Honda Xl125
HONDA XL125
Cycle World Road Test
Engine And Frame Mods Are The Keys To The 125's Improved Performance.
THE DUAL-PURPOSE bike is a strange breed. In theory, this hybrid must be capable of performing well in two diverse habitats. A difficult job at best. Each and every member of the species Dualus purposem is a compromise. Nothing more, nothing less. One manufacturer may see fit to lean a little more toward the dirt-oriented rider, settling for less roadability, while another is pushing hard for the road market, but offering dirt possibilities as a sort of frosting on the cake.
Several graphic examples of these two practices come to mind, yet they are not important. What is, is that the dual-purpose idea has opened up a whole new world to the motorcyclist. And right at the front of the movement is, as we might well expect, Honda. They were not the first—they were fairly tardy, in fact—but the late start hasn’t slowed them down one bit.
One of their major changes has been to phase out the SL series models from their line. In general, the SL was a dual-purpose bike designed to operate on the road 90 percent of the time; the other 10 percent was reserved for easy off-road riding. The dawn of the XL era saw the gradual decline and eventual death of the age of SLs.
In the XLs we find dual-purpose bikes that have been engineered to offer a little more versatility. Though the XLs are still more at home on the street, they come much closer to handling off-road obstacles than the SLs ever did. And now the XL line has a 1 25.
The XL125 engine is a good old reliable four-stroke Single. Unlike its two biggest brothers, the 250 and 350, its engine incorporates a simpler head design, with only one intake and one exhaust valve. Admittedly, the four-valve design improves the power output and performance, but it also increases the weight and price. This bike couldn’t afford either. The first XL125 does feature slightly larger valves than the previous SL.
At the head of the intake tract is a washable foam filter. The fuel mixture is drawn through a 24mm carburetor. The SL used a 22mm.
To improve engine breathing and horsepower, the camshaft has been redesigned to allow higher valve lift and longer> duration. In addition, the piston has been reshaped with a higher dome but. due to a change in head shape, the compression ratio is no higher than the SLs 9.3 to 9.5:1.
But there are other things that make the XL a far better machine than its predecessor. The frame is of a semi double cradle design and, with the exception of steering geometry, is identical to that used on the TL125 trials bike. Honda insists that the selection of this frame was made with an eye to weight reduction, yet the XL outweighs the SL by a good five pounds. So much for what Honda says.
However, the frame does work well with the slightly different geometry. Weight distribution on the front wheel is less, while the trail is greater. Caster differs by a mere 1.5 degrees. What this adds up to is a more easily steerable mount at lower speeds and more stability at higher ones.
Other major improvements have taken place in the forks and rear shocks. The forks are the same units fitted to the 125 Elsinore, right down to the offset axle. By now almost everyone should know how we feel about these units; they work exceptionally well. An increase of nearly an inch in travel over the SL’s forks is the most noticeable improvement. And rebound control is better too.
In addition to lengthening trail, the offset axle, in conjunction with a slightly longer swinging arm, has affected a two-inch wheelbase increase. The extended wheelbase works wonders when it comes to high-speed stability over rough ground. This increase slows the handling down somewhat in the rough and alleviates the short-coupled feel associated with the SL.
Travel in the shocks has been increased approximately half an inch. Damping has been changed for the better, as well. The rear damper units are adjustable to five different spring preload settings.
Running gear consists of no new innovations or big improvements. A 1.7-gal. gas tank is fitted, but it’s hampered by an extremely small opening. The tank vents through the aluminum cap. A small filler makes it difficult to top off the tank, since it’s impossible to see the gasoline level. So you end up pouring fuel over everything at the corner station.
Break-resistant plastic fenders are fitted front and rear—a nice touch. Overall finish and quality are as high as we have come to expect from Honda.
Braking is another area open for comment. Both front and> rear stoppers are the same diameter and width. The single leading shoe at the front is somewhat spongy, but it works well if enough pressure is applied. The sponginess and lack of feel actually become assets off the road by rendering inadvertant wheel lock-up nearly impossible.
The rear brake provides better pavement performance. It’s not overly sensitive and allows smooth and easy stops on or off the road. Neither brake was affected by deep water crossings.
As with most small capacity bikes, the XL has a difficult time negotiating sandwashes. What’s to blame? It’s mostly due to a lack of power and the small-diameter tires. Slightly larger rubber would help, but the engine would have to work harder than ever. Assisting the power unit in this respect are evenly-spaced gear ratios ideally suited to the characteristics of the engine. The gearbox and operation are the same as on the
SL: smooth and positive. The only difference is a slightly lower overall ratio that improves low speed performance, but reduces top speed somewhat.
At highway speeds we noticed an excessive tingle ^fhe pegs and handlebars. Note that we said tingle ancWiot vibration.
Generally, starting was accomplished with one kick of the lever, which, by the way, has been redesigned to tuck in out of the way. Warm-up, as with all Hondas, does take some time.
Although we like the XL, we feel that it doesn’t offer anything exceptional. As a reliable dual-purpose mount it is in the upper bracket when one stops to consider power, weight distribution and handling. Without question the XL125 is one of the few bikes sold today that can take the abuse of both on and off-road riding and ask for more without even breathing hard.
HONDA XL125
$750
PARTS PRICING
