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/127801
RIDING IMPRESSION 1997 Honda CR125R By Kit Palmer ~ h yeah, the CR125R. It is easy to forget about the '97 Honda CR125R, as everyone is talking about and anxiously waiting for the release of the totally revamped and (revolutionary?) aluminum, twin-spar-framed, CR250R. No, the '97 CR125R doesn't get the new' frame, nor does it get the new power jet control carburetor found on the new 250, but the 125 does tak!! on some significant changes of its own, most of which are designed to improve the CR's acceleration, overall stability and rider comfort. Just ride the new CR through the pits (in first gear, of course) from the truck to the track and you already can feel the difference when it comes to the bike's new riding posi tion. In the past, taller (and even not-so-tall) riders had complaints about feeling overly cramped on the little CR (us included), so Honda went with a slightly taller and wider handlebar, and positioned the footpegs 5mm lower on the frame. These changes, however minute they may seem, do give the CR an overall roomier feel than previous models. You might have heard the old adage, "If it ain't broke, don't fix it," well, Honda obviously has and took these word to heart, as Honda engineers left well enough alone with the CR's already-potent liquid-cooled, crankcase reed-valve-inducted, nearly square-bore (54 x 54.5mm) motor. Well, almost. The map-type electronic ignition system that was introduced to the CR125 last year has been reprogrammed to, according to Honda, provide the CR125 wi th stronger throttle response and enhanced control during hard acceleration. We won't argue their claims because the CR still roosts. Unfortunately, we did not have a '96 CR at our disposal for back-to-back comparisons, but we don't doubt that the '97 CR is faster than last year's. Not by any great margin, but faster, nonetheless. We can safely say that the CR has a harder hit off the bottom and pulls slightly better in the middle. Some of this, Honda claims, has to do with a final drive gear ratio change. Honda went from a 13/51-tooth combination to a 12/49 mixture. The '97 CR runs super crisp and clean, and throttle response is immediate. The stock jetting is spot on. '-C 0\ 0\ M 00 M l-< Q) S .& 0.. ~ o (Above) While the '97 Honda CR125R might be living in the shadow of the aluminumframed 250, It still has a few tricks of its own. The new 125 takes on relatively few but effective changes. (Left) The Kayaba fork has increased in size from 43mmto 46mm. The Internal cartridges have grown as well. As always, the CR's six-speed tranny changed gears quite well, even with little break in time. Screaming the CR out of the turns didn't seem to faze the transmission, though every once in a while it did take a couple of jabs to get from first to second. But, for the most part, a light tap on the lever is all that's needed to get from one cog to the next. The clutch pull is as light as ever, and the feel is outstanding. What else is new? Honda also made a couple of other engine and transmission changes, all of which have to do with increasing the bike's long-term durability. Third gear is now thicker, thus stronger, and the water pump gear and kick-shaft collar are now made out of longer-lasting steel. The big news in the suspension department involves the Kayaba inverted fork. The fork tube diameter has been increased, from 43rnm to 46rnm, as has the diameter of the internal cartridge, up from 28rnm to 32rnm. Adjustments