Cosmetically, the CR features only
minor changes. The new red-white-andblack color scheme is a welcome change,
as is the dark-gray airbox. The numberplates are finally white instead of red,
and racers won't have to buy aftermarket
numberplate backing before they apply
their numbers. The handlebar controls
are silver, rather than black, and thankfully, the radiator shroud graphics no
longer extend onto the fuel tank.
LITTLE ZIPPY
This is a tough one to call, but for most
of our testers, the '96 CRl25 was harder
to ride than previous versions. Thanks to
the new ignition, lighter piston and
revised porting, the CR now packs a heck
of a punch in the middle of the powerband and pulls hard up top, but low-end
power i almost non-existent. The new
motor is much pipier than last year's, and
though pros and fast intermediates may
find the engine to their liking, anyone of
lesser skills will find themselves bogging
here and there. Honda's Eric Crippa was
sure that he could find the missing low
end by rejetting the machine, but even
after hours of testing, we were not able to
make the bike rip down low. But don't
get us wrong, fine tuning the jetting did
clean the bike's powerband up considerably. For our sea-level locale, we ended
up using a 172 main jet, a 52 pilot jet, a
1368M needle with the clip in the third
slot and the air screw 1-3/4 turns out.
But is the CR still the fastest 125? In
actuality, we wouldn't bet against it, but
the red bike is far from being the easiest
to ride. The CR is an aggressive motorcycle, and it demands that its rider rides it
as such.
We must admit that we were a bit disappointed that Honda opted to stay with
the 43mm !
