For this edition of Classic Steel, we are going to take a look back at Honda’s all-new CR125R for 1984.
The early eighties were a strange time for Honda. At that point, they had not yet earned the incredible reputation for outstanding quality and performance that they enjoy today. After single-handedly legitimizing the 125 class with their first CR125M, they proceeded to squander that lead with a lackluster run of follow-ups in the late seventies. While Honda stumbled, Suzuki surged ahead with innovative and excellent performing 125s. In 1980, Honda scored a bit of a coup by hiring five-time World Motocross Champion Roger DeCoster away from longtime rival Suzuki. DeCoster’s arrival turned out to be a huge win for Honda. His many years of motocross expertise proved instrumental in turning around Honda’s troubled motocross program. Within three years, Honda would go from producing some of the worst machines in motocross in ’81, to some of the best by 1983.
After the incredible success of the ’83 CRs, Honda had a lot to live up to in 1984. The CR125R had not been the outright fastest 125 in ’83, (that honor fell to the KX125) but its blend of usable power, excellent handling, and workable suspension had taken home the crown of best overall 125 in the land. For ’84, Honda made the bold move of totally redesigning their shootout-winning tiddler. The new CR125R featured an all-new motor, new bodywork, reworked suspension, and an all-new chassis. The question would be, would all these changes result in another win for Honda, or would Big Red go from champ to chump in ‘84?
For ’84, Honda did away completely with the ’83 125 motor and introduced an all-new power plant on the little CR. The new mill featured Honda’s first production application of a “power valve” to enhance the small mill’s narrow power delivery. The new ATAC system (short for Automatic Torque Amplification Chamber) featured a small chamber mounted to the exhaust manifold that could be closed off by a butterfly valve at its opening. At low RPM the valve would be open, effectively increasing head pipe volume, and in theory, low-end torque. As RPM rose, the valve would shut, closing off the chamber and allowing unrestricted flow. Unlike the Yamaha Power Valve System (YPVS), the ATAC had no mechanism to alter exhaust port timing. Other than the addition of the ATAC, the ’84 CR’s motor was a straight forward two-stroke power plant. It used liquid-cooling, a reed-valve, and a cylinder-fed intake. Carburation duties were handled by a 34mm round-slide Keihin mixer.
For all the work Honda put into the new ATAC motor, the results were less than awe-inspiring. The redesigned motor was strictly a low-to-mid range power plant. It came on with a strong (for a 125) low-end surge and pulled well into the midrange, but ran out of gas when revved out. Upshifting just before this midrange peak was the best way to make time on the red tiddler. If you tried to scream the motor, it only went slower.
On top of the lackluster power spread, Honda had some serious problems with quality control in ’84. Some CR125R’s ran decently, while others had no power whatsoever. There were issues with the ATAC systems not being timed correctly and many others had problems with improperly ported cylinders. Even if you were lucky enough to buy a “good” one, the CR was no match for the powerhouse that Kawasaki produced in 1984. The little KX had the motor of doom in ’84. It pulled cleanly down low like the CR, before blowing its doors off with meaty mid-range hit and shrieking top end. In 1984, only the anemic YZ125 ranked below the CR in the final standings.
In the suspension wars, the ’84 CR125R was a bit of a mixed bag. Unlike the 250 and 500 that year that used Showa components, the 125 featured KYB suspension front and rear. The KYB forks were decent performers, with good spring rates and slightly harsh damping. They were not as smooth in action as the class-leading RM’s forks but they were at least usable in stock trim. The KYB shock, on the other hand, was terrible. It delivered a harsh, jarring ride on any surface and defied fixing in spite of its multiple adjustments.
Prospects were better for the CR in the handling department. In ’84, it was by far the best turning bike on the track. Nothing could turn under the Honda in a tight corner. The flip side, however, was the worst headshake of any of the 125s. The little CR could shake its head bad enough to rip your hands off the bars at speed. It was a definite trade-off, but most 125 riders were willing to live with the schizophrenic handling at speed in return for the razor-sharp turning. Aiding the handling was the sleek new bodywork and excellent ergonomics, that made the bike easy to move around on and comfortable to ride.
Braking on the new CR125R was also a bright spot. The ’84 model CR’s were the first to feature a front disc brake and it was a huge upgrade from the previous year’s front drum arrangement. In the rear, the CR still used a drum, but it worked excellently at slowing down the lightweight 125. It’s only real competition in stopping was the Kawasaki. It also featured a front disc, but Honda’s front binder was less grabby and easier to modulate than the green machines.
Living with the little CR was a pleasurable experience for the most part. The new plastic looked great, fit perfectly and wore extremely well. The seat was well shaped, with comfy foam that seemed to last much longer than the competition. The trick, fully removable subframe made shock servicing a piece of cake. Overall, build quality was excellent for the time, with quality fasteners and a well thought out design. Aside from the mysterious missing power on some models, the only real issue with the motor was maintenance on the ATAC. The ATAC tended to collect sticky, slimy exhaust goo at an alarming rate and if left unchecked, would clog up the mechanism. If you went too long between services, it was virtually impossible to get all the baked-on crud out of the system. Considering the ATAC did virtually nothing for the power anyway, it was no major loss.
Overall, the entire CR line in ’84 was a major disappointment for Honda. After capturing shootout victories in all three classes in ’83, the redesigned ’84s were far less successful. Both the CR500R and CR250R turned out to be brutally fast, but unreliable time bombs (MXA recommended buying CR250R pistons in six packs that year). The CR125R, on the other hand, was reliable, but underpowered. With Kawasaki producing an absolute rocket of a 125, it was difficult for the mellow CR to even compete. In a class where horsepower is everything, the CR125R brought a knife to a gunfight in 1984.
This story first ran in my Classic Steel column on PulpMX. Read the original at PulpMX.com.
