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Issue link: https://magazine.cyclenews.com/i/125816
taken at moderate speed, couldn't foil
the CR-125's cushions at any speed it
would obtain. Included in the "every
other pair of shock class" are the stock
items on a 250 Elsin'ore. In short, the
suspension is great.
The 125 puts much less demand on
the rider getting comers down than does
the 250. The Elsinore will be insistent
that you have a well thought out line,
and if ypu're sure, it will do it in a big
hurry. But you better be sure. The 125
will take any number of lines on the
spur of the momen t. 1t does it at your
whim and not its own. Only in very
slow corners will it require the
bar-turning that the Elsinore does.
Tightening ,up a line in a moderate to
fast comer is simple. Just lean it a little
more 'and dial some power. The Elsinore
will do it. too, but it's nowhere near as
simple.
The CR-125 has an amazing braking
poten tial,' and the handling will let you
use those brakes creeper in to comers
than should be prudent or likely. The
little Elsinore just loves being stuffed
into comers too fast. Even' on skatey
surfaces the front wheel doesn't push
under deceleration. With a neutral
throttle the bike's line will tighten up
just a little. While both hubs are smaller
than those found on the 250, the 125
seems to develop sligh t1y more braking
potential for the weight it carnes. The
binders will haul the bike down
impressively. The rear works well over
rough surfaces. It is cable actuated,
which cures the stutlers, and the cable
actuation leaves little to be desired in
sensitivity. The front brake is a standard
to work from.
Due to an exorbitant use of alloy,
the CR-125 bounces the scales right
down around the FrM minimum (176
pounds). In fact, Honda opted for a
steel tank and sprocket (In departure
from the 250.) in order to get the
weight above the limit. The steel tank is
more durable than the aluminum one
found on the 250, but just can't quite
match the. alloy for looks. The fUler
hole is also a bit smaller.,
The motor is really very similar to
the 250 unit. While it is in effect more
pipey, the power bands are about the
same. The 250 develops enough more
horsepower and torque so that it feels
torqueier than the 125.
The 125 requires that you keep it
buzzing, and six speeds both emphasize
and assist. Another one of those tricky
Keihins moun ts on the back of the
cylinder and delivers super-crisp throttle
response. The throttle tum is around
3/16, and, if the engine is on the power
hand, the aC,tion starts right away. Off
the power band the engine doesn't load
up or falter, it just develops about one
third the horsepower. It is necessary
that you pick the right gear or be in
major distress upon occasion.
Transmission throws are very short,
and the action is very precise. Just a
twitch on the throttle and a nudge on
the lever does it. When listening to an
experienced rider shift the 125, it is
very hard to tell when he is shifting. Six
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... Keep it on the pipe and the 125 will exit turns with all necessary haste.
speeds 'can become a jumble in a second
gear comer at the end of a sixth gear
straight. It takes lots of familiarity to
not come up in first or third upon
occasion. Also, the throws are so short
that is possible to shift by acciden t. A
little additional spring pressure would
probably help. The spacings are right for
motocross, which is the singular purpose
for which the bike was in tended. The
ratios get closer and closer as you go up.
Fifth and sixth can be hard to tell apart.
One suggestion: With a wide ratio set of
gears (option?) this hike could be a
terror in the desert.
The CR-125 looks just like the 250
at about an 80 percent reduction. The
seat.tank profUe is famiUar, but
narrower. The bars are smaller
chrome-molybdenum items. The fenders
•
...Probably the most functional cable