The Suzuki RV125 VanVan is an enigmatic motorcycle, that’s for sure. Introduced in 2003, it is a revamped edition of the original RV125 beach motorcycle manufactured by Suzuki between 1972 and 1982. As such, although it’s completely road-legal and in this case, with a 125cc shape, a wonderful motorcycle to be informed, it’s a retro-style two-wheeled beach buggy, a wonderful recreational motorcycle that stands out for its big, fluffy tires, indisputable and affordable mechanics, plus a stylish air. 125 cc cooled engine and its low, smooth and manoeuvrable proportions.
All of this gives the VanVan an exclusive appeal as a first maneuverable, cute, affordable, and yet great motorcycle for beginners, as an application device for farmworkers, as a pit or paddock motorcycle for racers, or even as a fun model for surfing. . Guy.
And although the VanVan’s appeal is fairly ‘Marmite’, it has a devoted following. There’s a ‘scene’ for the VanVan in the same way as there is for Honda’s loveable Monkey Bike.
The VanVan isn’t limited to original styling. The fact that it’s small and lightweight, plus a low, comfortable seat and wide handlebars that give you wonderful handling and stylish power, make it a very stylish and novel device, and especially available for smaller riders or women.
Finally, the VanVan’s rugged simplicity (it features an undeniable air-cooled engine, rugged farm body, and a simple dial) also helps make it durable and affordable.
Of course, there are slight drawbacks to this. Being an undeniable 12hp single-seater with oversized tires, the VanVan isn’t fast: count on 60mph at full throttle. A faster 200cc edition was also built, but unfortunately it wasn’t. The change is also rudimentary and its specs quite basic.
It also stopped generating in 2016, which means it’s getting older now. However, find a smart used one and the VanVan can be cheap, stylish, unintimidating and fun, and it’s rarely what a smart learning motorcycle deserves to be. ?
With its unique balloon tyres, ultra-low 770mm seat and light weight (120kg dry), nothing beats the Suzuki VanVan 125. Honda’s MSX125 “Grom” is more of a monkey bike with its 12-inch mini wheels. By comparison, the VanVan is a two-wheeled beach buggy.
The VanVan is very low, easy to drive and very comfortable. The owners report that the plush seat is so comfortable that you can also ride in it for hours. . . And, given its poor performance, you may have to.
Although the conventional non-adjustable telescopic forks and preload adjustable monoshock are a bit fundamental and dated, thanks to the large, comfortable tires, the front finish is a large 130/80 x 18 rim with an even more domed profile. Shaped 180/80x. 14 at the rear, they provide a sleek and fairly solid ride.
And although the tyres are fat – so much so first impressions are that the VanVan’s quite bouncy and imprecise – with smooth, steady input through the wide bars it rewards with surprisingly accurate lines. Its turning circle is tiny, too. All that means the little Suzuki is easy and unintimidating for novices and is great fun around town or at slower speeds where nimble handling is at a premium. It even handles off road reasonably well.
The brakes, meanwhile, comprising a fairly basic, old school single 220mm disc at the front with a 110mm drum at the rear, neither featuring ABS, may also be decidedly basic but considering the VanVan 125’s performance, are up to the job and nothing to complain about.
However, the flip-side of all that is, although the VanVan’s nimble, fun and easy at lower speeds and around town, it’s really not best suited to more open, fast roads where its limited 50-60mph performance and exposed riding position will make riders feel vulnerable. Stick to short hops and smaller roads, though, and it copes fine.
As a basic ‘beach bike’ derived from an older 1970s design you may expect the VanVan 125’s engine to be nothing to write home about – and you’d be correct. But within the context of what it was designed to do it’s mostly up to the job – although most owners do state that they’d prefer a bit more than its 60mph max speed.
Sold only in the UK in the legal 125cc apprenticeship version (in the rest of Europe it was also available with 200cc and 16hp, which we can believe gave it a bit of extra power that some owners wanted), it was forced through an old, fairly basic engine. Single-cylinder, two-valve, four-stroke, air-cooled, SOHC, carburetor induction.
Peak power is an unexciting 12bhp at 9500rpm with peak torque of 7ftlb at 8600rpm. From 2007 it switched to fuel injection, which sharpened throttle response slightly but was otherwise unchanged.
The small air-cooled four-stroke Suzuki RV125 VanVan pulls acceptably in the lower gears but, overall, lacks useful power. There is no maximum speed limit and you struggle to reach, let alone exceed, the national speed limit. Power, however, delivers smoothly, and thankfully, the VanVan runs at 50 mph.
Transmission is via a conventional six-speed gearbox and chain final drive. Disappointingly, considering most Suzukis have immaculate, slick gearchanges, the VanVan’s is disappointingly clunk and agricultural but you get used to it.
The build quality, gearbox, paint, power, tank size, and mirrors of the Suzuki RV125 VanVan are criticized, which is precisely surprising, given the age of the design and its fundamental specifications, but in a strange and utilitarian way. That’s also part of your appeal.
There’s something of the off-roader, farm vehicle or beach kit-car in the VanVan and it’s helping you to be more than capable of making a living on rougher terrain: farms, beaches, etc.
Being a very low voltage design and being in production for a long time, which provides many possibilities to solve problems, the Van Van is also very reliable.
And even though it has limited performance with a ‘fun bike’ nature meaning it’s sometimes liable to be thrashed by unsympathetic owners, generally the little Suzuki weathers all that well, with owners commenting that it’s a relatively reliable bike with no major mechanical issues reported.
That said, the agricultural and outdated nature of the VanVan also means that its paint is a little thin in parts and owners are hoping to keep this rear monoshock greased as it will stand up to the worst weather conditions wherever it is. causing seizure and/or corrosion.
Being a novice-orientated machine that’s particularly popular with shorter, very inexperienced types also means its vulnerable to tipples and associated crash damage, especially to vulnerable, exposed areas, so be sure to examine levers, bars, indicators, pegs, exhaust and so on closely.
This appeal to newbies and even farmers also means that the Van Van is more likely than it can be, either aesthetically or mechanically. Some owners are eco-friendly in the maintenance of motorcycles, resulting in corrosion, poor maintenance, and lack of lubrication and/or adjustment. Others would possibly see the VanVan as an “agricultural tool,” leading to similar problems.
Reviews from our Suzuki Van Van 125 owners say that this is a reliable bike. Thin paint is one of the main drawbacks, but that prevents you from buying one.
Although the Suzuki RV125 VanVan was quite expensive for what it was when sold new between 2003 and 2016 and today its exclusive appeal means used values are still higher than the less stylish but mechanically very similar 125 Travelers, the The little Suzuki is, overall, very reasonable to drive.
These fairly fundamental specifications and its outdated mechanics mean that portions and maintenance are reasonable and straightforward. Maintenance of Suzuki’s small air-cooled single-cylinder “thumper” engine is an undeniable affair: oil changes, chain adjustment, and other normal work. They are very simple, and “beginners” will be attentive to the details, because everything is easily accessible. And if you don’t need to drive it yourself, the garage expenses also deserve to be pretty low.
At the same time, the VanVan’s rather lacking functionality (its more responsive speed of 60mph is among the lowest of the 125 student-legal machines due to a mix of its subordinate force output and the rolling resistance at height created through its fat tires) means that insurance prices and its fuel burn rate are also low.
Many owners report mpg figures in the ’90s, which, even considering the VanVan’s ridiculously small 7. 5-liter tank (including a 1. 8-liter reserve), means the backup light probably won’t come on until after you’ve driven 140 miles.
In addition, many VanVans are still used as commuting vehicles or to commute in limited urban spaces and were drawn to the convenience, ease of use, and affordability of the small Suzuki.
Newcomers and newbies, on the other hand, are often more drawn to the VanVan’s style and flair and simple, non-intimidating proportions. And although, in all honesty, both types of owners would probably be better off buying something like a Honda. In contrast, the CG125, which costs significantly less than the Suzuki RV125 VanVan to buy and operate, the small Suzuki is reasonable enough to satisfy you.
Such is the popularity of the VanVan on the second-hand market. Good examples will cost you almost as much as a new Yamaha YS125 or a Honda CB125F. While it’s possible that none of those motorcycles would suit the style of the VanVan, they would be more economical and more reliable than the Suzuki as a city vehicle.
There’s no denying that the Suzuki RV125 VanVan is a decidedly old style with undeniable mechanics and fundamental specs. So don’t expect much in the way of luxury or the kind of nifty, modern features found in more premium, trendy machines.
That said, the little Suzuki has the maximum of the fundamentals you need, not to mention a few more. Its well-padded saddle is long, low and offers enough space for two; There is a rear luggage rack and grab bar, both welcome; The large tyres and raised exhaust look original and give it a glossy appeal and there’s a small detachable side panel that contains a basic tool kit. But that’s very much your destiny.
The instrumentation only contains a single analog speedometer dial, which sits on a chrome-plated housing and is accompanied by a bank of basic caution lights. There’s no tachometer, no fuel gauge, no gear indicator, and not even a low fuel level light. The mirrors are fine, but the frame is also a bit fundamental: the original carburetor edition also has a manual choke instead of an automatic one. There’s also no stand, which would make it easier to adjust the chain.
In this regard, many owners consider the VanVan 125 to be a bit expensive because it is the minimum device they get for their money. That said, few people complain about it. This is all part of VanVan’s rugged and unique appeal and makes a huge difference.
2003: Suzuki RV125 VanVan launched. Nothing since.
None.
City/paddock bike. Excellent.
Get away from the fast roads, enjoy the country roads and forest tracks. That’s what motorcycling is all about. This makes you a greater driving force as you seek to get the most out of it. My conclusion is that it’s all I need, that’s why the biggest motorcycle was sold.
ideal for a bit of fun
The worst is a bulky agricultural gearbox and slow speed. The most productive drill bits are very, very reliable. Very comfortable and fuel-efficient seat. You can also ride on it for hours. . . And you might want to. 7. 5 litre tank, adding 1. 8 litres of reserve. The backup light comes on at approximately 145 miles, and I’ve covered just under 204 in a single pit stop, with a 2:1 country-to-city ratio.
overall, this is an amazing bike. It does lack certain features you would expect in a more expensive bike, but this is a very robust, and kind of stylish bike. I have one and its my first bike, and im glad i chose it
Look it’s a 125 that’s not quick, but it’s not meant to be quick with that tyre and riding position. If you’d be aiming at a fast motorcycle you wouldn’t be looking for a 125, would you? If you are you’re only fooling yourself. What will get you about this bike is that it is honest. It does not pretend to do anything it can’t do. After trying several 125s you realize that all that ‘sports look’ for a +5mph speed becomes a bit ludicrous. A sports looking bike that isn’t sporty is a poor choice. The van van whizzes along and is easy to handle, it comes with ‘street cred’ from the days when ‘cred’ actually meant something. I suggest if you’re looking to buy one go see it in the flesh. I wasn’t very attracted to it originally but for commuting purposes it is IT, comfy seat, never less than 97 mpg after a year.
I’d say it is a bit overpriced for the equipment it offers but it feels sturdy enough to last.
Surely one of, if not *the*, most comfortable 125s on the market, the VanVan is a very rugged looking effort. Both tires are oversized, but the rear is hilariously large (just like the Yamaha TW125). The old taste of Marmite is how we tend to describe it. Whether you’re immediately interested in its appearance or not: it’s a strange combination of enemy dispatcher, Winebapass motorcycle and 70s off-roader. Personally, I love it. In my opinion, this is one of the few motorcycles made today that doesn’t appear to be primarily made of Lepass, nor to have been modeled after a children’s Transformer toy.
In a way, it is nothing more than a two-wheeled quad. One guy asked me if he corralled farm animals there. I smiled, shyly. Argh. He loves splashing around in the dust of the alleys and will boost students’ confidence in the blink of an eye. But it also has an insatiable flavor for narrow streets and urban environments: the big tires and wide seat soak up those overlooked road surfaces like no other. Also note that shorter passengers will have no difficulty reaching the ground in the VanVan.
As mentioned above, there is also a very informative online page encouraging homeowners to embrace maintenance – YouTube uploads and photographed step-by-step guides abound, all provided by highly experienced professional drivers and mechanics. Suffice to say, the bike’s tough little engine is a no-brainer: oil changes, chain adjustments, and other miscellaneous normal responsibilities are a breeze. Beginners will be in their element.
Admittedly, it has little to offer in terms of speed, but it likes to try and will take you up to 50 in a way that will soon make you smile. And don’t be surprised if, when you pass out to get a newspaper and a package of Cutter’s Choice, you find yourself taking an hour or more on the way home.
It has no tachometer and doesn’t even have a fuel gauge on older carbureted models (however, there is an outdated tripometer that makes it impossible to keep track of how many miles you’ve traveled since you filled the tank). It also doesn’t have a middle bracket, which makes greasing the chain a little tricky if you don’t have a transmission to spin it back and forth. So yes, the VanVan is something very fundamental: it is actually aimed at classic motorcycling. Also, the paint is a little thin in places, and you should actually check to keep the rear monoshock oiled because it will withstand the worst weather situations wherever you find it. However, there is a very undeniable way to improve the rear fender: a common mod that all owners deserve to adopt. The same goes for a “fender extension” for the front as well, where once back the shit gets thrown into the frame. But once those undeniable responsibilities are met, and if owners take a little time to normally spray the VanVan with WD40 type products, and perhaps applying wax and/or Oyl grease around the frame and underneath (where the plug is of the sump), the VanVan will do it. The maximum will probably work with normal oil changes.
In terms of price, you’ll have to take your chance – earlier this year I dropped a 2004 plate with just 96 (!) miles on the clock, and it cost me just under £1,500. Yes, the motorcycle had been sitting for 8 years (I have no idea what the story was, as the motorcycle had obviously not been ridden, dropped or even damaged). They appear on eBay every week, and similar motorcycles can cost more than two thousand dollars one week and 1,500 the next. It took me a few weeks to get a CBT, then I wanted an MOT and one or two other things (clean carbides), but in the last few months I’ve done 1,500 miles. Mostly partly diet. But the motorcycle now runs perfectly and still needs to please. I will never sell it. I couldn’t, it’s too beautiful.
My first geared bike was the oddly (and cutely) named van …… van. questionable why the design team choose that name, but what i know is that its a corker of a bike very few people know! big tyres are the most exotic thing a 125 can sprout without it having to be a performance issue, and at £1799 new, was a bargan i wanted to have in my life!!! equipment was poor at best, but the feel, the enjoyment and fun i had on it was astounding, and when everyone went for ghastly YBR125’s, i was so much cooler on the Van. all day comfort when chugging to whitby and back the long (185 mile) way from hull was bliss. i know its a non sporty 125 so giving it more credit than it deserves may be a sly personal chose but for us image concious youths, something crazy and sweet like this is just what i longed for when i was 18. i wish i could of had it in those retro colours though ….. gahhhh
Having been in the monkey scene for several years, 4 other friends and I have purchased Suzuki Vanvans. Visit suzukivanvan. co. uk for photos, modifications, accessories and ride reports, adding 800 miles to the Alps in France and Italy. , and Switzerland!!
I bought an RV125 because I was looking for a smooth and agile urban motorcycle as a second-hand motorcycle; However, I admit that I ended up opting for it over other, more practical opportunities because of its cute, modern, and old-fashioned style. Yes, it lacks the most practical things. In the end, its meager punch is adequate to wear you down at 50 mph fairly quickly. The engine runs fine when bumped; It takes off at full speed out of traffic, keeping you stuck while shifting on the fly with a deft slip of the clutch, and is fast enough to stay ahead of cars. You want to expand the sense of maneuverability of the caravan; First impression is that it’s quite springy and inaccurate, but what you want is a smooth and stable input, which you reward with strangely precise lines, even on agricultural balloon tires. In motion, the stance has a supermoto touch, and you position yourself by putting a lot of weight on the front while countersteering with the wide bars, seeking to maintain as much speed as possible. In fact, it’s really exciting to ride a bike around the city and I’m still delighted. The biggest misfortune is that the Van Van is only sold in the UK in a legal 12 HP version; in the rest of Europe it is sold with 200cc and 16hp, which I think the Array gives it the little extra punch it wants.