Cycle News - Archive Issues - 1990's

1996 Honda CR125 By Donn Maeda n eight of the last 11 seasons, Honda CRI25s have ruled the AMA National Championship 125cc MX Series. Ron Lechien captured the title in 1985 aboard what was essentially the last-ever true works 125, while Micky Dymond won the next two titles aboard a production CR125. George Holland was next in '88, and Mike Kiedrowski followed in '89. After a three-year hiatus, a Honda CRI25 returned to the top of the charts in '93 in the hands of Doug Henry and it has stayed there ever since. Henry successfully defended his title in '94, and this year, Steve Lamson came out on top of a knock-down drag-out battle for the National Championship. Was it the bike alone that was responsible for these riders' success? Of course not - natural talent, drive and dedication is what carried these riders to the top. But it sure didn't hurt to be on what has arguably been the fastest bike in the class for the past several years, did it? So just how fast is the CR125? Fast enough that Honda has left the motor basically unchanged for the past four years. Minor updates have been all that the bike has needed to keep it at the head of the pack, and in the power-is-everything 125cc class, the CR's awesome motor has overshadowed some of the bike's shortcomings in other departments. This year, the CRI25 has undergone several changes. Yes, Virginia, they changed the motor. Not a whole lot, mind you, but just enough to give the engine a different personality. Good or bad? Read on. 16 DETAlL$. WE ANT PETJ\JL$... Calm down, the motor isn't completely different. In order to improve engine response in the lowto mid-rev range, a new, lighter piston is featured in '96. The new piece weighs three grams less than last year's, and is complemented by revised scavengingport timing. Clearance between the piSton ring and Nikasil-plated cylinder has been reduced for less blow by. The bore and stroke remain the same. Perhaps the biggest news is the all-new ignition. Though Team Honda has run digitalized ignitions for several seasons, this is the first time that the system has been incorporated on a production machine. The digital system is claimed to deliver more accurate ignition timing at all rpm, thus yielding better acceleration and throttle response. The CR125 is the first Honda motocrosser to feature a digital ignition. To increase durability, several parts of the transmission have been beefed up. First gear was thickened, and the shift forks have a new surface treatment. The clutch remains unchanged. As for the rest of the bike, suspension updates are the biggest news. For some reason, Honda opted not to fit Kayaba's new 46mm upside down forks to the front of the CR125, but that's not to say that the 43mm legs are unchanged. Internally, the fork-cartridge diameter was increased from 25 to 28mm. The larger cartridge provides better damping control and a wider range of adjustability. Along with the larger cartridge comes a larger-diameter piston as well. Though the outer fork's tubes are the same size, they have a new profile that is more rigid than their predecessors. The handlebars have been moved 10mm forward on the triple clamps, giving the bike a much-needed larger feel. Out back, the Kayaba shock is all new. The most noticeable change is the addition of high- and low-speed compression adjusters, but there's actually much more than meets the eye. The shock itseU is a longer unit, and yields 14.5mm more travel. Inside is a new shock piston that is claimed to provide a plusher ride. Hondas have traditionally been the easiest bikes to work on, and it doesn't look as if that will change any time soon. For easier maintenance, the spherical bearings and collars at the top and bottom of the shock 'stay in place when the shock is removed from the frame. The air-cleaner cage now has a longer bottom locating pin, making it easier to line the filter up for installation.

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