APRILIA SR GT 125 (2022 - on) Review

The SR GT may be a charismatic cheeky chappy in the car park, but it’s all business in the bends. With Showa USD forks and twin rear shocks, a 14" front and 13" rear wheel and new Michelin Anakee tyres, this is a scooter that truly handles like a small motorbike.

Those bigger wheels contribute to a high, 175mm ground clearance that allows you to barrel through corners with gay abandon, safe in the knowledge that should your ambition outweigh your talent a gentle squeeze on the rear brake will drag you round without drama. Even when taking complete liberties, the SR GT remains stable and reassuring.

But by opting not to go for a true big-wheel scooter sizes, Aprilia have kept the bike feeling agile and responsive at low speeds. Picking your way through a traffic jam or tricky side streets isn’t just easy, it’s instinctual. I think any rider with any level of experience could handle it in tight spaces.

Should you need to dab your feet down at very low speed it’s very easy to do so with a low 799mm seat height that’s further aided by a chamfered seat shape that creates a narrow width at the front.

The 125 version here gets a linked braking system which is more than powerful enough for a 144kg (at the kerb) scooter and never felt as though it was affecting my ability to brake how I wanted. The slightly higher capacity 200 gets single channel ABS at the front.

The latest generation i-get engine is smooth and efficient with enough poke to get you up to speed in town. It’s a twist-and-go set-up that works well – Piaggio know a thing or two about making scooters – and the brushless starter/regulator system means that it’s very quiet at start up. You also get stop-start technology, which works seamlessly, but is easily disengaged with a single switch on the handlebar if you don’t like it.

The 200 model gets a brand-new 174cc version of the i-get that gives it a little more poke – around 2bhp extra – which will get you ahead of the 125s in inner-city traffic light GPs but only makes a subtle difference overall.

Crucially, the extra capacity and power will mean that an A2 bike licence at least will be needed to ride it in the UK, a hurdle that might spell trouble for the sales figures.

The build quality feels good for the class with a good finish on all the metal components and sturdy plastics on the bodywork. Piaggio Group have knocked out millions of scooters and it would be a surprise if the SR suffered with much in the way of mechanical trouble. How the metal surfaces will cope with UK winters and gritted roads remains to be seen.

All of the switchgear feels sturdy and grown up and is easy to use in a thick glove and the finish on components like the mirror stems and pillion grab rails seems strong. You get a proper metal bar clamp and motorcycle-style handlebar, too, which adds to the big-bike aesthetic.

The only place that looks slightly flimsy is the pillion footpegs, which fold away almost flush to the side of the bike... but not quite. They also have a slightly iffy plasticy quality. The fact I’m even mentioning it is testament to how solid the rest of the bike is.

The standard SR GT 125 costs £3700 or £3800 for the Sport version (with the better colours, tinted screen and fake carbon-fibre). The standard 200 costs £3900 and then it’s £4000 for the Sport model.

This may seem expensive compared to competition from the likes of the Honda PCX125 (£3299) or Yamaha NMax 125 (£3400) but these aren't the models the SR GT is aiming for.

The real rivals for the SR are the Honda Forza 125 (£4949 in 2021) and the Yamaha XMax 125 (£5050) which both make the Aprilia look like exceptionally good value. The 200 also undercuts competitors like the Honda ADV350 but is completely outgunned in terms of power.

The SR is pretty well-equipped as standard with stop-start technology, a white on black LCD display that can display everything from air temperature to MPG and average speed and Showa suspension.

The storage could be better – I couldn’t fit a full face AGV helmet in – but it’s ample for a bit of shopping and your work clothes. You do get a little cubby to put your phone in that holds it still so it doesn’t rattle around and has a USB port for charging, too.

Aprilia’s MIA connectivity system is available as an option on all models but I think it’s a shame it’s not standard on the sport at least, especially given the young demographic it’s aimed at.

There are lots of accessories to choose from, too, including a 33-litre aluminium top box, crash bars and bigger touring screen (which was fitted to our test bike).