Honda CB125 September Update
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- Опубліковано 3 вер 2022
- Progress up to September 04 2022 on the Honda CB125. Just realised I didn't move the end titles up so there's a long black screen at the end, just stop watching when I say goodbye....
If you like CB125 restoration stuff check out Richard Weeks channel, he did a nice job on one a couple of years back:
• Honda CB125s restorati...
Please like and sub to both channels if you haven't already.
Catch you again soon, Ade. - Наука та технологія
Thanks for posting Ade....Am enjoying this rebuild and it's coming together nicely. Great work.
Many thanks for following along Bones
Absolutely brilliant Ade. As Dean says, I also remember our Father's 125S. Did exchange it for a 125T. It was the 250N I always liked. Great work as always, inspiring stuff and always brilliant to see you.
Cheers mate, love the family motorcycling stories, makes it real for people.
@@AGEngineering It certainly is real for us. I can remember riding the 125T around the back garden, getting it in the neck for tearing up the grass! Great to see you back on youtube again.
@@carlwilson1772 I remember that, you were the only one big enough to put it back on the stand!
Looking good Ade, thanks for posting 👍🏻
Thanks for watching 👍🏼
Great progress with the Honda Ade. I can distinctly remember my Father's 125S in the 70s. I think it began life in brown but he decided to paint it red and made a mess. It was chopped in for a CB125T when they came out, which was a model I also had later on.
Best wishes, Dean.
Ah the era of brown motorcycles and cars, I wonder if it will be reinvented in the future?
@@AGEngineering yes, everything was brown as I remember. Even things that weren't brown looked brown.
@@retromechanicalengineer Brown "draylon" suites and brown smoked glass coffee tables. And if they were not brown to start with, they soon were after all the smoking!
CB125T, 12,000rpm red-line, always smoked on left cylinder and left big end 'went out' if oil wasn't checked every 300 miles or so.
I remember them well, they were actually reliable if treated properly and proper maintenance carried out 'religiously' on schedule
@@AGEngineering 1977 CB500T 'flying turd' 😄
I worked at a Honda dealers in South Wales when they were 'current model'
We did several with modified CB750 K0/K1pistons (145cc conversion)
I also did my CB5550F1 with pistons I modified (it used to be called the 605 kit but was actually 591cc unless you used the 1mm OS pistons)
The surprising thing is, with the resurgence a few years ago of 'Cafe Racers' I've done a couple more sets of CB750 pistons 40+ years after doing the first set
Do you recall a company in the 70's called "Jock Kerr" that advertised big bore kits for most of the Honda range including the CB125. If I'm correct they did a 150cc (probably your 145cc conversion), 180cc and 225cc. For the 180 and 225 the crankcases had to be sent to them to have the barrel spigot mouth machined, for the 225 the barrel needed re-sleeved.
The stories of how it was back when the bikes were mainstream are brilliant, thanks for sharing
Wemoto should list this exhaust pipe as
Honda CB125 Exhaust System (Doesn't fit Honda CB125 and Quality is for dry conditions only)
Why do we get such crap parts, it would take little more to make sure these fit and better chrome. The main work is done in the making of the Dies and polishing for the chrome.
Your doing a great job.
I'm constantly cursing the junk parts for British and now Japanese classic motorcycles, as you say, so close, why not check they're right
Hi, there is definitely a spacing washer fits behind the muffler bracket on the swinging arm spindle.
You must have done one 'recently, I had forgotten about it until you mentioned it.
I seem to remember around 5mm~8mm thick?
Probably 37 years since I worked on them
Yes, I had to double it on this exhaust, rubbish pattern parts strike again!
Unfortunately that's the territory all owners of these old models find themselves in, what with an ever increasing number of parts making the discontinued list and the world wide stock position of spare parts altering by the hour.
These days most pattern parts come from the Far East and yet a vital part now discontinued can sideline many a machine.
I became aware of the kickstart shaft for these models becoming discontinued some years ago and it will take a damn good engineer to machine a splined part shaft, machine the worn splined portion off and weld/machine the replacement portion on.
Someone is doing this with Triumph Tiger cub/BSA C15 gear change shafts already and I have had this done with my Honda C100 kickstart shaft, I now take care on starting this machine.
I've done many a BSA or Triumph gear change shaft ( videos on the channel years ago) but I haven't done anything Japanese (yet..)
So how do we get In touch Ade with a view to bringing you a Commando head that requires a repair .
Loved watching all the videos over the years so keep um coming .
Kind regards Damian.
Thanks for watching and supporting the channel. Unfortunately I am not able to do customer work due to other commitments, hope you understand, best wishes , Ade
@@AGEngineering ok no worries , all the best and keep on .
hi again great video David Silver still stock the carb tube to carb spring clip thing - on your title it states Staffordshire your not lawnmower man on ebay are you
I need to see if there's anything else I need from Dave Silver and do another order soon, he was having my wages every week at one point ☹️
@@AGEngineering i know how you feel
Sorry no not lawnmower man 🤣
hi again I have recently bought a rough cb125 engine I have stripped it down would you be interested in reassembling just the crank case and have a look at the head to see it can be saved (it's already got a spark plug broken off inside the head ) - if you are please advise - I am on facebook live in Hednesford
Hi sorry for the delay, only just found your message. Unfortunately I struggle for time to complete my current projects so would not be able to assist. Many thanks for watching and commenting
If I remember right, the original painted bracket had slotted holes on the silencer mount and an oval hole on swing arm pivot to allow for production variations?
Are you missing rear brake light switch bracket? It should be either welded to frame or a bracket off top rear engine mount (depending on exact model year and production run)
Is that an early one piece XL head?
I thought the 125S only came with the later removable rocker box
Hi yes the bracket is slotted as you say and worked fine for the genuine exhaust, the pattern exhaust however required some bracket changes. The stop light switch bracket is on the frame, just not refitted the switch yet. I've only ever seen a removable rocker cover on the push rod engine in the UK (CG 125). Thanks for watching and commenting, appreciate it
@@AGEngineering
Thanks for reply.
I probably should have said rocker box and not just rocker cover.
The rockers and rocker-box unbolt from head making it a lot easier to do cam timing (or at least easier to fit cam chain) Split at centre of cam bearing but looks like the one piece head, fins slightly different
I'm pretty familiar with CG125, I put second gear pinion from one in my XL185 when I couldn't get hold of XL one in a 'reasonable time', probably in early 80's'.
The 'one piece' head is early 70's although I only repaired cam bearings one on an XL125. it was the same on the TL125 and 100cc motor.
I haven't been following along very often so probably missed something important?
Ah yes the split rocker box type, with you now, that I associate with the XL, I owned a 185 where the cam journals and head were destroyed, I think from memory the small non sprocket end ran in a cast iron bush and the large sprocket end straight in the head, I remember the lobes were okay but I machined the head and cam journals and made bronze bushes to suit, that bike was about 1981? Another later XL 125 I bought was completely destroyed, I put a CG engine in that, had hell of a game getting it to run right with the high level exhaust... back in the days when I could buy the bikes for £20 to £40 each , wish I had a big barn then and a crystal ball.
@@AGEngineering Know exactly what you mean.
When 'learner law' was introduced there were hundreds of 250's parked up.
My sister already had a CJ250 so I bought a couple more for parts (I forget if it was 4 or 5?)
I do remember running out of space to store them so I didn't buy more.
I did the 14mm overbore on CJ250 as it wouldn't be a total loss if it didn't work plus fitted CB250 6 speed transmission .
Then started working out why cam bearings failed so regularly at high rpm and came up with a couple of solutions (did a write up on Vintage Honda Twins a few months ago)
I think the singles have a very similar oil system with 'transfer piece' inside clutch cover going to centrifugal oil filter but unlike the twins they pressure feed the big end bearing
They gave far less trouble than the twins with bigger higher flow oil pumps and it was relatively rare to do bearing/rocker repair compared to the CB/CJ 250/360
I'll have to take a look at the write up. At the time, just like with British bikes and the cars of the time, poor maintenance, lack of oil changes and use of 20w50 oil in pretty much everything I don't think helped. New 100s, 125s and 250s we sold that were serviced with the correct oil I honestly can't remember as having cam/head problems, the thrashed unserviced ones , different story. I remember the problems the Honda vision had with main bearing failure, those who insisted on genuine Honda 2 stroke oil had a much longer life, those who continued to use Castrol TT, main bearing failure soon followed.