Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/127134
The 1988 Honda CR125 looks the' same as the '87 model, but performs quite differently. Test: 1988 Honda CR12SRJ It's changed, but is it any better? By Nate Rauba Photos by Kinney Jones At first glance the 1988 Honda CR125 may seem to be nothing more than a 1987 CR updated with n ew colors and graphics. But upon closer inspection you'll find there are a number of changes to the '88 model which make it almost I acycle from it'sdifferent motorcompletely '87 predecessor. Larger water jackets in the silver-painted cylinder help to improve cooling and several piston changes were made to improve reliability. 20 Visually, the '88 CRl25 stands apart from the '87 machine with new colors. The plastic is now a deeper red than it was before, similar to the old Maico red color, and the number plates are now white instead of black. A matching red seat cover rep laces last year's blue vinyl, and the cylinder has a natural silver-colored finish rather than black paint. New graphics on the radiator scoops complete the visual make-over. Internally several changes have been made to the motor which are designed to make the CR more reliable and give it a peakier powerba n d compared to last year's powerplant. Although last year's machine had a strong motor, it also had a reputation for seizing. This year H onda set out to shake that reputation and made several changes to the engine, almost all geared toward improving reliabili ty. . The cylinder is slightly larger in overall dimensions than the '87 mill, due to larger water jackets for improved cooling. Displacement sta ys the same at l24 .8cc. Porting specs have been altered to increase top-end power. The piston, wrist pin, rod and bearing have all been redesigned for better durability. Wrist pin diameter has been increased by one millimeter, requiring a corresponding change to th e piston, rod and uppper bearing, The piston has also been made more reliable by eliminating last year 's weight-saving holes near the wrist pin. Fuel is still fed into the cylinder from a 34mm oval-shaped slide Keihin carbretor and through a case reed-valve induction system. Reed material has been changed and the intake track has been shortened, so fuel reaches the cylinder from the carb faster, thus improving throttle response by making it a little quicker. T he Automatic Torque Amplicatio n Chamber (ATAC) exhaust power-valve has been recalibrated, so the valve will close off the exhaust chamber approximately 1000 rpm earlier to reach maximum to p-end power sooner. Changes to the chassis are more su btle. T he biggest change is to the 43mm Showa cartridge fork. There's a new damper valve design to smooth out compression damping action. ' Firm er spring ra tes have been added to soak u p th e lar ge bumps better, and improved friction-figh ting syntallic bushings are used for consistent sliding action throughout wheel travel. Wheel travel has been increased by 5mm, giving the fork 12.0 inches of cushion. The only change to the rear ProLink suspension is in the Kayaba shock, which received a new damp-. ing valve and damping rates . A lighter, stronger frame, larger drive sprocket cover (to meet FIM requirements), redesigned rear sprocket, lighter and differentlyslotted front disc brake and a reshaped seat complete the chassis changes. What does it all mean? Un like the broad powerband found on last year's bike, the '88 H onda has a much narrower power spread, with most of the power found on top. There isn 't much low end to speak of and midrange performance is marginal, but once the engine starts screamiQ$ at high er ' rpm, the CRl 25 gets up an d goes. The power doesn' t h it with a sudden burst, either, but rather comes on with a steady, gradual and strong pull. The CR's motor isn't as easy to manage or as forgiving as it used to be. It has to be revved out every inch of the way. Since the power spread is so narrow a lot of shifting and : clutch work has to be done to keep the engine on the pipe. Shifting I S critical. Click it up at just the righ t time and the Honda hooks up and flies. But click up a gear too early, and the motor falls flat on its face, sometimes even fanning the clutch won't bring it back on the pipe; a gear must be dropped to keep it going. Honda's reputation for seizing seems to be a thing of the past. De- spite the h igh rpms the motor must tum to go at a competitive speed our . Honda hasn 't missed a bea t in many hours of riding. '. Not only has the engine proven bu lle tproof, but the clutch works well considering the abuse it has taken. Clutch action is smooth and th e pu ll is very ligh t; one finge r is . all that's needed. We did manage to overheat the clutch once on a dif ficult trail ride, but on the motocross track the C R 's clutch performs £lawlessly. For all of the shifting that must be done to keep the engine on the A reshaped seat keeps the Honda narrow and easy to maneuver.