Riding off-road on trails, motocross tracks and in back gardens is an activity that often involves the whole family. For children it’s a perfect introduction to motorcycling that quickly builds skills and machine control which are so useful in adult life, whether in competition or out on the open road. With this in mind Honda have brought out a new 125 dirtbike the CRF 125F to join the CRF family.

Replacing the CRF100F, the CRF125F not only features a larger capacity but its air-cooled four-speed engine has been tuned specifically to give plenty of novice-friendly bottom-end torque. The addition of an electric start also makes life easier for the young rider.

A brand new frame, uprated suspension and brakes manage the improved performance and deliver confident handling and stopping. The CRF450R’s design provides styling cues for the CRF125F’s bodywork.

Honda say that the CRF125F is built to be everything the young entry-level rider could need on their off-road journey. It’s tough, easy to handle and maintain and fun to ride.

YUICHI KATO, Overall Development Leader Off-Road/ATV Category says:

“The new CRF125F keeps the easy-to-handle body size of its predecessors but features a new, improved engine. It also has a new look, fuller functionality and many other features, all at an affordable price. I hope the CRF125F will encourage even more people to try their hand at, and enjoy, both riding and competing off-road.”

A new steel diamond backbone frame gives the CRF125F chassis rigidity and strength. The integrated air box/battery design – fitted lengthwise in the frame – keeps the bike slim and a seat height of 735mm (785mm for the CRF125FB; figures stated in brackets where different) makes it  manageable for most youngsters aged 10 and above. Wheelbase is 1,219mm (1,254mm) with rake and trail of 27°/81mm (27°/94mm). Wet weight is 88kg.

Beefed-up 31mm telescopic forks – the CRF100F used 27mm – feature heavier weight springs and 140mm stroke (150mm). The new rear shock uses a 32mm diameter piston damper and separate air/oil/gas pressurisation chambers to reduce emulsification. It has a 114m stroke (150mm). The high suspension quality means bump absorption, ride quality and tracking are much improved. A steel swingarm works through Honda’s Pro-Link system, and needle bearings have been used throughout to reduce friction.

For stability and traction front wheel size is 17-inch, matched by a 14-inch rear. For a bigger bike feel and improved stability the CRF125FB uses a 19-inch front and 16-inch rear. A 220mm front hydraulic disc brake – with adjustable span lever – deals out consistent and easy to modulate stopping power. It’s complemented by the 95mm drum rear.

New contact points – wide-set footpegs and brake pedal – match narrower handlebars and give great control. The grips employ the same ‘half-waffle’ rubber as used on the CRF450R: the waffle ridges give improved fingertip sensitivity and subtler throttle feel. A redesigned kickstart lever hinges at the bottom for better leverage.

The CRF450R’s ‘triangle proportion’ bodywork transfers readily to the CRF125F. Fuel capacity is 4.3L and ignition is secured by key. The Extreme Red and Ross White graphic treatment provides the finishing CRF signature.

Robust and low maintenance the 124cc air-cooled SOHC engine powering the CRF125F, delivers strong and linear bottom-end torque – a significant step forward compared to the CRF100F. The focus of Honda’s engineers was around speeding up gas flow velocity, and reducing valve overlap and lift, to generate performance gains at low-rpm and low-speed. Bore and stroke is set at 52.4 x 57.9mm. Peak power of 6.6kW arrives at 7,000rpm, peak torque of 10.2Nm @ 4,500rpm.

Fed by the carburettor, a new airbox design – located lengthwise – saves weight, increases airflow and also locates the compact battery needed for the electric starter. The air filter uses the same type of element as the CRF450R for a greater surface area and increased air intake volume. Powerful, zero-fuss CDI ignition also boosts performance, as does the new exhaust. The drive sprocket cover is no longer integrated with the ACG cover for improved accessibility when replacing the front sprocket. The four-speed manual gearbox and clutch – a key part of the first real dirtbike philosophy – are smooth changing and easy to use.