Honda MT125

= HONDA MT125R =

MT125R Image [http://www.bikeshareworld.com/mc_pages/Tom_bikes/Tom_images/MT125RII.jpg]

The Honda MT125R was produced for the U.S. market in the years 1977-1978. It was a production roadracer designed for closed-course competition roadracing. The MT125R models were produced by Honda Racing Service Center (RSC) and made available to the general public through the American Honda Motorcycle dealer network.

1977 - MT125RPRODUCT CODE: 325Serial Number rangesFRAME: MT125R2f-1081~ENGINE: MT125R2E-1081~

1978 - MT125RPRODUCT CODE: 325Serial Number rangesFRAME: MT125R2f-1591~ENGINE: MT125R2E-1591~

BASIC CONFIGURATION: 1977ENGINE - 123cc 2-stroke air-cooled single cylinder, 6-speed, Horsepower 26HPCHASSIS - Fiberglass tank, fairing, fender and seat cowlOTHER FEATURES - Tachometer, mechanical front disk brake, and rear cable operated drum brake

BASIC CONFIGURATION: 1978ENGINE - 123cc 2-stroke air-cooled single cylinder, 6-speed, (1978 CHANGE) Horsepower 28 (1978 CHANGE) Expansion chamber redesignedCHASSIS - Fiberglass tank, fairing, fender and seat cowlOTHER FEATURES - Tachometer, (1978 CHANGE) - hydraulic front disk brake, rear cable operated drum brake

OVERVIEW:

Good examples of this model will have the original "RSC" tachometer, factory prop stand which lifts at the footrests, owners/service manual.

A liquid cooled kit was available from RSC which included: liquid cooled cylinder, cylinder head, water pump, hoses, hardware, temperature gauge and radiator. This option is fairly rare.

The MT125R share many parts with the CR125 engine. The CR versions were motocross bikes with similar specifications. One notable difference was the shift pattern on the transmission. Both had the standard 1 down 5 up pattern. On MT125R versions the shift lever was flipped over rearward to accomodate the rearset footpegs of the MT roadracer. To maintain the widely used 1 down 5 up pattern a different shift linkage was used behind the engine cover.

MT125Rs used a different cylinder than the CR versions when they were originally produced. At some point the part numbers were superseded by part numbers shared by both the MT125R and the CR125m Elsinore models.

Owners in search of parts after production stopped often substituted complete CR125M motors for their MT125R motors. The first clue is a reversed shift pattern from a stock MT125R (1 up 5 down)

PERFORMANCE and RIDING the MT125R:

As with any 125cc roadracer, it was best suited for smaller riders. After bump starting the engine a good start required patience and finesse. To characterize the personality of the 125cc 2-stroke you need only look at the RSC factory tachometer. It did not move or disply engine RPMs until 5,000 rpms and registered up to 15,000 rpms. With the tall gearing needed for top speed performance it would not pull its own weight until the tachometer was showing at least 10,000 to 11,000 rpms. The engine was in its peak powerband or, "on the pipe" from just below 10,000 rpms and went out of the powerband a little past 11,000. (depending on jetting)

To acheive a good start the rider needed to hold the throttle wide open and begin feathering the clutch as fast as possible while keeping the rpms between 10,000 and 11,000 rpms. If the tachometer dropped below 10,000 rpms the rider needed to pull the clutch in, rev the motor and begin the process again. If the clutch was engaged too quickly the engine could "bog" or even stall while the rest of the starting field rode away. Even with the lightest of riders, the MT125R required you to slip the clutch for 40 or more feet. The rewards for a successful launch were full throttle with quick shifts (approximately every 1,000 rpms) up through the 6 gears. At the end of sixth gear the hard working 123cc engine would be pulling along a straight stretch between 110 and 120 mph.

[Honda Motorcycle Identificaiton Guide 1959 - 1988 Published 1988] Honda Motorcycle Identificaiton Guide 1959 - 1988 Published 1988