The future is bright, the future is here, but it isn’t orange – no, the colour, for now at least is red! Scootering has potentially changed forever with the launch of the new CPI GTR 50. T&G were invited to not only sample the last of the pre production models but to also have some considerable input into the final set up and specification that will be used for the model when it hits the streets around the end of September.

The GTR is like virtually no other machine currently around, but the feeling it won’t be for long is very strong. The GTR successfully morphs the accepted visual signals from both genres and comfortably bridges that gap between the sports bike and twist ‘n go scoot.

Looking for the entire world like a bare stripped down Ducati Superbike, the automatic 50cc machine, even at a standstill is a real show stopper. Designed, developed and tested entirely in Austria, it is only the final process of manufacturing that is carried out in the Far East. Even then the work is not farmed out to a contractor or individual factory, as the CPI company owns its own fully equipped and modern production unit in Taiwan and the same incredibly high standards set in Austria are mirrored on the other side of the world.

Company principle and keen rider, Hans-Jürgen Leeb and his team not only do their great work at the Austrian factory and offices situated in the sleepy alpine town of Wolfsberg, but also use the superb research and evaluation facilities at Graz university as they create the stunning GTR along with similar machines yet to see the light of day. This is so much more than just another far eastern scoot and owes far more to its Europeans roots than is initially visible. The build quality is top-notch stuff, as is the work gone into development and assessment. At every stage the GTR has been scrutinised closely and those all-important little touches attended to long before the production version hits our showrooms.

The spec of the machine is impressive, the dash has the potential to deliver lap times, average speed and as well as the more conventional speed read out and mileage while the chassis and components are capable of performing way beyond that of a 50cc machine. Even the headlights, with their twin 55w menacing eyes, exceed most small machines capabilities.

Riding The Hybrid

Lovely little touches stolen from the bike world are all over the GTR, from the Honda Fireblade-like dash to the sporting end can and fuel cap. The fairing and overall design owes little to the world of twisting and going - none the less, this is a pure T&G machine with the usual variable belt final drive and simple ease of driving.

In use the GTR feels like any small bike, very capable in twisty bits and eager to please, Using the very best of everything, the soft compound Heidenau tyres act just like the real thing and with very little weight to carry grip tenaciously, even in the tricky conditions found half way up an Austrian mountain.   the Lights are the same technology as MERCEDES uses

The ride is initially confusing to the brain with the senses shouting aloud that this is a bike like any other and several times I reach for the rear brake lever to clutch it and change gear. Even braking caught me out most times, with my right foot attempting to press a non existent lever. Normally, as we have to do several times most weeks, it is easy to jump off the latest Superbike "hot ship" straight onto a scoot without trouble, but this feels like a bike - it even looks like a bike, so the initial confusion is understandable. The chassis came into its own during the photo shoot as we hurtled the little machine down the side of a tortuous and twisty mountain route several times. The GTR never put a foot wrong and accurately tracked the narrow road superbly. The auto engine apart, the GTR handles and feels exactly like a proper bike. The forks handle the front end impeccably, while the readjusted rear gives superb feedback enabling some ridiculous corner speeds.


Grabbing a tight hold of the front brake lever (which in turn gets the two pistons biting hard into the 250mm discs surface) provides awesome braking with tremendous initial bite and a good strong consistent stopping sensation all the way down to a huge stoppie. The rear is also very sharp with the ability to lock up the wheel at any speed and must be treated with great respect when the bike is anything like away from the vertical.

Having spent over a year now in development, it was with some surprise that, upon our initial ride, we were asked for our opinion on several areas of the machine. By the very next day, every issue that we brought to the development teams attention had been attended to and altered to Tag’s liking and the suggestions implemented into the final production version. The twin shock rear suspension, for instance, was too hard and couldn’t keep the rear end in proper control when cornering hard. Some alternative ideas were banded around and altered to suit, making the already agile machine even more so.

All we need now is for the GTR to spawn a whole new breed of larger capacity bike-like autos. This can only be good for the person that wants to buy into the more mainstream biking culture, but without the hassle of learning about gears and clutches.

In the very near future a factory produced 70cc tuning kit and a whole host of GTR accessories are on their way especially for the UK customer.