197 Lb. of Excitement

197 LB. OF EXCITEMENT

CYCLE WORLD TEST

HONDA CR125R

Seldom do we see a mediocre motocross model move into the spotlight of best in class in a single year. The 1983 CR125R has done just that. The ’82 CR125 was a mismatch of quality parts that almost worked right.

Perhaps the most annoying and hardest problem to fix was the towering (39 in. high) seat. The ’83’s seat has been lowered 2.5 in.

A new chrome-moly steel frame has a bolt-on rear sec tion to ease maintenance. The steering head angle has been altered from 26° (1982) to 27° for `83. Trail' has also changed from 3.9 in. to 4.1 in. Footpegs are new and mounted 3mm higher on the frame. Yet another new aluminum swing arm is used. It looks the same as last year's but is nar rower, and is almost an inch longer than before. Aluminum Pro-Link levers with new ratios reduce load on the shock.

We criticized last year's shock for lack of rebound damping adjust ment; this year the Sho wa shock has 20 rebound and 12 compression damping adjustments. Rebound is adjusted at the bottom of the shock, just above the clevis mount. Compression is adjusted by turning a knurled knob at the top of the shock reservoir.

Forks are KYB this year with adjustable compression damping. The adjusters are on the bottom of the fork’s sliders and require standing on one’s head to reach. Turning the adjuster all the way in produces the stiffest damping, all the way out (eight full turns) is the softest. The Showa forks on the 250 and 480 CRs adjust differently; one full turn is four positions. So, don’t adjust the 125’s forks as you would the larger CRs. Fork travel is 11.4 in. Four-bolt aluminum triple clamps with an aluminum stem hold the 38mm stanchions tightly. The fork springs are designed so no air pressure is needed for normal weight riders although air caps are standard in case you prefer a stiffer fork action.

No engine has been changed as much as often as the Honda 125. Nor are we complaining; last year’s delivered mucho power, all at the top. Too much there and not enough elsewhere in the range, as it happened, so this year’s modifications are aimed at gaining torque and power band width.

As a not-incidental benefit to this, every time Honda’s engineers redo the 125, it gets >

smaller and lighter. The ’83 weighs only 36 lb., dry.

The cases are revised, the crankshaft, connecting rod and piston are unchanged. The exhaust port is lower in the cylinder. The intake port is larger and the port’s floor is lower in the barrel. The transfer ports are raised, all of which means the incoming and outgoing charges are more efficient lower in the rev range. The cylinder head gives a high compression ratio, 8.6:1 compared with 8.3:1 last year. The bolt pattern for the head studs has a larger radius and the studs are now outboard of the water jacket. The ignition’s electronically-controlled advance curve has been changed to match the relocation of the engine’s torque curve. The exhaust pipe’s shapes are retailored for the same reason, and the bends are different to work with the lowered radiators. At the end of the pipe is a cute little aluminum silencer. It’s rebuildable, although doing so requires removing and later replacing pop rivets. The 32mm Keihin is carried over for ’83, along with a six-petal reed valve. The reed valve cavity, between the reed cage and the barrel, is now lined so the mixture will flow more smoothly than it did across the rough casting.

Different power characteristics need different gears. The gears themselves are bigger and the ratios of 3rd and 4th have been changed. They are farther apart, wider ratios in other words, because the power band is wider. New shift forks and linkage improve things there. The bigger, stronger clutch gets a damper on the clutch basket.

Which came first here, we don’t know, but the primary drive and countershaft sprocket have been moved from right to left, and the kick start thus moves from left to right. The new lever is lighter and shorter, while the different sprocket location means still another new hub.

Plastic components are nicely made. The gas tank still holds 1.7 gal. but it’s reshaped so more of the gas is carried lower on the frame. The radiator’s air scoops are tucked in tightly, firmly attached, and nothing catches on the rider’s legs while he’s climbing around on the bike. The decals are wisely placed on the air scoops where they don’t get rubbed off, keeping the bike looking good for a long time.

Number plates are restyled and match the rest of the styling. Both fenders are reshaped and do a good job of keeping the track off the rider. The slick-looking safety seat is shaped perfectly, has foam of the right density and a quality seat cover. Bars and levers, both foot and hand, are shaped right and the rider doesn’t have to search to find any of them. Both hubs have strong straight-pull spokes that stay tight, even when the bike is ridden hard. The Bridgestone tires work well on a variety of ground. About the only parts unchanged are the grips. And Honda’s soft, tough, long lasting grips are the best you can get.

The ’83 Honda CR125 is as different on the track as it is on the showroom floor. The awkward feel of last year’s 125 is gone. Riders are instantly comfortable on the ’83. The lower seat, longer wheelbase, less steep rake and increased trail combine to stabilize the bike and eliminate the ’82’s tendency to loop under full power.

Power is vastly improved; gone is the high revving, weak-in-the-mid-range engine of ’82. The ’83 engine has great mid-range, fairly good bottom end and less top-end power. There is some lag right off idle, then the engine comes alive and starts producing. The rider has to shift sooner than he did on last year’s 125 but the trade-off is worth it. Honda suggested we try a rear sprocket with two more teeth than the standard sprocket. The larger sprocket eliminated the lag and let the engine get into the powerband earlier.

With the gearing change it’s no problem keeping the quick-revving 125 in the usable power band. It will stay on the pipe in tight turns with a minimum of downshifts. If the rider misjudges the right number of downshifts, a quick tap on the clutch lever brings it into full-ahead mode.

Cornering is so much better on the ’83 it’s hard to believe there is only one model year difference. Gone is the towering, fall-off feel. The CR125 just goes where the rider wants. Drag the handlebar if you wish, lean a modest amount or ride through the corner on the flat, the CR doesn’t fight back or try to convince the rider it prefers some other method.

First gear is a bit on the tall side with the standard sprockets, perfect with the larger j rear sprocket. There are no lags or jumps between the gear changes and the bike shifts under full throttle as long as the rider taps the clutch a little. Shifts are smooth and precise. The ra, tios are still close, as they should be on a 125 motocrosser. Long straights find the rider topped out before he thinks he should be. It’s no problem at most tracks unless they have long, uphill starting areas.

Clutch action is still quick and grabby which works out as an advantage when exiting berms but it takes a little adjustment time for some riders. The new clutch material is better and the clutch will take a lot of abuse before it gets hot.

The CR’s suspension is just right. The forks soak up ripples and large bumps without complaint. The rear responds well to all terrain and the damping adjustments let the rider set the bike up to his preferences. We liked the rear adjusted to 4 in. of sack, rebound and compression damping set on full soft. Ten weight oil set at 6.3 in. and three turns out on the compression damper works best in front.

We could find very little to complain about on the 125CR. It starts easily, warms up fairly quickly, doesn’t require much maintenance, it’s fast and has a usable powerband, the right gearbox ratios, strong clutch, good plastic components, decent tires, strong wheel assemblies, strong brakes and neat looks. What else is there? Si

HONDA

CR125R

$1738