New 2025 PCX125/New NMAX125: A Comprehensive Comparison of Japanese Introductions

The new PCX125DX was on display at the EICMA venue. Its new sharp design, which inherits the design of previous PCX models, is attractive.

In Europe, the PCX will be a 125cc model that is A1 license-eligible, but a 160cc engine model will likely be available for the Asian market.

The headlights, which are based on a "V" motif, are perhaps the most symbolic feature of the new design of the PCX.

The NMAX125, the youngest model in the Yamaha MAX series, is a 125cc version of the 155cc model that was already introduced in Indonesia.

The higher-end model, the PCX125DX, ​​is equipped with a shock absorber with a separate reservoir tank on the rear and a TFT color screen for the meter.

The NMAX125 TECH MAX shares the same bodywork as the standard model, and is equipped with a TFT color screen and a special seat.

The PCX's engine is an enhanced "Smart Power Plus" (eSP+) 4-valve engine equipped with a Euro 5+ compliant O2 sensor.

The NMAX's engine is an economical 125cc engine developed using Yamaha's Blue Core technology, and complies with Euro 5+ emission regulations. As mentioned above, it is equipped with VVC and SMG.

Next, let's look at the body. The NMAX uses a backbone type frame instead of the underbone type frame that is standard for scooters, and the PCX has also changed to a double cradle type since the third generation. Both choices are more important than ease of getting on and off, and can be said to be a choice that prioritizes driving performance over ease of getting on and off, and it can be said that it is a choice that made the choice to be a sports scooter. The wheel size of the PCX is 14 inches in the front and 13 inches in the rear, while the NMAX uses 13 inches front and rear. Originally, the PCX had 14-inch wheels front and rear, and the rear tire size of the first model was 100/90-14, but the size was increased to 120/70-14 in the third generation, and further changed to 130/70-13 in the fourth generation. On the other hand, the NMAX has used a 130/70-13 size rear tire since the first model, and the PCX has been adapted to this.

Both bikes have front and rear disc brakes and ABS, and the suspension is upright front forks + rear twin shock, but only the PCX125DX comes with a reservoir tank. The PCX weighs 133kg (DX is 134kg), while the NMAX weighs 132kg, making it 1kg lighter, and when you consider the engine specs and other factors, you can say that the two bikes are truly on par with each other.

The PCX has a 14-inch front wheel. The brakes are single disc type and of course come equipped with ABS as standard.

The NMAX has a 13-inch front wheel. The brakes are single disc with ABS, the same as the PCX.

The PCX125DX is equipped with a rear shock absorber with a separate reservoir tank, so you can expect a higher level of riding performance.

Regardless of the grade, the NMAX rear shock absorbers are a simple one-piece type that firmly supports the weight of the spring with a twin type shock absorber.

Both Honda and Yamaha are strengthening their connected functions. Demand is particularly high among younger generations, and new models, from large to small, are being equipped with these features one after another.

The PCX has a larger luggage space under the seat at 30.4L compared to 25L for the NMAX, and the PCX is one step ahead in terms of loading capacity, with an optional smart key-linked top case available. Both vehicles are equipped with one USB-C type USB socket that can be used to charge smartphones and other devices, and both vehicles also come equipped with a smart key as standard.

The PCX has a large luggage space of 30.4 liters under the seat, and the optional top case is also available that is compatible with smart keys.

The NMAX's under-seat luggage capacity is 25L, which is enough to store one helmet and a jacket.

Both motorcycles are equipped with a USB-C type socket. It is an essential item if you want to use functions such as connecting to a smartphone.

Considering that the TFT full-color screen makes it much easier to use, the PCX125DX and NMAX125TECH MAX are attractive. By the way, if you look at the prices in the UK, the PCX125 and PCX125DX are still undecided, the NMAX125 is £3,600, and the NMAX125TECH MAX is £3,900. The price difference between the NMAX125 and NMAX125TECH MAX is about 8%, so since the current NMAX ABS is 345,000 yen, if the new model is changed to a new model and the price is raised by about 10%, it will be 379,500 yen (excluding tax), and the TECH MAX will be 8% higher, at 409,860 yen (excluding tax). The current 125cc PCX model is priced at 330,000 yen (excluding tax), so a 10% increase would bring the price to around 366,300 yen (excluding tax), and the DX to around 395,000 yen (excluding tax).

Either way, both are attractive vehicles, and both will likely be unveiled at the motorcycle show in the new year. The grades to be introduced have yet to be decided, but there is a possibility that the PCX 160 and the NMAX TURBO will be announced at the same time. Honda and Yamaha have collaborated to some extent, but as they are competing head-on in this class, expectations are building.