indicates that these scooters do not look like children's toys, and they will be purchased by a very wealthy and respectable connoisseur. If not a fan. We are talking about sports “stools” - Gilera Runner VXR 200

and
Derbi GP1 Racing 250
. First of all, about the jiller.

The scooter itself claims to be legendary, because it has gained enormous popularity around the world, especially in Europe. And all because it was equipped with a two-stroke 180 cc engine for eight years. Plus, the endless possibilities of Italian tuning and styling. The potential for a radical redesign of the moped played a significant role in such a great and popular love among scooterists. But in 2006, the generation of the model broke out, and the runner found a second life, having significantly changed in appearance and internal filling.

An image recognizable throughout the world

With this disc your nerves will be calm

Aviation style fuel cap

The tachometer occupies the main position on the dashboard, emphasizing the sportiness of the car.

The designers, having worked significantly on the exterior, instilled in the scooter features of some sedateness (even conservatism in some ways), abandoning the hooligan image of the two-stroke version that preceded it. Some people liked this decision, others did not. But the main thing is the technical changes - the polluting power unit was replaced by the well-known four-valve Piaggio Leader, with a volume of 198 cm3. Not a very boring power unit, I must say. Without having crazy pickup in the high rev zone, it has excellent torque at the bottom and in the midrange. Which is quite enough for a sporty and dynamic (with an emphasis on the word “sporty”) start, allowing many to nervously and quietly smoke bamboo on the sidelines, looking at their counterpart going ahead. Against the backdrop of the runner, Derbi looks even more dynamic; there are notes of something, dare I say it, sportbike. The faceted shapes of the front optics, brake lights, hidden turn signals, all this creates something swift, ready to cover the kilometer-long gap between traffic lights in one jump.

Moreover, the feeling of a sportbike does not leave you even when you see the duplex aluminum (!) frame (and this is on a scooter!) Despite the presence of space for a passenger, you want to sit on the derby seat alone, while flattering your alter ego. Egoism comes into conflict with the principles of morality, and you will not agree for any amount of gold to seat the interfering ballast next to you. In some ways this is true, sports equipment is always only one person, and for him alone. The thought of 250 cubes inside the cylinder also sounds more encouraging than on a runner.

I glance at the dashboard, steering wheel grips, and there are racing motifs. A large tachometer located in the center indicates the priority of information that the owner must read. And, hooray, clip-ons! Not this straight and rather tired and boring steering wheel, reminiscent of a prehistoric digging stick, but real clip-ons, again an echo of the sports concept.

But don’t think that the Gilera Runner looks like some kind of scoop taken from the USSR. I agree that visually there is much less aggression in it, but this is only on the outside. This street fighter can really flex his muscles. And if you “conjure” a little with the variator, install a racing switch, then save yourself who can. Not only that, despite some external rolliness, it steers remarkably well (this is due to the gas tank located between the driver’s legs, due to which the center of gravity has been lowered), the dynamic capabilities of a charged car will become an insurmountable obstacle for the “teapot” riding it. It is absolutely certain that a beginner will not ride it for long in an upright position. This should be taken into account by those who are planning to purchase this model from the Italian company. With a well-tuned variable speed brake on dry asphalt you will be able to skid the rear wheel up to a speed of 60 km/h. And this is simply by competently controlling the gas, no philosophizing with manipulating the rear brake.

"Tidy" Derby is very informative

Male "end" of the muffler

The cooling radiator is clearly visible behind the plastic “beak”

The GP 250 is no less amenable to hard piloting. Rather, it will allow its owner to realize the most ambitious desires. Ride on your knee? Yes, easily. The geometry of the frame is conducive to such risky maneuvers, and a comfortable fit and well-placed controls will help in clear and correct passage of the next apex. But don’t get too carried away, the slightest deviation from the correct entry into the turn and the correct tilt will provide you with an enchanting lowside with all the ensuing and falling off consequences. What a pity it will be for expensive equipment! But this applies to aerobatics at the highest level. For the average “racer” who is not going to walk on a razor’s edge, the capabilities and flexibility of the GP are enough to satisfy the mind. And besides, a scooter is not bad and just as an everyday transport, or a means of recreation on another night voyage. The stock configuration does not suffer from excessive aggressiveness and the level of adrenaline received will be directly proportional to the dosed portions of fuel into the combustion chamber. The size of which, in turn, depends on the preferences of the lucky owner and the degree to which he turns the “magic twister”.

As you can see, each of the scooters is good in its own way, and it is quite difficult to give preference to one of them. It depends on the taste of the potential consumer, his driving style and personal readiness (and ability) to tame the obstinate beast. And unleash the potential of the sports “stool” as you wish! One thing is for sure - choosing one way or another will not bring grief in any case and in any situation.

Technical specifications Gilera Runner VXR 200

Derbi GP1 Racing 250 Specifications

Split essence

text from motor review No. 2, 2006:

.Stinger,
photo:
editorial archive

Derbi GP1 250

Gilera Runner 200

Just last summer, “sports” scooters were considered a vanishing class. The founders of the segment, the Piaggio group, set out to correct the error. Moreover, two models at once, the debut of which had been hoped for a long time, but with little hope.

The end of the “mad remnant” The intrigue of recent months – whether or not the Gilera Runner will have a version with a volume of over 125 cubic meters – was resolved in mid-November. And, admittedly, in an unexpected way: the 200 cc carburetor engine (the same as on the old Runner VXR) slowly but steadily disappeared from the concern’s production program, giving way to a quarter-liter engine, and in the light of the upcoming Euro-3 standards, the prospects for the carburetor seemed illusory . But no! Somehow we managed to keep the “200” on the assembly line. Thanks to this, the price of the new product remained almost at the same level. But loyal fans of the old Runner are unlikely to accept it with enthusiasm. The once ultra-sporty model has become almost universal. This didn’t start yesterday or today. But if many did not notice the first appearance of the “four-stroke” (then, in 2000, it was 180 cc and was installed in parallel with a two-stroke of the same volume), then people accepted the uncontested replacement of the two-stroke with a 200 cc four-valve, gritting their teeth, even the new one, the stiffer, more durable fork and longer passenger seat didn't sweeten the pill too much. The scooter's manners became calm and measured, which did not go well with its aggressive forms, even if they were “washed up” in accordance with the fashion of eight years ago.

Now the end of external aggression has come. Initially, the design of the device was supposed to combine the concept of its predecessor and the new style, first embodied in the Nexus. But it seems that some clever technologist insisted on replacing the two painted side panels (those around the silver inserts) with matte black ones - and the design became not only fractional, but also static. The enlarged front wheel and not the most stylish front optics did not add visual dynamism (personally, it reminded me of the no less “successful” restyling of the FIAT Punto). And the lowered saddle, while keeping the steering wheel height unchanged, also made the driver’s seat almost vertical.

And, on the contrary, larger wheels, a lower tunnel, and most importantly, finally appeared protection of the feet from dirt (though still insufficient, especially from below) - added to the Runner’s attractiveness in the eyes of the mass buyer. On the one hand, it’s a plus, on the other, a market niche popular in some countries has remained unfilled. If not free: Italjet (I’m talking about the current state of affairs) is gone, and the presence of Peugeot in it is nothing more than conditional. And it seems that ignoring it was beyond the strength of the concern’s management.

Rebranding In the meantime, the management of the concern has conceived a serious repositioning of the Derbi brand. From scooters and 50 cc sports bikes, the Spanish branch of Piaggio was supposed to turn into a plant for the production of small and medium-sized niche models with a “designer” bias. And one of the niches into which the future lineup of scooters is aimed. This is how two prototypes appeared a year and a half ago, unified with each other and with the company’s sportbikes.

With the latter, the couple (about it in Motor Review No. 12/2004) not only have a common style, but also optics, as well as the holy of holies - elements of a diagonal frame, made of aluminum for the first time on scooters. However, the subframes (and on the GP1 they are not only at the rear, but also at the bottom of the frame) are made of steel pipes. They also saved on the dashboard: unlike the GPR series sportbikes, in its center is not a tachometer, but a speedometer.

They didn’t skimp on the rest. “Inverted” 40 mm (almost like a “half liter”!) fork, radial (for the first time on a scooter!) brakes at the front and rear – in general, the device was built “with all the money.” More precisely, not a device, but devices: the 50- and 250-cc versions differ in the main thing - layout. The “fifty-kopeck” model has a motorcycle engine, with a motor in the frame and a chain main gear, while the “four-wheeler” has the engine located in the rear, like a scooter. On the concept, the rear suspension was with a monoshock absorber in the frame, like the Peugeot Jet Force, and the production version was also equipped with a monoshock absorber, but without progressive characteristics and located exactly above the rear wheel in the longitudinal axis of symmetry, as on the Dragster 50 of the first series.

50 grams for sugrevu The differences do not end there. Thus, the radiator of the “250” is not in the “beak”, but behind the wheel, which lowered the center of gravity and, in addition, made it possible to install a couple of small “glove compartments”. Further, this device, larger than the “fifty kopeck”, is adapted for riding by two people, and therefore the saddle here is not one-and-a-half, but two-seater (to be honest, it would be better to leave it as a “moped” - this cushion looks too much like a pensioner). And the accessories for the GP1 250 look quite, hmm, unusual: a rather large windshield and - what is the world coming to! – side panniers, making the already not the narrowest “tail” simply impassable in traffic jams.

The creators of the GP1 “forgot” about one thing: the main “weapon” of the scooter is its compactness. Yes, a 1371 mm base is not so much in modern times (moreover, it is almost the same as the Gilera DNA 180 and the Peugeot Jet Force 125), but compared to even the Runner 200 (it has 1340 mm) this is still too much, not to mention the canonical Runner 180 SP with its 1280 mm. And the weight promises to be considerable, despite the aluminum frame - it is no coincidence that there is not a word about this in the specification. So the “extra” 50 cubic meters, 1 hp. and 4.2 Nm should just go to “servicing” the increased mass.

You can’t jump higher But it’s far from a fact that Derbi won’t “make” Runner both from a traffic light and in terms of “maximum speed”, nevertheless, the difference in torque is quite large, and the “sharp” Malossi camshaft “gets up” here in the same way, which neither the 200 cc engine, nor the 34 mm carburetor. And in terms of handling there is nothing to compare at all: “delta box”, “shifter”, radial brakes, and in front there are as many as two 245 mm discs! And there is a 14-inch wheel not only in the front, but also in the rear.

Another question is the price of this very progress. In monetary terms, we can already say that it will be quite large, 20–30 percent more than Runner’s. But this is still approximate, but what is clear for certain is that the ergonomics of the GP1 are no better than the Gilera, if not worse. The reason for this is the saddle shifted forward, which means the handlebars are near the belly, like on a Yamaha Aerox. And the mud protection is not much better than the new Runner: at least the boots are still not so good in the rain. But the heels are not cramped, and therefore the feet can be moved back. Everything is in order and easy to maintain: for example, access to the spark plug is perhaps the most convenient among all devices with Piaggean four-stroke engines. In any case, the GP1 250 is the most advanced scooter ever created (even despite its dimensions, which are already too large for an “aggressive” one). But - a scooter. The scooter has a traditional layout, with a motor on the wheel, and this becomes the Achilles heel with such a perfect chassis. Especially considering the “front” weight distribution (which means a reduction in the sprung mass attributable to the rear wheel), and most importantly, the fact that the 250 cc engine differs from the “200” not only in the piston stroke, but also in a different layout and some design solutions (say, a generator in an oil bath), leading to an increase in mass. The same one, unsprung. It seems that on “supersports” scooters the possibilities of mounting a motor on a wheel have been completely exhausted. And as we see, Derbi designers decided on a “motorcycle” layout only on the 50 cc version.

A bit of futurology Will something appear as an alternative to this couple? For now we can only guess. For example, will Tartarini Jr. manage to set up production of the Dragster 250, even if not in Italy, and when? And will it be able to squeeze a wider engine into the Dragster 180 frame (which requires wider spars) - or will the machine, like the recent prototype, use a “short” frame with its handlebars at the belly? (Although, I must admit, the proportions of the device in this form become very interesting, especially in light of the tuning fashion for shortening the “tail”, and the weight distribution is as “front” as possible).

Another guess can be made by looking at the concept Derbi GPX. If the supermotard from the Derbi GP1 50 goes into production, it is logical to expect a similar device based on the “quad” model. I think many people will like this replacement for DNA 180. Finally, in light of the recent agreements between Peugeot and Piaggio, a quarter-liter engine may appear on the Peugeot Jet Force. Models of the family are sold with difficulty: “fifty dollars” and the compressor model are too expensive, and 125–150 cc “aspirated” engines are rather weak, so the 22-horsepower engine may well become a lifesaver. But all this will not appear tomorrow, and besides, Peugeot and dealers in Russia, to put it mildly, did not work out. And Runner and GP1 will soon be available for purchase from an “official” dealer.

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SaVa177rus › Blog › What can you buy without having category “A” and not be too embarrassed?

What can you buy without having category “A” and not be too embarrassed?!))) I’ll consider these options: Yamaha TZR 50 Aprilia RS 50 Yamasaki Scorpion Honda NS 50 F (AC08)

Approximate price tag for these “MOPEDS”, new used

Yamaha TZR 50 120/60 (for 3 years)

Aprilia RS 50
170/ 60 (for 5 years)
Yamasaki Scorpion
55/ 30 (for a year)
Honda NS 50 F
130/ 70 (for 3 years)
I’ll tell you for myself, I drove 1,2,3 variants... Aprilia and Yamaha are very revvy, allow you to turn up to 12,000, accelerate to 60 km/h quite vigorously! Yamasaki drives his 100 easily, well, everything is clear here))) although the 90 drives, and also, the sound from the can is just garbage, like on a liter one)))

Buy Derbi GPR 50

This motorcycle is not particularly popular in Russia, so purchasing it may take many months of waiting. The price for which you can buy a Derbi GPR 50 starts from 50,000 rubles for a used one. 2000 model with high mileage (from 15 thousand km). A new bike will cost approximately 150 thousand rubles or 3,670 euros, the final price will depend on many factors: bike equipment, transport taxes, additional accessories, etc.

If you are a fan of sports motorcycles with a light engine capacity of 50 cubic centimeters, then you will definitely not regret buying this motorcycle, although you will spend a lot of money. Also be prepared for a long search for the right option and, possibly, problems finding spare parts (plastic body kits, etc.). Otherwise, the Derbi GPR 50 is just a good racing motorcycle, made using the latest motorcycle technology.

MotoGP Specifications and photos of Yamaha YZR-M1 MY15

MOTOGONKI.RU, January 28, 2015 – No radical changes – just evolution. Kuichi Tsuji, the leader of the M1 project, explained that the MY15 platform was laid down in Brno, and then, in Valencia, tests only confirmed the correctness of the chosen course. Factory engineers paid more attention to the coordinated operation of the braking system, not only by traditional means, but mainly due to the engine. In 2014, Yamaha introduced a new clutch-less downshift system, which, coupled with seamless transmission, gave pilots a slight advantage. In 2015, this topic is number “1” in the factory program.

Engine

Technically, the engine remained without major changes. This is the same 4-cylinder in-line engine with a crossplane crankshaft (when the crankpins of the crankshaft are arranged crosswise) with a volume of 1000 cc. liquid cooling with 16 valves and pneumatic timing drive. Maximum speed (theoretically) – 18,000 rpm. Maximum power: 240 hp (declared), more than 250 (actually, based on the results of the 2014 season). Peak engine power depends on the settings for each track. Lubrication system – forced oil (ENEOS Oil).

Electronics – Magneti Marelli, 2D information acquisition system.

The transmission is a 6-speed cassette-type gearbox with a slipper clutch and Engine Braking D/U system, which allows you to change gears without pressing the clutch up and down at high speeds. Transmission type seamless (without jerks in the transfer of energy to the final drive and rear wheel). The final drive is an Extra Heavy Duty chain. A set of gearbox transmission gears is replaceable.

Chassis

The frame is an aluminum delta box with variable steering column geometry (eccentrics), as well as a variable mounting point for the aluminum swingarm of the rear wheel. Wheelbase adjustment range +/- 40 mm. Fork – Ohlins, fully configurable exclusive Ohlins TTX36 monoshock, mechanical adjustment. 16.5″ forged aluminum rims, 5-spoke, MFR. Bridgestone BATTLAX GP tires.

Brakes

Brembo M50GP monoblock 4-piston calipers with synthetic and carbon pads; 320 or 340 mm carbon or steel brake discs are used. Rear brake caliper – Brembo 2-piston, steel disc with a diameter of 220 mm.

Total information

Weight (without driver): 158 kg (according to FIM MotoGP regulations). Length x Width x Height: 2060 x 650 x 1150 mm. Wheelbase: 1450 mm (+/- 40mm) Fuel tank: 20 l

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SaVa177rus › Blog › What can you buy without having category “A” and not be too embarrassed?

What can you buy without having category “A” and not be too embarrassed?!))) I’ll consider these options: Yamaha TZR 50 Aprilia RS 50 Yamasaki Scorpion Honda NS 50 F (AC08)

Approximate price tag for these “MOPEDS”, new used

Yamaha TZR 50 120/60 (for 3 years)

Aprilia RS 50
170/ 60 (for 5 years)
Yamasaki Scorpion
55/ 30 (for a year)
Honda NS 50 F
130/ 70 (for 3 years)
I’ll tell you for myself, I drove 1,2,3 variants... Aprilia and Yamaha are very revvy, allow you to turn up to 12,000, accelerate to 60 km/h quite vigorously! Yamasaki drives his 100 easily, well, everything is clear here))) although the 90 drives, and also, the sound from the can is just garbage, like on a liter one)))

Japanese engineers did their best. Even with a minimum engine capacity of 50 cubic centimeters, this motorcycle is water-cooled, electric starter, separate lubrication, 5-speed gearbox and all disc brakes. Twin headlights, clean lines, perfectly coordinated plastic body kits, all this and much more makes this motorcycle unique in its category. Some people, looking at this bike, cannot believe that it is just a 50 cc moped.

In addition to excellent Japanese build quality, a fairly good selection of components (tires, spark plugs, etc.), the Yamaha TZR 50 motorcycle can easily be improved, adjusted and tuned. In order to save engine life, the new bike has a limit or so-called “cut-off”, so the maximum speed is within 50-60 km/h.

For those people who want to get maximum opportunities and adrenaline, it must be said that this motorcycle can be safely and without any problems “accelerated” to 100 kilometers per hour. Watch various videos on YouTube to prove this.

In addition to a whole “field” of possibilities for tuning, this bike does not require a category “A” driver’s license. You can ride it in Russia without a license (at least for now). All mopeds, scooters and motorcycles up to 50 (49.9) cubic meters do not need to be registered.

Technical characteristics of Yamaha TZR 50

type - sports motorcycle. engine - 1 cylinder, two-stroke. maximum power - 2 kW = 2.68 hp. at a frequency of 6250 rpm. engine capacity - 50 cubic meters. see (49.00). 6-speed gearbox (2012 model has a 5-speed gearbox). fuel system – Carburettor carburetor. PHBN 16. Cooling system – liquid. drive - chain. front and rear disc brakes. starting system – electric starter. seat height – 815 mm. wheelbase – 1341 mm. ground clearance - 151 mm. dry weight – 114 kg. gas tank volume - 13.8 liters (2012 model - 14 liters or 3.7 gallons). maximum speed is 50 km/h, with the restrictions removed and tuning you can accelerate to 100 km/h (or 60 mph).

Aprilia RS 50 (there were 3 models)

All over the world, 50cc two-wheelers are classified as mopeds, but the Aprilia RS 50, along with a few other motorcycles, manages to fall into the category of sportbikes.

If you start to figure it out, at first it seems like how a little one with a 50 cc can relate to sports bikes. The fact is that the power of a two-stroke engine reaches 8.4 hp. Plus, Aprilia has developed an excellent aluminum chassis, swingarm, lightweight wheels and a beautiful fairing for the bike, which is typical of true sports motorcycles.

Of course, the RS 50 is designed especially for beginners and teenagers. In a month or two you can get used to the bike, which is why Aprilia prudently release an “80cc kit”.

The Italians openly declare that the RS 50 is the leader in the 50 cc sports motorcycle class, and it’s hard to disagree with them. In terms of design, the RS 50 shares many of the features of Aprilia's former flagship, the RSV1000R, the bike that beat the Japanese monsters to win the Master Bike Trophy in 2006.

Features of Aprilia RS 50 2010:

• Aluminum frame • Aluminum swingarm • Lightweight Y-spoke wheels • Radial caliper front brakes • Euro 2 2-stroke engine • RSV1000R based fairing

Technical characteristics of Aprilia RS 50 2010:

• Engine: liquid cooled, single cylinder, two stroke • Displacement: 49.9 cm3 • Bore x Stroke: 39.86 x 40 mm • Compression ratio: 11.5:1 • Carburetor: Dell'Orto PHVA - Ø14 mm • Maximum power: 8.4 hp. at 10000 rpm • Top speed: 105 km/h • Starter: electric • Ignition: electronic • Exhaust: Euro 2 • Gearbox: 6 speeds • Final drive: Chain. Ratio: 14/53 • Frame: Aluminum • Front Suspension: 40mm inverted fork; travel - 120 mm • Rear suspension: aluminum swingarm, hydraulic monoshock; stroke - 110 mm • Front brake: radial caliper with two pistons; 300mm stainless steel disc • Rear brake: 180mm stainless steel disc; dual-piston caliper • Wheels: light alloy, 6-spoke “Y”, 2.75 x 17″ and 3.50 x 17″ • Tires: 110/80 – 17″ and 130/70 – 17″ • Overall width: 720 mm • Overall length : 1965 mm • Height: 1100 mm • Wheelbase: 1310 mm • Seat height: 810 mm • Fuel tank capacity: 13 liters

Yamasaki Scorpion (Yamasaki Scorpion) YM50-A4

Type: Four-stroke Cooling: Air Volume: 72 cm3. Speed ​​100km/h No license required Starting system: Electric starter/kickstarter Maximum power: 3 kW 7500 rpm. Transmission: Mechanical / 4-speed / chain Chassis Front suspension: Telescopic fork Rear suspension: Pendulum, with two shock absorbers Brakes (front / rear): Drum / drum Wheel size (front / rear): 16″ Main parameters Overall length / width /height: 1840*660*1025 mm Weight: 81 kg Load capacity: 120 kg Tank capacity: 4 l

Fuel consumption: 2 l/100 km

Honda NS 50 F (AC08) is a real road bike, 50 cc. Let's touch on the design of this device in more detail: the front fork is hydraulic, the rear is a monoshock absorber, the front brakes are two-piston discs, and the rear are drums. The engine is liquid cooled, equipped with a 6-speed gearbox, which works very clearly and while driving you know exactly which gear is engaged. As a rule, all Honda NS50Fs come to us in a converted form, so their speed is about 100 km/h, which is very convenient for driving in city traffic, but still 100-110 km/h is the limit for it, so if you want your Honda NS50F has served for a long time, it is better to cruise 80-85, and accelerate to maximum speed only when overtaking. In terms of acceleration dynamics, the Honda NS50 F is practically in no way inferior to 2-stroke scooters with a capacity of up to 125 cc, so in city traffic and on a country road you will feel like the king of the situation. The suspension of this motorcycle absorbs uneven road surfaces quite well, and the 17-radius alloy wheels give confidence on the road. Honda is strictly a single-seater, although I have also seen converted two-seater versions. Honda NS50F is suitable for beginners to master the skills of driving a motorcycle, and for all those who like to unscrew it completely, but do not have category A. + simplicity and reliability of design, powerful lighting equipment, high maneuverability and excellent controllability, intelligible gearbox, high maximum speed - single-seat model.

Engine:

Gas distribution mechanism Plate valve Cylinder diameter (mm/inch) 39 / 1.54 Number of Carburetors 1 Power (hp) 7.2 Maximum power revolutions 10000 Engine volume (cc./cu.in.) 49 / 3 Fuel octane number AI-92 Cooling Liquid Carburetor size (mm) 20 Compression ratio 7.21 Injection type Carburetor Engine type Single-cylinder Fuel type Gasoline/Oil direct mixing Piston stroke (mm/inch) 41.4 / 1.63 Number of strokes 2 Number of cylinders 1

Technical Specifications:

Height (in/mm) 36.8 / 934.7 Length (in/mm) 62.2 / 1579.9 Wheelbase (in/mm) 42.7 / 1084.6 Maximum Engine RPM 11,500 Fuel Capacity (gal/L) 2 / 7 Dry Weight (Lb/kg) 161 / 73 Specific power (hp) 0.04 Specific power kg/hp. 0.3 Width (in/mm) 23.2 / 589.3

Technical characteristics of Derbi GPR 50 (2012)

• type - sports motorcycle.
• engine - 1 cylinder, two-stroke.
• maximum power - 6.2 kW = 8.45 hp. at 10,000 rpm.
• engine capacity - 50 cubic meters. cm (49.9 ccm).
• 6-speed gearbox.
• fuel system – Carburettor carburetor. 17.5 mm.
• cooling system – liquid.
• lubrication system - mechanical oil pump.
• clutch - multi-plate in an oil bath.
• drive - chain.
• front and rear disc brakes (single discs).
• starting system – electric starter.
• seat height – 810 mm.
• wheelbase – 1360 mm.
• dry weight – 110 kg.
• gas tank volume – 13 liters (reserve volume – 1.5 liters).
• fuel consumption - 2.2 liters per 100 km.
• fuel type - unleaded gasoline (gasoline with a high octane number, AI-95).
• maximum speed - 90 km/h.

Derbi GP1 50 2012

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Warranty on all products

Warranty for goods from 6 months to 3 years. If there is a defect, we will replace the product without any questions asked.

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Delivery throughout Russia

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MotoGP: New Yamaha YZR-M1 (2018) in detail – photos and specifications

Yamaha Factory Racing has unveiled the technical specifications and new livery of the 2022 YZR-M1 factory prototype at the Movistar Yamaha MotoGP presentation in Madrid. Considering that the true 2022 model has not yet been born, it’s too early to talk about the bike: today, tomorrow and Friday the M1 is being tested in Sepang by factory test pilots. Yamaha Factory Racing Director Lyn Jarvis was not present at the presentation in Spain precisely because he had already left for Malaysia, where he is overseeing preparations for the IRTA MotoGP tests: they, with the participation of prize pilots of the teams, start there on Sunday, January 28.

MotoGP – Yamaha YZR-M1 (2018) Valentino Rossi

Interesting nuances catch your eye. As promised at the factory at the end of 2022, Yamaha Factory has returned to work with the 2016 model motorcycle. And it was he who was shown at the presentation today! If you compare Rossi motorcycles 2016 and 2022, you can note that only minor details have changed.

MotoGP – Yamaha YZR-M1 (2018) – new Brembo brakes

Smoother plastic (fewer bends), a new version of Brembo M50GP calipers, 340 mm carbon wheels - right away. Otherwise, even the Akrapovic exhaust pads are the same design that were introduced two years ago. The changes that are hidden under the plastic are not yet visible. But they exist. Firstly, the new model has a 2-section gas tank (it was not there in January 2016) - one section is on top, the second is hidden under the pilot's seat. Secondly, the M1 now has a different engine. Yamaha has a new electrical supplier - Furukawa Group, and that's it.

MotoGP – Valentino Rossi and his Yamaha YZR-M1 (2018) The list of title sponsors has changed slightly: the Eurasian Bank logos have disappeared from the ceremonial liveries of the motorcycles and the “skin” of the riders. Movistar has rebranded, with the communications company's poisonous green "3D" logo replaced by a sleek white on both bikes and clothing. There is more of the classic “Yamasha” blue. And the wheels turned black.

MotoGP – Yamaha YZR-M1 (2018)