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| Sean.S |
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Sean.S
Trackday Trickster
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| Pete. |
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Pete.
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 Posted: 21:43 - 15 Oct 2015  Post subject: |
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What bike?
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a.k.a 'Geri'
132.9mph off and walked away. Gear is good, gear is good, gear is very very good  |
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| Sean.S |
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Sean.S
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| ssray |
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ssray
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| Pete. |
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Pete.
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Posted: 21:53 - 15 Oct 2015  Post subject: |
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Well, if it's not leaking, and it's not burning then either:
1. Someone doesn't want you riding the bike and has drained the oil or
2. you drained the oil, put the sump plug back in then got distracted and forgot to fill it up.
One thing's for sure - if you ran it without oil you haven't 'got away with it'. The GN engine is a roller main and roller end crank but it's a plain-bearing camshaft. there's bound to be cylinder head, camshaft or cam follower damage. Start looking for a new engine or at least a cylinder head. It's only a matter of time.
____________________
a.k.a 'Geri'
132.9mph off and walked away. Gear is good, gear is good, gear is very very good |
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| Rogerborg |
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Rogerborg
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| Posted: 21:55 - 15 Oct 2015 Post subject: Re: WHERE DID ALL MY ENGINE OIL GO????????? |
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Any sign of oil in the airbox? Crank-case breather is attached to the airbox OK?
Any chance someone has put a cone filter on it and just dangled the crankcase breather under the bike where it's been merrily spurting away?
Even at that, or even if it was burning it, completely empty is a big ask. There's got to be some oil in the sump to splash it up the bore or out the breather.
How absolutely rock solid certain are you that you put oil in it last time?
____________________
Biking is 1/20th as dangerous as horse riding.
GONE: HN125-8, LF-250B, GPz 305, GPZ 500S, Burgman 400 // RIDING: F650GS (800 twin), Royal Enfield Bullet Electra 500 AVL, Ninja 250R because racebike |
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| P. |
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P.
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| Ariel Badger |
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Ariel Badger
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| Kawasaki Jimbo |
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Kawasaki Jimbo
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| Jewlio Rides Again LLB |
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Jewlio Rides Again LLB
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Rogerborg
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| mentalboy |
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mentalboy
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| Sean.S |
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Sean.S
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| Posted: 22:26 - 15 Oct 2015 Post subject: |
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Absolutely certain  I remember binning the empty silkoline bottle. Theyre 1L bottles so i pour it straight from the bottle into the engine
It wouldnt of rode for over 1000 miles with no oil in i shouldnt think
I ride for upto an hour at a time, i try to avoid motorways on a 125 but will be breif if i have to
Last edited by Sean.S on 22:31 - 15 Oct 2015; edited 1 time in total |
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Ariel Badger
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Kawasaki Jimbo
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MCN
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P.
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smegballs
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andys675
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Monkeywrenche...
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| mentalboy |
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mentalboy
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| Posted: 11:02 - 16 Oct 2015 Post subject: |
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| Rogerborg |
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Rogerborg
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Posted: 11:40 - 16 Oct 2015  Post subject: |
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This is a very cromulent observation.
Anyway, the very FIRST thing you need to know is that the Honda CB125 Super Dream is a 'Classic', a very useful one, too, and it has an awful lot going for it, that can make it a very discerning choice of bike. BUT, if you just want cheap wheels, or a tool to pass your test on, your probably best to look elsewhere. You need to have a bit of 'enthusiasm' to actually WANT a CB125 Super Dream, and if your going to live with it, you ought to have a good idea of what they are, what their history is, and what makes them worth owning.
Already written an article, Learner Legals & Honda Super-Dreams, to explain why this little 'under-dog' of a bike is a bit 'special' and worthy of attention. But in short, it was in 1982 Hondas premier 'sports' 125 for the new 125 Learner-Legal market. A four-stroke twin cylinder machine, intended to compete head to head on performance against rivals single cylinder two-strokes, when Honda were still ardently committed to the four-stroke engine and campaigning the oval-piston wonders against the two-strokes in 500GP racing.
The legal 12.5bhp 'restriction' helped, the Super-Dream but it still had to be 'de-tuned' from the earlier models 16bhp to meet it, the same as the all new Kawasaki AR125LC and Yamaha RD125LC, and boasted as many technically avant-garde features, so it DID have the performance to match its two-stroke rivals, at least when they were standard and genuinely learner-legal.
Nearly thirty years on, its conservative styling and four-stroke engine mean the bikes now perceived simply as a slightly more sophisticated 'commuter' like The Legendary Honda CG125 that's the bench mark for the class. Testimony to the soundness of the bikes design and engineering, though, it was in production for approximately ten years until 1992, without significant change.
There are few AR's or RD's around any more, most thrashed to death by a succession of kiddie-go-quickly owners and their attempts at servicing and tuning (see 125's - Live Hard), and the few that have survived tend to be either basket cases offered for restoration, or over-priced teenage revival trophies. Its testimony then that the little Super-Dream not only outlived its rivals in the show-room, but also on the streets, where so many are still in use, and as often as every-day working commuter bikes.
As a potential buyer, this does bode well. There should be plenty to choose from, to be able to find a better one. And as I have alluded to elsewhere, this is an 'under-dog' motorcycle, which means generally undervalued, hinting that there should be bargains to be found... or at least better bikes for more realistic prices, as the bike has past the 'test of time' and shown itself basically sound and reliable and well proven.
BUT! It IS still an 'old' bike, and the youngest of them out there will be at least nineteen or twenty years old, with the majority being built between 1982 and 1986, quarter of a century, pushing thirty years. AND while its conservative styling and four-stroke engine have placed it in with the commuter bikes, its 12,000rpm red line certainly does NOT! This IS a 'sports-bike', and it was far more avant-garde when launched than Honda's current 'premier' CBR125, which in many ways is actually a lot more conservative.
Worth noting that many of the features of the modern CBR125 are actually no more 'advanced' than the 125 Super-Dream, particularly the important bits, front and rear suspension, brakes, and tyre sizes.
And while it may boast a water-cooled and fuel injected engine, that is significantly to meet modern emission requirements, not for reliability or performance, and it's rated power out-put is within a gnats, the same as the 'ancient' Super-Dream twin.
Meanwhile, the fashionable beam-style frame and sporty faired styling, offer little functional value to the motorcycle. That frame is designed for least manufacturing cost, not ultimate structural stiffness!
While the aerodynamics of the bodywork offer little practical stream-lining to help the bike go faster! And the small weather protection they might offer has to be balanced by the vulnerability, if the bike gets knocked off the side stand!
Compared to the 'Bench-Mark' Honda CG125, the little Super-Dream is in a completely different league. The CG might have gained electric start and disc-brake in its long and illustrious production history, but it was always a 10bhp 'budget' commuter, built down to a price, most in Brazil. Which is another plus point in the Little Super-Dreams favour, as a premier model, it was always built in Japan. It even says so on the generator cover. Which is a boast I'm not sure even the CBR can make, and even if it can, an awful lot of the 'bits' that have gone into building it will have come from Taiwan or China!
So, the Honda CB125 'Super-Dream' is a well proven, enduring little 'sports-bike' that has stood the test of time against its contemporary rivals, and STILL bears favourable comparison against modern offerings. And it can be viewed as many things, depending on your perspective.
It may merely be perceived as a slightly more sophisticated commuter, an alternative to the CG125. Providing the creature comforts of an electric start and disc brake, only found on the later models, a little more performance, comfort and 'substance' for want of a better way to describe the better finish and feel, without simply saying 'heavy'! (It weighs 125Kg, exactly the same as a CBR125 or YBR125, and a mere 9Kg, more than the CG! That's roughly the difference between a full tank of petrol and being on reserve, yet some people still insist THAT is a big deal! Usually older ones that remember it being a little heavier than an RD or AR)
Or it can be viewed as as a traditionally styled and budget-priced 'sports' Learner bike, a cheap alternative to the CBR125, or as likely the Chinese or Korean copies. But it SHOULD be perceived as a 'classic', and a very useful and practical one, that can still earn its keep as an every day bike, against the teen-age revival bikes, like the RD-LC or AR125 and such.
Its worth mention that a lot of owners reports of the Honda CBR suggest that its no where near as exiting as its avant-garde styling suggest it should be, and its actually a rather uninspiring ride, a commuter in sports bike cloths. The 'old' Super-Dream could probably stand the opposite allegation. Its a proper sports-bike in commuter cloths!
Ranking the bike against alternatives; nearly every-one I have ever met that has owned or ridden one, has said positive things about it, and they have nearly always been happily surprised by it. The main thing that people will tell you about them is that they were a lot of fun, and surprisingly fast, and comment on the unexpected wail of a little four-stroke screaming its way up to the 12,000 RPM red-line, yet not blowing up or demanding frequent rebuilds like the two-strokes, and starting on the button first of second prod, no matter what, and just 'working'.
A few people have criticises the bikes performance and handling, and I have been dogged by people suffering niggles and hassles, asking advice over worn bores and dodgy electrics, but for the most part, these can be explained by the old age and state of neglect or disrepair of the bikes in question. Good ones are pretty damn good, but its still a learner-legal 125, and an old one likely to have suffered a lot of abuse and neglect in the hands of a succession of newbie riders, and there are plenty of not so good ones out there! I know, all mine started out that way!
____________________
Biking is 1/20th as dangerous as horse riding.
GONE: HN125-8, LF-250B, GPz 305, GPZ 500S, Burgman 400 // RIDING: F650GS (800 twin), Royal Enfield Bullet Electra 500 AVL, Ninja 250R because racebike |
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| J.M. |
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J.M.
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Old Thread Alert!
The last post was made 10 years, 116 days ago. Instead of replying here, would creating a new thread be more useful? |
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