The CBR125R has been yet another of Honda’s success stories. In its seven years of production, the sporty-looking learner 125cc has sold by the ship load all over the world, with good reason. It is easy to ride, comfortable, gives good fuel economy and, above all, it’s a Honda… For 2011 the CBR125R has been updated. The mini-emperor has new clothes and everyone can see they are considerably sportier. While not as sharp as the Yamaha YZF125R, it carries off the ‘big-bike’ look very well. It rides just as well too. CBR125R: the success story lives on.
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Let’s face it; a restricted 125cc machine is going to receive abuse. Constant full throttle in an attempt to move along with the traffic will be met with heavy gearbox use, but Honda’s little lump has proved to be a reliable unit. It’s modern by way of fuel injection and water cooling and that’s all you need to worry about with basic checks of oil and coolant level along with the usual warranty service schedule. Power-wise it’s bang on the power-to-weight allowance and lacks initial get up and go – it’s a job to stay ahead of traffic from the lights. Speed-wise it’ll struggle to maintain 70mph but 60mph isn’t a problem. Ride with a sensible head and the CBR125R can return 60+mpg
The spindly almost bicycle feel from under the saddle has gone. A larger rear tyre (130-section) has given the bike a new solid feel. Along with its new bodywork the bike rides and looks much bigger than a learner bike – unfortunately displayed-plates give the game away. Suspension is built to price and a little soft but this isn’t a bad thing on pot-holed city streets. Braking is functional meaning it’s par for the course and there’s no method of lever span adjustment, which is strange given that learner riders come in all shape and sizes.
Good styling exercise and paint scheme… Er, that’s it really. What you have to remember is the CBR125R is budget but functional and is built to last compared to the majority of cheaper Chinese machines.
Built in Thailand under close scrutiny of Honda personnel so Honda’s legendary reliability shouldn’t suffer one jot. Spares can be expensive – like any motorcycle – and this is worth remembering when taking part in the Roundabout Challenge Trophy – the IRC tyres are made for longevity rather than outright grip.
Honda is hoping the CBR will sell in volumes and has priced it accordingly. Even so it is not as cheap as we’d hoped for – Yamaha’s XJ6 Diversion F ABS is only £6999 – but considering the rising cost of raw materials and poor currency exchange it isn’t so bad, specially when the bike is as good as everyone expected.
| Top speed | 70mph |
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| 1/4-mile acceleration | secs |
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| Power | 13.1bhp |
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| Torque | 7.7ftlb |
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| Weight | 136kg |
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| Seat height | 793mm |
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| Fuel capacity | 13 litres |
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| Average fuel consumption | mpg |
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| Tank range | miles |
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| Insurance group | 6 |
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| Engine size | 124cc |
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| Engine specification | Liquid-cooled, SOHC, 2v four-stroke single-cylinder. Six gears |
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| Frame | Steel dual beam |
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| Front suspension adjustment | N/a |
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| Rear suspension adjustment | N/a |
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| Front brakes | 276mm disc with 2-piston caliper |
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| Rear brake | 220mm disc with single-piston caliper |
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| Front tyre size | 10/80 x 17 |
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| Rear tyre size | 130/70 x 17 |
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