Derbi GPR 50 [2003 – 2016]: The Pocket Rocket That Redefined 50cc Sport Riding

Introduction

The Derbi GPR 50 isn’t just a motorcycle—it’s a rite of passage. From 2003 to 2016, this Spanish-built two-stroke icon carved its name into the hearts of riders seeking sporty thrills in a 50cc package. Designed to bridge the gap between practicality and adrenaline, the GPR 50 became a cult favorite for new riders, track-day enthusiasts, and those nostalgic for the scream of a high-revving two-stroke engine.

I recently had the chance to swing a leg over a well-maintained 2012 Derbi GPR 50 2T, and within minutes, it was clear why this bike still sparks debates in online forums. Let’s dive into what makes this generation unforgettable—and why it still matters today.

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Design: Aggressive Looks Meets Youthful Energy

The Derbi GPR 50’s design screams “race replica” even at a standstill. With its sharp, angular fairings, twin headlights (on later models), and raked-forward stance, it mimics the aggressive posture of larger supersport bikes. The 17-inch wheels, wrapped in sporty rubber (110/80 front, 130/70 rear), add to the illusion of a full-sized machine—until you notice the compact 1,310–1,360 mm (51.6–53.5 in) wheelbase.

Color schemes evolved over the years, ranging from bold red/black combos to eye-catching yellow/black liveries. The Racing Replica editions, like the 2009 Di Meglio model, took styling further with race-inspired decals and minimalist bodywork. Even the “Nude” variants retained a streetfighter charm, trading fairings for a naked front end while keeping the muscular fuel tank and upswept exhaust.

Ergonomics are sporty but surprisingly manageable. The seat height ranges from 770–845 mm (30.3–33.3 in), accommodating shorter riders without sacrificing the tucked-in riding position. The clip-on handlebars on faired models demand commitment, while the Nude’s flat bars offer a slightly more relaxed stance.

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Engine and Performance: The Two-Stroke Screamer

At the heart of the GPR 50 lies a liquid-cooled, single-cylinder two-stroke engine displacing 49–50cc. Output figures hover around 8.5–8.8 HP (6.2–6.4 kW) at 9,000–10,000 RPM, with torque peaking at 5.9 Nm (4.4 lb-ft). Numbers alone don’t tell the story—this engine thrives on revs.

Twist the throttle, and the Dell’Orto PHVA 14 carburetor feeds the hungry cylinder with a mix of air and two-stroke oil (thanks to its mechanical oil pump). The result? A powerband that hits like a switch at 7,000 RPM. Below that, it’s docile; above, the exhaust note sharpens into a metallic wail, propelling the 102–130 kg (224–286 lb) bike forward with surprising urgency.

The 6-speed gearbox is a masterstroke. Unlike many 50cc rivals limited to 5 gears, the Derbi lets you chase every last RPM in sixth gear—crucial for squeezing out top speeds around 90–100 km/h (56–62 mph). Clutch action is light, though the multi-plate clutch demands finesse during aggressive downshifts.

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Handling: Lightweight Precision

Weighing as little as 102 kg (224 lb) dry, the GPR 50 feels like an extension of your body. The tubular steel cradle frame and inverted front forks (35–40 mm diameter) provide a rigid yet forgiving setup. At speed, the bike carves corners with go-kart immediacy, while the monoshock rear (110–120 mm travel) soaks up bumps without wallowing.

Tire choice plays a role here. The classic 110/80-17 front and 130/70-17 rear combo offers stability mid-corner, though some riders upgrade to stickier rubber for track use. Braking is handled by single discs front and rear (180–220 mm), adequate for the bike’s weight but benefiting from aftermarket pads for harder use.

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Competition: How Does It Stack Up?

The Derbi GPR 50 faced fierce rivals in the 50cc sport segment:
- Aprilia RS50: Similar two-stroke performance but pricier. The Aprilia’s chassis felt slightly more premium, but the Derbi countered with better parts availability.
- Yamaha TZR50: Yamaha’s entry relied on a milder 5-speed gearbox and softer suspension tuning, appealing to commuters but lacking the Derbi’s track-ready edge.
- Gilera Runner SP 50: A maxi-scooter alternative with comparable power but entirely different ergonomics—no match for the GPR’s sporty thrills.

Where the Derbi shined was its balance of affordability, tunability, and race-bred aesthetics. Enthusiasts could bolt on aftermarket exhausts (like Arrow or LeoVince systems), upjet the carb, and extract over 12 HP—a cheat code for local kart tracks.

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Maintenance: Keeping the Two-Stroke Alive

Owning a Derbi GPR 50 means embracing two-stroke upkeep. Key considerations:
1. Oil Injection System: The mechanical oil pump requires regular checks. Many riders premix fuel as a precaution, especially after performance mods.
2. Carburetor Tuning: The Dell’Orto PHVA 14 is reliable but sensitive to altitude/temperature changes. Keep jets clean and consider a rebuild kit every 5,000 km (3,100 mi).
3. Cooling System: Flush coolant annually to prevent corrosion in the liquid-cooled engine.
4. Exhaust Power Valve: Later models featured adjustable valves to optimize powerbands—clean carbon buildup frequently.

At MOTOPARTS.store, we recommend upgrading to a high-flow air filter and sintered brake pads for sharper response. Stock up on NGK B8ES spark plugs (gap: 0.5 mm/0.02 in) and Castrol Power 1 TTS two-stroke oil for peak reliability.

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Conclusion: A Legacy of Accessible Thrills

The Derbi GPR 50’s 13-year production run proves its staying power. It’s a bike that taught a generation to ride aggressively, tune meticulously, and fall in love with two-stroke theatrics. While emissions regulations have sidelined bikes like this in recent years, the aftermarket community keeps the GPR spirit alive.

Whether you’re restoring a 2003 model or hot-rodding a 2016 finale edition, the GPR 50 remains a canvas for creativity—and MOTOPARTS.store is here to fuel every rev-happy mile.

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Specifications sheet

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