MITT Desert 125 test: Introduction, positioning and rivals
If we combine the 125 motorcycles and the trail segment we have a formula that combines the motorcycles with the greatest impact in terms of sales, but also a segment, the trail, that gains more followers every day. And not everyone wants, or can, purchase one of the huge maxi trail bikes on the market. Others opt for a more staggered access to the country world and to do so they start at the base. A base in which MITT has a lot to say with this Desert 125.
One of its strongest arguments is the price. Many who are starting out in the world of motorcycles do not want to make large outlays, but at the same time they want a product with qualities up to the task. This MITT Desert 125 responds perfectly to that purchase intention with a motorcycle with an attractive and country-like aesthetic, very simple at a technological level, with the maximum power that this segment allows and a price that will not leave anyone indifferent (€3,495).
The MITT Desert 125 can establish itself as one of the reference options within the 125 trail segment, although it has to face rivals with quite similar formulas and really low prices. We have the Morbidelli T125X (€3,141); Cyclone RX1 125 (€3,190) or Macbor Montana XR1 EVO (€3,499) to name a few examples.
MITT Desert 125 test: Technical characteristics and equipment
Aesthetically, the MITT Desert 125 makes its position as an entry-level trail bike clear. And we can see that in details such as the protections, the handlebar covers, the front duckbill, its spoked wheels or a set of suitcases that comes as a gift and greatly expands the load capacity of this model to also become a proposal for long trips. The inclusion of auxiliary lights as standard is striking. By simply pressing a button on the right pinecone we will have additional lights on the handlebars and the side of the motorcycle.
Mechanically, the MITT Desert 125 is powered by a 125cc liquid-cooled single-cylinder block that extracts a power of 15 HP at 9,750 rpm and a maximum torque of 11.5 Nm at 8,000 rpm. As in all models in this segment, to get the most out of this 4-stroke block it is necessary to have it in the high area of the rev counter.
As for the chassis, the Desert 125 relies on a multi-tubular chassis and is completed with an inverted fork with no possibility of adjustment. In the rear axle we have a hydraulic monoshock with spring preload regulation. This is especially useful if we are going to load the motorcycle or ride with a passenger. In the same way as in NK 125, we miss that same regulation in front. And what about the brakes? At the front we have a four-piston caliper along with a 200 mm floral disc; Same size as we have at the back but with a single-piston caliper. Of course, we have dual channel ABS. Finally, we have 19 and 17” wheels respectively, along with mixed tires in sizes 90 and 110.
If we talk about technology, the MITT Desert 125 is more spartan than its other brand sisters. Thus, it has an LCD digital instrumentation in which we miss elements such as the time or a temperature indicator (which is activated in the form of a pictogram if the motorcycle overheats). It also doesn’t have traction control, but the truth is that it doesn’t need it either. The way the power is delivered makes it non-essential.
MITT Desert 125 test: How it goes
Despite its clear intentions to go off-road, the MITT Desert 125 also stands out for being a perfect motorcycle for everyday use. So much so that its driving position ensures a very straight back, with arms slightly bent or legs at almost 90 degrees that allow you to travel a large number of kilometers without noticing fatigue. With the seat positioned at 830mm, it wants to mix accessibility with ‘out of the black’ performance. Despite my height of 1.68 meters, I reach the ground with both feet.
I return to the topic of accessibility to talk about its weight: 148 kg empty to which we must add the 13.5 liters that fit in its tank. It is an extremely light trail shoe and very comfortable to wear in urban environments. This comfort is only clouded by a thermal shield on the exhaust manifold that does not cover the entire area and can burn. In fact, it can burn pants if we are not careful.
The engine’s behavior is smooth at low mid-range speeds, which allows smooth driving in city areas, while when the power comes in it does so in a staggered manner. It is perfect for those people who are starting out in the world of motorcycles, as it will allow them to acquire the necessary skills. From 8,500 rpm the power begins to come in and dies just before 10,000 rpm.
Throughout this process, the vibrations are not particularly annoying. As for the change, it has a balance between response and top speed. A top speed of 110 km/h. I would have liked a little more development so that there is not so much difference in speed with the rest of the road traffic.
If we talk about the suspensions, these have been configured taking into account the two main uses of the motorcycle: some country excursions and for everyday use. Thus, they have a very balanced setting. They respond firmly at medium/fast paces and absorb road irregularities very well. In the countryside, always keeping in mind that it is designed to travel on simple tracks, it more than meets the requirements. Of course, if we opt for more complicated sections we will find ourselves at the top of both trains.
That same philosophy of balance has been carried over to the brakes section. Its bite and modularity are good, both for emergency braking and for calmer decelerations. It is in the middle part of braking where I have found the only drawback: the feel of the lever is somewhat hard and can cause hand fatigue. For its part, the action of the ABS is very unintrusive unless you are looking for something to tickle. For example, being real savages in the countryside.
Likewise, the choice of spoked wheels, especially the 19″ front one, helps to better filter out irregularities and provide superior driving comfort. The mixed tires performed more than correctly throughout the test. Without symptoms of losing grip on the road or field. In this last scenario, only in areas with a lot of mud did the rear axle begin to be somewhat more unstable.
Finally, it’s time to talk about aerodynamic protection. With my height, the screen fulfills its function, diverting much of the turbulence caused by the air. Furthermore, the few vibrations are not transmitted to the mirrors, significantly improving visibility of what is happening behind, and therefore, our safety.
