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Based on Cagiva’s original Mito 125, the SP525’s engine has undergone a revamp to keep it functional within the boundaries of tightening emissions regulations. Two catalysers in the exhaust, an electronic two-stroke oil pump and ECU controlled carb are part of the clean-running process. In unrestricted form the engine is unstressed; derestricted will see the return of explosive two-stroke performance.

The Cagiva Mito SP525 is nothing but pure sports focussed. Compact, quick steering, light, with firework-like performance in full-power form (14.5bhp restricted). Think 125cc MotoGP machinery and you’ll be very, very close to how the Cagiva Mito SP525 behaves. But it is a road bike, for this reason the bike is also stable and the suspension is road biased (not hard, not soft, just suited to deal with road riding).

Component quality has never been an issue with the Cagiva Mito, it’s just the bikes always, always get a hard time from youthful owners. Keep it clean and serviced and there’s no reason why so many secondhand Cagiva Mitos should look like they’ve only just survived a nuclear holocaust. Engine-wise it should fare well in restricted form. When full power is sprung free the engine will undoubtedly get a hard time – after all it is only a 125cc machine and most seventeen year-olds will struggle to maintain a high performance two-stroke.

A quid short of £4000 is a lot of money for a 125cc machine in anyone’s book. But what a machine! If you can afford the mostest 125cc machine available then the Cagiva Mito SP525 is exceptional value. Otherwise the Yamaha YZF-R125 and others are very much value for money.

Modern running gear and up to date engine ancillaries are part and parcel. If full marks could be given to just plastic then the Cagiva Mito SP525’s bodywork rates 5 out of 5. Brembo single front brake and non-adjustable Marzocchi forks work fine up front, the Sachs rear shock is preload adjustable only.

The Cagiva Raptor 650′s engine is lifted straight from Suzuki’s SV650 but with fueling mods which make the power delivery smoother and it feels faster thanks to lower gearing. It’s a cracking engine – there’s pleasingly lumpy character at low revs and it’ll make that distinctive twin noise but the mid range’s smooth and it revs high enough for a little rush at the top of the tacho.

You sit very low in the Cagiva Raptor 650 – great for shorter folk but it’s too low for urban riding. Out of town it’s a nifty mover – light weight and wide bars keep it nimble while comparatively conservative geometry means it’s stable. Great brakes – noticeably better than the SV.

We’re being harsh with a ‘2’ here – not because the Cagiva Raptor 650 is a bad motorcycle, an unreliable motorcycle or a poorly built motorcycle. The problem is dealer back up or, more specifically, the lack of it. If you want parts and specialist servicing knowledge, you’ll probably have to travel. Finish is patchy but no worse than many Japanese bikes.

This is a competitive sector of the market where seasonal discounts can take 25% or more of bikes’ prices. The Cagiva Raptor 650’s a few hundred quid more than most competitors – but arguably worth it for the exclusivity, decent brakes and standard Pirelli tyres. Can be a real bargain used.

The Cagiva Raptor 650 has not a lot of surplus kit but on a bike like this you don’t need it. The riding position’s surprisingly comfy and the small fairing from 2005 on reduces bullying from the wind blast at higher speeds. A removable seat hump is a nice touch and up-side down forks are rarely seen at this price level.