Test Macbor Rockster 125 Evo/Rockster Flat 125 Evo: Introduction, positioning and rivals
No matter how successful a model is, or precisely because of it, it must be renewed periodically over time. Some will think that, in the case of a 125 custom, it is less necessary, since custom aesthetic postulates are perennial.
Even though this is debatable, the 125 market is very dynamic. They know this at Macbor and they did not want to miss the opportunity to renew their Rockster 125, which works so well for them commercially, as it is the brand’s best-selling model.
Just because its aesthetics are conservative does not mean that those who do not like sports cars do not want to enjoy decent acceleration and top speed either. At Macbor, who are motorcycle people, they know it. Designed in Barcelona and manufactured in China, the Macbor Rockster 125 Evo (12.2 HP, €2,499) and Rockster 125 Flat Evo (12.2 HP, €2,599) share a chassis and engine – the technical specifications – to differentiate themselves in stylistic and ergonomic aspects.
They have no shortage of rivals in the turbulent world of the 125. In general, these are models that do not focus so much on the price factor, for which they already have other models in the catalogue. There are models like the Cyclone RA125 Plus (15 HP, €3,090), QJ SRV 125 (13.6 HP, €3,899), or the Zontes 125C (15 HP, €3,087), which in all cases exceed the €3,000 barrier. That is where the Rockster 125 sees a gap, since its performance is on par with – if not better – than its rivals.
Test Macbor Rockster 125 Evo/Rockster Flat 125 Evo: Technical characteristics
Macbor has followed its own path, that of the weight/power ratio, to achieve a very good performance/price ratio in both versions. It may not be the most powerful among its rivals, but it is the lightest. With a weight of 147 kilos in running order, 12.2 HP at 9,500 rpm is enough to enjoy first-class performance.
In fact, the increase in power compared to the previous version is 28% and it is noticeable. The maximum torque figure is also good, 9.9 Nm at 8,000 rpm, which tells us that the maximum thrust is at the top of the rev counter. But that does not mean that the engine is not elastic. What’s more, it is capable of riding in the city at very low speed at low turns, without choking and leaving with ease.
The engine is a simple 4-valve single-cylinder, air-cooled and manufactured by Zonsen, the largest motorcycle manufacturer in China. If you’re wondering why Macbor doesn’t resort to liquid cooling – which is also in the Zonsen catalog – the answer lies in international markets.
Macbor is an international brand and designs its products so that they can be marketed in different countries. This includes different tax treatments depending on markets and the single-cylinder that equips the Rockster is compatible with other displacements: 150, 200 and 230 cm3; This allows the Spanish firm to benefit from economies of scale and be able to offer a motorcycle like the Rockster 125 Evo at such an attractive price. We could not verify the consumption, but it cannot be much
Throughout the 115 kilometer route the fuel gauge did not move, among other things because the tank is no less than 13.5 liters. As soon as consumption approaches 3l/100 km, more than likely, the range will far exceed 400 kilometers.
The cycle part is simple, but effective. The brakes consist of a 267 mm front disc with a two-piston floating caliper. The rear disc is 240 mm, also bitten by a two-piston floating caliper. Combined braking has evolved to dual-channel ABS.
The front fork is conventional, with 37 mm diameter and 137 mm travel. In the rear axle, the classic piggyback-type double shock absorber with preload regulation is used.
Special mention to the scrambler-looking CST tires, but which showed magnificent performance, even in sporty driving. In both versions the measurements are 100/90-18 for the front wheel and 130/90-15 for the rear, always on spoked rims.
The wheelbase is set at 1,415 mm, the height of the seats from the ground at 730 mm and the weight at 147 kg in running order, also for both versions. The lighting is full LED and the instrumentation consists of a round clock with an LCD screen reminiscent of the Ducati Scrambler.
The information it contains is very complete and includes speed, rev counter, gear indicator – very important for those who are riding their first motorcycle -, time, fuel level, odometer, voltage and ABS warning light. Except for the revolutions, all the information is easily read at a glance.
Up to this point, both models share everything stated above. Like all Macbors, it is designed with attention to detail and presents quality elements that will be evident in the dynamic behavior. The differences between the Macbor Rockster 125 Evo and the Rockster Flat 125 Evo come down to design elements that also translate into ergonomic differences.
The Macbor Rockster 125 Evo has a more cruiser style, which is reflected in elements such as the wider and taller “cow horn” handlebars, while the Rockster Flat 125 Evo has a flatter and lower handlebar.
The surname Flat comes from the flatter-looking seat when it has a sideboard, while its sister has an “Easy Rider” type passenger backrest. Finally, the footpegs are round on the Rockster Flat 125 Evo, while on the Rockster 125 Evo flat platforms are used.
Thus, the stance of the latter is more cruiser and appropriate for long journeys, while the Rockster Flat 125 Evo is more “sporty”, although both share very good dynamic qualities, as you will discover if you continue reading.
In addition to the differential elements (handlebars, seat and footpegs) they can be differentiated in color. The Rockster 125 Evo is available for €2,499 in Black, Red and Gilver – champagne color, to understand -, while the Rockster 125 Flat Evo is presented for €2,599 in Matte Black, Yellow and Green.
Test Macbor Rockster 125 Evo/Rockster Flat 125 Evo: How the Macbor Rockster 125 performs
We were warned that the route chosen by the Macbor team was going to be very beautiful and, as is usual for the brand, cool. At the end of the day, it’s what I like, because to test any motorcycle, even if it’s a custom or cruiser, I need to check everything regarding its dynamic behavior, so that I can detect if it is capable of what it has been designed for, or even for something more.
This seems to be the case, but I didn’t realize it first thing in the morning, before getting on the bikes. Arriving first at the reception of the hotel from which the route started, I was able to choose which version to start with. I knew that the first stages would be urban or semi-urban, so in order to go from less to more, I chose to start with the cruiser version, the Rockster 125 Evo, convinced that it would immediately touch the platforms.
What was my surprise when as soon as I left the hotel, upon reaching the first roundabout with the intention of hitting the road, I couldn’t do it. First positive surprise. The driving position couldn’t be more comfortable. Although the handlebars are raised and the tips separated, the hands fall in a natural position. The seat is comfortable and the platforms, too. The only drawback is that to activate the rear brake you have to lift your foot off the platform no matter what.
With the gear lever it depends: in almost all units I had to lift my foot off the platform to go up a gear, certainly annoying, as if my foot were small. But I discovered a unit whose lever had been adjusted to a “cheese” of my size, that is, the lever is adjustable, but also very convenient to take the trouble to set it to your size.
In urban areas it is capable of driving at low speeds without being required to have high speeds. When I go out on the road, I verify that the sound is suggestive and that the thrust accompanies the sound. Here you have to turn it up.
The development is very adequate, except for the jump between 2nd and 3rd gear, which is too pronounced on very winding roads, where the 2nd gear is very revved and the 3rd gear falls below the medium speed, far from the maximum thrust point, located in the last third of the lap counter. I quote the last third, because in sports driving it is not easy to read what speed you are driving at; The tachometer figures are very small and it is convenient to pay attention to other tasks.
Did I say sporty driving? Yes, the Macbor Rockster 125 Evo lives up to its name and has rock n’roll. The front wheel conveys confidence, partly due to the good setting of the simple fork, partly due to the geometries, partly due to the magnificent scrambler-looking CST tires (the model is not mentioned), with extraordinary grip on dry asphalt, semi-lugged.
You soon find yourself entering corners faster than you expect and opening the throttle faster than you imagine. In these conditions and in full support they do rub against the footpegs, but the noise they make is more scandalous than the sensation when scratching, which is perceived as soft, as a polite warning.
When switching to the Rockster 125 Flat Evo, the sensations are the same. At the engine and chassis level they perform the same. The difference lies in the riding position, where the handlebars are further away and lower. The truth is that the cylindrical footpegs of the Flat take longer to rub, but personally I like the riding position of the Rockster 125 Evo better, more relaxed but equally effective.
In the end it is a subjective question. Both require speed in curves, letting them run, so as not to lose inertia and take advantage of the 12.2 HP to the limit, always keeping in mind that it is inevitable to feel some movement in the rear axle in the fastest turns; piggyback-type shock absorbers cannot work miracles either.
Making use of its lightness is its greatest asset and, in turn, the greatest fun. Also because the front brake is not the sharpest pencil in the case. Some units braked better than others, all the bikes were lightly run, but some softer pads or a more ambitious disc/caliper assembly would not hurt.
It does its job, but it lacks bite. Fortunately, the rear brake is fantastic and with the combination of both you will enjoy both, but always knowing that you will learn to use both brakes at the same time.
Another thing that surprises is the cruising speed that the single-cylinder allows. It is capable of rolling on national roads with complete ease. As the speed limit on these roads is 90 km/h, it has a reserve of acceleration and power, because it is capable of reaching 120 km/h in 5th gear. The most curious thing is that I surprised myself more than once looking for the 6th that it doesn’t have: it doesn’t have a long development.
At the end of the day, I was left with the aftertaste of two well-made and enjoyable motorcycles, which give much more than what can be expected for €2,499 (€2,599 for the Flat) in a very nice package. Maybe you noticed them because of how pretty they are, but I assure you that the surprise lies within.
