Derbi GPR 50R

[toratora]

https://www.cycleworld.com/derbi-gpr-50r-mini-sportbike

From the February 2000 issue December 30, 2016

Spain’s Derbi (it stands for DERivative of BIcycles) has a rich racing history that includes numerous 50cc roadracing World Championships. Here, CW ad man Andy Leisner, former 250 GP pilot and all of 5-foot-7, 140 pounds, assumes the speed-tuck position.
Jeff Allen

The downside of riding this GPR 50R is that I was acting like a freak and looking like a Shriner. The upside is that I was having so much fun I didn’t care. The pair of little 245-pound two-strokes sent to us by importers Cosmopolitan Motors brought out the unlicensed 15-year-old in me. “Cool transpo’, dude!”

In some states, they’d be considered mopeds, yet these were more like mini sportbikes. Light, simple, yet really trick little pocket-rockets with features you just wouldn’t expect from a $2950 “moped.” Such as: twin-spar steel frame; Showa inverted fork; rising-rate-linked Showa monoshock; front and rear disc brakes with braided-steel lines; full fairing; oil-injection; electric start; and six-speed transmission. Except that, as 50cc two-strokes, they were likely to be slower than a Sports Editor on deadline. Still, I found them irresistible, and glommed onto one forthwith.

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Looks like a Cagiva Mito 50, you say? You don’t say? Trust us, it does. Derbi makes the Mito for Cagiva in Spain. Same bike, different labels.
Jeff Allen

The first surprise was that I fit—this is no Yamaha YSR50, but a nearly full-sized bike (seat height is 30.3 inches). The second surprise was that I didn’t completely sack the suspension when I got on. Cool.

Couldn’t wait to hit the road. I pictured myself getting into some nice drags with immigrants riding trashed Huffy 10-speeds to work, or going head-to-head with some road-bike-riding, shaved-leg Lance Armstrong-wannabe. Turns out it was no contest. Rev to 8000 on the big front-and-center tach, and fan, fan, fan the clutch as you twist the life out of the Toys-R-Us-like right handgrip. Ha! Smoked ’em. In more ways than one…

So while the little-moped-that-could probably has less bottom-end torque than the starter motor on my dad’s old Lincoln, it turns out once you get this baby rolling, you’re really rolling. I went on the prowl for bigger fish. The ’68 Microbus with the Dead Head at the wheel? Cake. Sure, my reaction time was better, but I still pulled away once we got moving. In fact, you can beat normal traffic off the line—as long as it doesn’t want to beat you. Want a better 60-foot time? Put down the cheese puffs!

Slicing through traffic was unbelievably easy due to the small size and mega-quick steering, thanks in part to its diminutive 51.7-inch wheelbase. The freeway was even do-able as long as you got the right drafting partner (SUVs work best). With a tow, I pinned the 120-kph (clicks only) speedo at the 11,000-rpm redline in sixth gear—that’s like 75 mph. Flat ground, no draft got 60-65 mph (and 62 mpg, no less).

Wow! This was a 50? Well, no. The fastest 50 I’d ever ridden actually displaced 75cc. Cosmo (800/523-2522) sells a “kitted” big-bore GPR for the same price as the standard bike, and sent us one of each. The dyno proved the benefit of 50 percent more displacement. Stock—after we removed the restrictor hidden in the headpipe—delivered 5.6 horsepower and 3.9 foot-pounds of torque at 7500 rpm. The 75, meanwhile, cranked out 9.3 horses and 6.4 ft.-lbs.

Obliged to ride the stocker, I found it was about what I expected in the first place: slow. Admittedly, at a sasquatch-like 6-foot-2 and 200 pounds, I’m not exactly the target demographic. The 75, however, was actually a usable and very fun motorcycle. The under-tank, lockable storage area (1.9 gallons of fuel is carried under the passenger pad) can hold, for instance, a gallon of milk and a dozen eggs. A 12-pack fits, no problemo.

While it may be great for blasting down to the market for supplies, the real fun is on a twisty road, the tighter the better. I’ve never ridden anything that turns this quickly and easily. Damping is pretty rudimentary and suspension is prone to bottoming with Yor Tankness aboard, but stability never suffered, just occasionally my spine. Momentum and corner speed ruled the day, and you can really flick this thing in and lean with confidence. The brakes work well, but who needs ’em?

The only fly in the two-stroke ointment is the fact that the bikes have yet to be DOT-certified. A Cosmo rep said the most likely route to a license plate would be to follow the same “kit-bike” channels you would with a dual-sport conversion. Which essentially means, best of luck to you.

In the end, you could cough up more than 10 large for a Suzuki Hayabusa, but that’d just be an excuse to keep eating. What you need is a kitted Derbi, an Alex Criville-replica helmet and a case of Slim Fast. That wicked-sounding leaf blower you hear behind you on Racer Road? That’s me. Gimme a tow, would you?

[toratora]

http://www.motorgirl.com/words/redrocket.htm

2002

Okay.

So, I’ve been asked to test ride the GPR 50 Derbi Replica brought over from Barcelona via Crono Motorcraft. This bike is very unusual. A small superbike replica – two strokes, 49cc. I have no real reference to compare this bike to…except for the 50cc Arctic Cat I rode when I was a kid.

This is going to be a tough gig.

Crono motorcraft is targeting their market at the 2-stroke aficionados, beginner sport bike riders, female sports bike riders, and anyone else with a fancy for a truly unique bike. Unique all right. I’ll try to keep an open mind.

My open mind stalls for just a second.

I need more information. I go to the Crono Motorcraft web site and check out the R1 GPR specs. Cool. Okay, my open mind is warming up. I can appreciate this replica version of the 125CC Grand Prix Superbike. An interesting idea. Plus, it’s amazing we’re only talking a 50 cc machine. I scan further down the spec list. Obviously, the GPR weighing in at 90 kg. is extremely light compared to the real superbikes. Hopefully with the lighter weight comes better maneuverability. We’ll see. I also notice its utilizing good quality components… Kell’orto, Wever, Domino, CEV, Showa, Tri.O.M, etc. Plus, Derbi itself (est. 1922) is a name that packs a punch both on the race circuit and on the road. Hmmm… this little test ride is looking better and better.

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Okay.

So, I like the general aesthetic of this bike. The sleek lines, the racing sensibility. The fairing has been straightly taken from the same mould as that of the racing motorbike, and it has been equipped with a new front optical set, composed by a polyellipsoidic double headlight. The same can be said about the rear side, which supports the driver and companion seat, and includes a rear headlight, following with the new design line of the motorbike. This set is completed with a new decoration, directly inspired by the bikes driven by Youichi Ui and Jorge Lorenzo in the Racing version. Details…details. I like details. It’s the small things, right? For instance, the electric starting mechanism and separate lubrication; also the exclusive helmet compartment in the place usually allocated for the petrol tank. I like that. It’s an interesting twist. Even the instrument panel looks good.

I think I’m still more in shock that this motorcycle is only 50 cc - but wait! Not just fifty but 49 cc, 6 speed, liquid cooled, 2 stroke engine. Ha! Even smaller…even more intriguing. This should be fun. The last two stroke I rode was my Beta trials bike. A street legal slash two stroke slash sport bike is a whole other thing.

Okay.

So, I head to the track. The test ride is happening at the F440 track just outside Vancouver. The morning was wet. Not just wet but serious torrential downpours. The noon sky is finally clearing up and it’s looking like a better track day. The general itinerary of the test ride is to ride the GPR 50 and the race kitted version – the GPR 70. Once I see the bike, I realize…yes, it is a little more understandable that this bike is only a 50 cc machine. It’s small, light and fast looking. Yup. Guess all the things you need for a good old fashioned race. Plus, with the head dude at Crono Motorcraft, Kent Courtice standing 6 feet 5 inches - the machine is really looking smaller and smaller.

The day starts with me jumping on the stock GPR 50 first. The bike is sweet. Weighing in at 90 kg, although my 5’4” frame is standing tip-toe, I’m having no problem balancing the bike. I take off with a start remembering the peppy torque of most two strokes. I take the first corner a bit more aggressively than I should and realize – yes, this is a nice light bike. I could really throw it around. Since, I’m more into finessing the bike into corners I just appreciate the weight for what it is…easy to manipulate.

The bike took a few laps to dial into, but once I got used to the two stroke engine and general performance of the bike – I was really having fun. This is a good bike for beginner racers since it really teaches you proper technique. There is no room for error. Basically, you better know how to ride when you jump on one of these little red devils.

If you lose your power band you are shlogging big time. The spec sheets saying GPR’s Ni-Si, water-cooled engine (mounted on an ultra light DPF box frame) produces maximum power at 9,000 rpm. I found I was keeping my revs upwards of nine or ten grand. If you went below 6 or 7 thousand - you might as well have been riding in the neighboring bog. The power band was very narrow. Now, this could be good or it could be bad depending on what you want from your bike. This motorcycle is marketed for the road and the race track. If you want to get more into racing and learn good technique, this bike is great for that. It ain’t like the forgiving F4i or R6. Nope.

It is also worthy to note, that the cycle part has also been improved, including a new inverted-type Sebac front fork, with a 35mm bar diameter, that supports a powerful brake set composed by a 260mm hydraulic disk. On the rear side, it is equipped with an advanced progressive mono shock linked system, with a single 220mm disk. The brakes in general were totally acceptable. I grabbed a handful of front brake before entering one turn and found it fine. It wasn’t throwing me over the handle-bars but I wasn’t worried about the stopping power, either. The combination of front and rear brakes after a fast pitch in the straight away was also just fine. Let’s put it another way…if you needed to stop, no problem. This, of course, an important detail.

Suspension. We needed it on this track. The F440 is usually held court by go-carts and the corners held a couple unsuspecting dips. Apparently, the progressive rear suspension with preload adjustment that utilizes Showa shock absorber and duralumin linkage is tuned for competition. This soon was apparent. Smooth. I barely noticed the plane adjustment. However, I hate to say it…but the kitted bike was not nearly as smooth.

This was the second bike I jumped on. The race kitted GPR was identical to the stock GPR except that it had:
- Metrakit 70cc kit
- Metrakit Carbon Fibre Reed Valves
- Metrakit Carburetor kit
- Metrakit "RK Replica" Kevlar Exhaust

(Metrakit is a Spanish Company that specializes in producing high performance parts for small displacement motorcycles and scooters.)

The kitted bike I tested was actually a 2002 GPRmodel which originally had 16" wheels but they added 17" wheels to the bike. The 2002 GPR has Showa front forks while the 2003 bike has SEBAC forks.

My general grievance with the kitted GPR was its inconsistencies. I found I was either going really fast or schlogging around the track. The bike was much harder to dial into. The stock bike was smoother and much more reliable for me, although I have to admit I liked the extra boost of the Metrakit. Perhaps a few dozen more laps around the track and I would have enjoyed it more. Who knows? It was interesting hearing the differing perspectives from the other riders. Some liked the stock bike…some liked the kitted machine. It was all about perspective.

On a personal note, I also had a problem with the general settings for the kitted bike. Since I am only 5’4”, the seat height was not really a problem. I was on my tip toes which is no big deal. However, more of an issue was the fact that I had a helluva time reaching the clutch and the back brake. I realize these things are adjustable. But for me, on the day, I found it awkward riding this bike in general. I mean really riding it…not just wandering around the track or on the road.

This leads me into the marketing of this bike. They’ve pin-pointed a few important aspects. The first being performance, since their products utilize the latest racing techniques. Then there is the European angle - hitting up the 32 – 45 year old demographic who have money to spend a want a unique toy. The affordable angle because of the low cc’s – cheaper insurance, gas etc. With the low cc’s also comes the fact that you may not necessarily need a motorcycle license (under 50 cc only in certain provinces). And finally, Crono Motorcraft is pushing the luxury angle backing their product with quality components, workmanship & service. Okay. A unique marketing approach for a unique product.

Another feature I found interesting was the Crono Contingency Program. You can find more about this online but I like that fact that this happening out West. We really need more racing programs implemented out here. I, myself would have been one of those young tigers racing in my teens if there would have been programs set up by more of the motorcycle community and motorcycle manufacturers. But that’s a whole other can of worms.

So, when it is all said and done…I had a blast test-riding the little red devil. Would I buy the bike? I dunno. Do I recommend the bike? It depends. Plain and simple, it’s a fun, fast machine made with good quality parts - and it looks great. Okay…’nuff said.

[toratora]

https://ultimatemotorcycling.com/2010/1 ... o-preview/

October 20, 2010

Derbi Motorcycles

Whenever I’m in Spain I find myself ogling the really cool mini roadrace motorcycles racing in and out of traffic.

Youthful displays of speed and daring on motorcycles are as much a part of the Spanish culture as cigarettes and long siestas.

The ever-present scent of two-stroke exhaust and the sound of diminutive motors tapped at full throttle are imbedded in the Spanish psyche, leaving little wonder how the region has managed to produce such top caliber racers as Dani Pedrosa, Jorge Lorenzo, and Carlos Checa.

The leading manufacturer of these fully faired pint-sized motorcycles is Barcelona-based Derbi, which owns a significant portion of the small displacement motorcycles so essential to the Spanish way of life; whether you’re talking functional transportation or stylish sporting fun.

Derbi has garnered 19 125cc World Championships in a storied history devoted entirely to small displacement development.

Transforming that rich racing legacy into street legal application are the Derbi GPR 50 (2-stroke) and the GPR 125 (4-stroke).

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The two Derbi GPR models have a surprisingly aggressive big motorcycle presence for such small motorcycles. At first glance one might think they’re looking at a top-tier 600 or superbike.

The 50cc version is intended as the ultimate entry-level machine for young and beginning riders while the 125 is better suited for some experience and makes a more practical commuter (while also providing some spirited weekend romping on twisting back roads).

Both Derbi motorcycles sport an aluminum twin beam perimeter chassis with gull wing-design swingarms. A full fairing with wedged tail section give the bikes racing aerodynamics while rear-set footpegs, drop bars, inverted forks, disc brakes and under-slung exhaust pipe reinforce the racing persona.

The GPR 50cc and 125cc engines are carbureted and liquid-cooled with electric start. No power output was available for the 50cc, but the 125cc is claimed to produce 15 hp at 9,250 rpm.

Both bikes have six-speed gearboxes and are fitted with 12-spoke, 17″ wheels.

With cool small displacement motorcycles like the Derbi GPR 50 and GPR 125, lenient traffic cops, and plenty of smooth, twisting pavement, it’s no wonder Spain owns all the MotoGP world titles for 2010.

And right now, dashing through the streets and villages of Spain, another generation of world champions is getting their first taste of speed and adrenaline courtesy of Derbi.