Should I buy one?

The humble Honda CG125 was a bit of an odd duck at the time of its launch in 1976, but throughout its UK sales run of 32 years it has endeared itself to new and old riders alike.

SMW’s RS 300 R is well made, comes fitted with a range of top-quality kit, from its brakes to its electrics, and is arguably as well sorted as anything else out there. Basically, it’s a cracking little bike that’d be a great addition to anyone’s garage. Including mine.

During our time together the bike suffered no mechanical dramas; it started every time on the button and got me from A to B without a quibble. I’ll admit, it’s not the quickest thing in the world, but who’s to say something with more power would be any more fun? Certainly not me. So, if you’re looking for a well-made enduro bike that won’t break the bank, then the SWM RS 300 R must surely be worth a closer look. Go and test ride one. It might surprise you. I know it did me.

When the CG125 first arrived on our shores, the small bike market was dominated by two-stroke engines. The little smokers were simple to build, easy to maintain, and powerful for their size.

An equivalently sized four-stroke engine was slower and required regular servicing to prevent selfdestruction. Soichiro Honda’s insistence then that his latest bike had a four-stroke engine seemed an unlikely choice for the time. For a while, the CG125 did not endear itself to the British public and it remained the preserve of the few.

Yet, as is often the way with legends, time proves them worthy. When changing emissions regulations eventually began to hurt the sales of two-strokes, the Honda CG125 started to make sense.

After learner riders were limited by law to a maximum of 125cc in 1983, the hunt was on for a reliable little four- stroke bike, and the Honda was ready and waiting.

While the other manufacturers played catch up, the CG125 rose to dominance in that market.

Before long, riders old and new began to wake up to the benefits of a small four-stroke, and for many years afterwards the CG125 was the benchmark by which all other small bikes were judged. Even today in the age of fuel injected and relatively quick little 125s, the simple charms of the CG125 still make perfect sense for many people.

Engine

There have been many variants of the CG125 over the years, but the engine has remained much the same throughout. The 124cc single cylinder unit was designed for developing countries where owner maintenance was minimal at best. For this reason Honda decided to utilise simple pushrod technology rather than a more complicated camshaft arrangement.

Combined with a generally high level of build quality, this gives the engine almost bombproof reliability. It is notoriously hard to kill a CG125 engine, and it is perhaps this reason above all others that have made the Honda such a successful learner bike.

Young riders hoping to performance tune a CG125 would be better looking elsewhere. The CG is not responsive to this treatment, and you can spend a great deal of time, effort and money for tiny gains over a standard bike. It is possible to slightly improve acceleration or topend speed by adjusting the gearing, but one comes at the expense of the other. In standard form Honda did a good job of getting the balance right for most riders.

Braking

For almost its entire lifespan, the CG got by with drum brakes at both ends. Only in 2004 did it finally get a disc brake at the front. The disc brake of the later models will bring the bike to a stop sooner than the drum variant, but is a little more complicated for a novice to maintain or replace. Drum brakes, though inherently simpler, will require occasional adjustment as the drums wear down. In either case neither the drum nor disc versions will amaze you, and braking can be described simply as adequate.

Electrics

Early models of the CG125 ran with 6v electrical systems and a pointsbased ignition system. Models after 1985 were upgraded to 12v, and a CDI ignition system arrived in the early 1990s. Bikes with the CDI ignition require much less routine maintenance, and any rider who prefers riding to tinkering should consider this an essential.

The headlight on all models of the CG varies from terrible to tolerable.

None will set the world alight, but the bikes from 2004 were fractionally better. It’s possible to improve matters with a bulb upgrade, but the options are fairly limited. Otherwise the electrical system on the CG125 is simple and basically reliable. Consider that deterioration through age and amateur tinkering might alter that on any used bike.

The electrical systems on post 2004 bikes was slightly more powerful than on their predecessors, and it is just about possible to add such luxuries as heated grips and phone chargers without killing the battery.

Equipment

Equipment levels on all models of the CG are limited to just the basics. The seat, handlebars, engine and wheels all came as standard, but that’s about it. There was certainly never any factory option for hands-free calling or an inbuilt WiFi hotspot. All models were kick-start only until 2001, and a fuel gauge didn’t appear until 2004. Most bikes have a centre stand, with a side stand being optional on early bikes. A handy enclosed chain guard was fitted to all bikes up to 2004. Late bikes got snazzy plastic panels for a more modern look. Generally though, if it’s not absolutely essential to riding the bike, then the CG doesn’t have it.

Running Costs

Fully loaded and chugging up a hill, the CG125 will return 85mpg, but in normal conditions it’s likely to achieve 100mpg or more. Servicing the CG costs pocket money too, and can be done by more or less anyone who’s willing to give it a go. With such beautifully simple mechanics and no fairings to hide away the engine, the CG is as easy to work on as it gets.

Low purchase prices for secondhand bikes, group 3 insurance, and £17 per year road tax make the CG a bargain choice for anyone looking to get into riding, or simply save money on their daily commute.

Riding

The CG is a basic bike designed to get you from A to B, but given a decent set of tyres, a well-set-up CG will grip hard enough to encourage enthusiastic riding.

Though the suspension is quite soft as standard, keeping on top of fork oil changes will see this minimised, and stiffening up the rear pre-load is as simple as turning the adjusters on the damper units.

On the road the little CG is light and nimble, with traffic light getaways being a doddle. Due to its basic mechanical nature, the engine lacks refinement when compared to contemporary units, but should comfortably reach 55-60mph on level ground. 70mph is possible with the aid of gravity and a tailwind, but is really way beyond the cruising ability of the bike with its standard gearing.

Rider comfort depends largely on the age of the bike and the size of the rider. Later disc brake models suffered with uncomfortable seats, but do feel taller, and seem to accommodate bigger riders better than most other 125cc commuter machines.

Wind chill and the effects of rain are the same as on any other naked bike, but a windscreen and hand guards are simple to source and fit. Unfortunately, there was little effort made to dampen the effects of road and engine vibrations through the handlebars, so longer distance riding will probably require more frequent rest stops, or at the very least some weighted bar ends.

What to Look For

Throughout its lifespan, the Honda CG125 has been well built and generally reliable. There aren’t any issues that seem to affect all bikes. Individual bikes will be in better or worse condition depending on their history. The early bikes are harder to find some parts for, but service items are easy to get hold of on all models. Later bikes have more plastic panels than earlier bikes, so are more susceptible to cosmetic damage if dropped. The success of the CG with novice riders and amateur mechanics can lead to all manner of bodge-jobbery on secondhand bikes, so pay a little extra attention to things like wiring, brakes and non standard accessories. Service items such as fork seals, cables, suspension units, etc., are all simple to replace so can be used to bargain a little discount. There’s really not much that can’t be fixed on a CG125 without too much hassle, so it’s easy enough to find a reasonable bike at a decent price.

In Conclusion

The Honda CG125 seems to divide opinion. Those who don’t understand it might hate it, but over the years it has developed a large and loyal group of fans. An army of enthusiasts who appreciate its well-balanced mixture of fun, economy and simple charm. Though an unlikely candidate for a touring adventure, this little bike also seems to be the go-to choice for adventurers of an alternative nature who value its rugged dependability, roadside repairability and talent for blending into any crowd.

Like the Honda Cub before (and after) it, the CG is somehow more than the sum of its parts. It’s a bike that was never designed to thrill, yet is easy to love. From its unlikely beginnings, the Honda CG125 has risen above the masses to become a true design classic. Given a chance, it soon becomes the one bike you never want to part with.