Macbor Shifter 125 EVO test: Introduction
It’s funny how, with age, you acquire certain customs and quirks that you previously saw in “older people.” One of them is to compare what you had with what young people have now and ironically highlight the fortune that they do not value. I was thinking something like this while completing one curve after another with the Macbor Shifter 125 EVO during its presentation on the roads of Barcelona.
The city of Barcelona is the one that has seen me grow, therefore I am more than used to living with this displacement, but in a very different way. In cities, scooters have invaded every corner, every parking space, every moderately wide sidewalk… But the small displacement has long since ceased to be condemned to being a simple transportation tool. Today there are sports, trail, scrambler, custom, naked or crossover for the A1 license, many of them with equipment levels that just a few years ago seemed reserved for higher displacement motorcycles.
In this highly competitive scenario comes the new Macbor Shifter 125 EVO, a naked that perfectly represents the evolution that the segment and the brand it represents are experiencing. Because the Shifter 125 EVO is the result of the work carried out by Grupo Motos Bordoy, a Spanish company (based in Barcelona) that has been linked to the world of motorcycles for decades and that has actively participated in the design, development and definition of the product to adapt it to the needs of our market.
Macbor Shifter 125 EVO test: A marked positioning
The Shifter does not try to compete solely on price, but it becomes a super competitive model by being available, in four colors, for only 2,999 euros. By price, the Macbor Shifter 125 EVO is in a very interesting position, with recognized models above it, such as the Honda CB125R, the Yamaha MT-125 or the KTM 125 Duke, all of which are around 5,000 euros.
On the opposite side there are rivals of Asian origin such as the Voge 125RS, the QJMotor SRK 125 S or the Morbidelli N125V, which usually range between 3,000 and 4,000 euros. In other words, it offers an experience closer to the Japanese premium naked, but with a “Chinese brand” pricing policy that is proving so successful in Spain.
Test Macbor Shifter 125 EVO: Spanish at first sight
Bordoy’s involvement in Macbor is total and although its manufacturing bears the QJ signature, its aesthetic development involves the engineering of the Spanish firm. In its design, it stands out due to a specific mask, with LED lighting, very aggressive and modern. The rear seat is well differentiated from the pilot and has an integrated light. It has that look of a larger displacement motorcycle that young audiences are looking for, with angular lines and a visible tubular chassis.
However, it is only 785 mm high from the seat to the seat, so it allows even shorter pilots like me (1.59 m) to reach the ground easily. It is a key detail for those new to the world of two wheels, in addition to a sporty but not forced riding position, with the trunk slightly forward and ergonomics that allow controlling the motorcycle with the hip.
It is common to talk about well-equipped Chinese motorcycles and in the case of the Macbor Shifter it goes one step further in functional details. The five-inch full-color TFT screen with connectivity is intuitive and allows you to see curious data such as tire pressure or modify the traction control in up to 3 levels: ON, OFF or ALWAYS OFF (even if we turn off the motorcycle). Let’s not forget the integrated front camera, which allows you to record the routes, or the double USB charging socket (USB-A and Type C).
The feeling is that Macbor wanted to offer the young user exactly what they expect to find in 2026: technology, connectivity and a modern user experience.
Test Macbor Shifter 125 EVO: The heart matters, the sensations matter
The 124.8 cc single-cylinder has undergone the necessary changes and advances to meet the regulations and catch up. It delivers practically the maximum power allowed (15 HP) for a 125 with an A1 license and that translates into a lively response, but with the usual vibrations in a single-cylinder no matter how much the electronics are signed by Bosch.
It is not an explosive motorcycle, but it does have enough energy to move easily through urban traffic and be fun in sections of tight curves with 11.5 Nm over 7,500 revolutions. The power delivery is progressive, with a usable middle zone, so you can decide to squeeze out its effective shifting or make a port with second and third.
The cycle part also conveys a feeling of a well-made product or that it does not only seek approval. The 35 mm fork provides a firm but comfortable front end tread, without being excessively radical in its reactions. The rear monoshock adds to the balance between comfort and control.
During the test I found a particularly agile and fun motorcycle, with easy direction changes that convey the lightness of a motorcycle. It changes direction easily, moves easily between cars and transmits that feeling of lightness that is so valued in an urban naked capable of leaving the city on the road. By the way, its weight in running order is 139 kilos.
Something that makes it easier for braking to be up to par, with a 260 mm front petal disc and a 240 mm rear disc. I liked the feel of the front much more, leaving the rear for very light braking and steering some extra tight curves. What is surprising is the possibility of disconnecting the rear ABS, an extra point of fun for the experienced.
