CT125 Hunter Cub Test Ride Review: Dramatically Different Riding Performance! Both Off-road and Camp Touring are Fun!

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▲Photo by Atsushi Sekino

Honda CT125 Hunter Cub Details and Test Ride Review

The CT125 Hunter Cub has been a hot topic of conversation since its concept model was unveiled at the 2019 Tokyo Motor Show. When it went on sale in Japan on June 26, it is said to be selling well, with the order base from stores recording 10,000 units in less than a month of sales. Former editor-in-chief of a motorcycle magazine for beginners, Hiroaki Yatagai, rode the popular Hunter Cub at a test ride event sponsored by Honda Motorcycle Japan.

 

Styling that makes you want to go camping just by looking at it

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[Overall length/Overall width/Overall height] 1,960mm/805mm/1,085mm
[Curb weight] 120kg
[Wheelbase] 1,255mm
[Minimum ground clearance】165mm

The CT125 Hunter Cub has a rugged design reminiscent of a jeep or other tough vehicle. The side-up exhaust system, the air scoop that connects to the rear carrier, and the large carrier are some of its distinctive features.

[Selling Price】
Glowing Red/Mat Fresco Brown: 440,000 yen (tax included)

A slightly larger position than a Cub.

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[Seat Height] 800mm

The seat height is 10mm higher than the Super Cub C125, the base of the vehicle, and 16mm higher than the outdoorsy Cross Cub 110. It's quite high for a Cub series machine, but my 172 cm and 75 kg seat height allows me to put both heels on the ground with ease. If you are still concerned about the footing, moving the seat forward a bit will help you to extend your legs downward, which in turn will improve the footing. The handlebars are wide and upright and the upper body can be kept upright like a Cub. In terms of position, there is nothing to make you feel tired after a long ride.

Overwhelming riding performance beyond the Cub- Actual riding reviews

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Overwhelming stopping power and cornering stability. This isn't a Cub anymore!

The first thing that struck me when I stepped on the motorcycle was its large size. When the Super Cub C125 was first introduced, I was surprised to find that it was the size of a Cub. I was surprised when the Super Cub C125 was introduced, but this CT125 Hunter Cub seems to be even bigger. In fact, the distance between the axles is 1,255mm, 20mm greater than the Cross Cub 110 and 25mm greater than the C125. This, combined with the strong stem and wide handlebars, makes the motorcycle look much larger. However, looking at the figures, the minimum turning radius is 1.9m, making it easier to maneuver than the Cross Cub 110 or C125.

As soon as you open the gas pedal, the powerful power of the torque-oriented engine pushes the machine forward. Especially the mid to low-speed power is the best among the current Cub series. It accelerates with a crisp pulse that feels great. As for the top speed, I took advantage of the fact that the test site was on private property to try out a variety of speeds, and while 60 km/h cruising is obviously in the realm of practicality, I got the feeling that a top speed of 20 km/h is well within range.

During our repeated testing of the high-speed range, I was impressed by the unexpectedly solidly built chassis. The suspension movement and braking performance while cornering, all of these aspects of the machine are of very high quality, or to put it bluntly, it's not like a "Cub". It's a clear departure from a business motorcycle in character, as the suspension is nowhere near as strong as it is in cornering, braking control, and overall performance. In terms of performance, it's a complete step into the realm of a sportbike. It's not surprising that the front and rear brakes are now hydraulic discs and the mainframe has been stiffened compared to the Super Cub C125, but with this chassis, all you need is a big displacement engine to be able to ride at high speeds, don't you think?

In fact, in your developer interviews, what speed range do you actually expect this body to have? I'm sure you're expecting to drive at high speeds eventually. I tried to ask some frank questions, but of course, I couldn't get the answers I wanted (lol).  However, the only comment I could get out of the developer was that they don't currently have an engine that can ride on the highway, but they certainly had such a concept in the planning stages. The CT125 Hunter Cub is selling very well at the current stage, so naturally, there is already talk about the next model and improvements to it. I can't wait to see the first highway-capable Cub.

I had a chance to ride it for two people at the test ride, and it felt quite nice. Before the test ride, I wondered why they were so particular about the rear suspension and not add a preload adjustment mechanism to the rear suspension. It's going to be unstable when riding with two people or with a full load of camping gear. But after riding it, I was convinced. They spent a lot of money to make it so that there was no need for preload.

Nothing to worry about when off-road riding!

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It was time for the long-awaited off-road ride. Unfortunately, it was raining, but I took advantage of this to test out the effectiveness of the front 1-channel ABS, which seems to be designed to work best on paved roads, so on flat dirt roads with small gravel patches, it seemed to intervene a little too early. However, there are probably not many riders who will be riding this CT125 Hunter Cub hard on forest roads. If that is the case, most riders will feel secure with the ABS, no matter how early the intervention is. Moreover, if you want to, you can take advantage of the front single-channel ABS to lock the rear brakes and turn the brakes, which is already more than enough.

What I liked while riding off-road was the direct feeling of riding with the top bridge. This is because when riding on dirt roads with many Cub-type machines that use unit steering, the steering feels a little less direct. There is also a one-tempo delay when the steering wheel is used to hold back a front tire that has been bounced by a rut. The CT125 Hunter Cub, however, immediately transmits the steering input to the front tire. As a result, when the front tire is easily caught on the road, or when the frame is heavily loaded with luggage, the handling feels more direct and the controllability is much higher.

In addition to the modified steering, the steering wheel and footpegs are also excellent. For off-road driving, I tried removing the rubber pads on the footpeg, but the serrated footpeg holds the sole of the boot firmly in place, and the large contact surface makes it easier to control the machine when it is out of control. As for the handlebars, the standing position is also perfect. In fact, the standing position is much easier than on the Cross Cub 110, and it is much easier to control the motorcycle with the upper body leaning forward.

This may be a bit of a comparative study, but the off-road performance of the Cross Cub 110, which was never intended to be anything more than an outdoor machine, has been elevated to the level of off-road performance. In fact, the CT125 Hunter Cub and the CT125 Hunter Cub will be able to hum along most dirt and forest roads with the throttle wide open.

Detail Meters & Lighters

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[Displayed items]
Speed / Fuel level / Odometer / Trip meter x 2

The meter has a reversible digital panel. The display is simple, with no gear position, fuel consumption gauge, or even a clock. According to the development team, they wanted to use an accurate radio-controlled clock if they were going to put one on the motorcycle, which was a little disappointing since the C125 had everything. In addition, the power-saving full-LED display and the 190W power generation capacity allow for a wider range of accessories, such as grip heaters, compared to the C125.

Riding performance

Engine

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[Engine type/Displacement] Air-cooled 4-stroke, OHC2-valve, single-cylinder/124cc
[Maximum output] 6.5kW/7,000 rpm
[Maximum torque] 11Nm/4,500 rpm

The internal structure of the Wave 125i engine was carried over from the Wave 125i engine, although additional oil dip gauges were added. However, the intake pipe length and other intake settings were made to increase the torque in the low to mid-range. A crisp pulse is also achieved.

Top Bridge
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The most distinctive feature of the CT series is the front fork with a top bridge, rather than the unit steerer of the Cub series. Just looking at this front end alone, the sportiness and riding performance of the vehicle have been dramatically improved. The steering angle is 45 degrees on each side, and the minimum turning radius is 1.9 meters, making it as easy to maneuver as any other Cub.

Handlebar
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The 805mm wide handlebar is wide and upright, making it easy to sit and stand in the dirt. The grips are uneven and are designed to prevent slipping. It does not have the brake lever locking mechanism commonly used on Cub-type models.

Undercarriage
[Tire size] Front: 80/90-17, Rear: 80/90-17

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The front fork stroke is 110mm, which is +10mm compared to the C125 and +5mm compared to the Cross Cub 110. The rear has an axle travel of 77mm. The rear suspension doesn't have a preload adjustment mechanism, but the parts were selected and set up to handle the load of a two-seater, resulting in a firm, sporty ride overall.

Brakes

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[Front] Nissin single-pressed 2-pot/φ220mm disc
[Rear] Nissin single-pressed 1-pot/190 mm disc

Finally, the era of disc brakes has arrived for the Cub series. It also has front-only single-channel ABS. However, the CT125 Hunter Cub is a great choice for its off-road riding character. The rear brakes are hydraulic, which minimises the lever stroke and minimises the impact on ground clearance, and thanks to the single-channel ABS, the rear brakes can be deliberately locked to make turns.

Shift pedal
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The large footpegs with their strong off-road character are transformed into a jagged off-road version with the removal of the rubber, and while the 4-speed return shift is the same as on a conventional Cub, the shift pedal is original to the CT125 Hunter Cub, with a rubber tube that allows you to use the toe, up or down. 

Swingarm

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The swingarm is based on the Super Cub C125. Like the C125, the Japanese version has pillion footpegs for two people and a heat guard on the exhaust system. The chain is 428 size and non-sealed. With 14 front sprockets and 39 rear sprockets, the rear sprockets have three more teeth than the C125, and the setting is designed to emphasize low to mid-range acceleration.

Exhaust System
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The identity of the previous Hunter Cub series is, of course, also retained, as is the up-type exhaust system to prevent it from being hit on rough terrain. The Japanese version has a heat guard mounted on the silencer for the two-seater.

High-mounted air intake duct
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Most Cub series is equipped with an air cleaner box just below the handlebar. In contrast, it is customary for the Hunter Cub series to have an air cleaner box on the left side of the chassis and an air scoop mounted on the rear carrier. The new Hunter Cub, of course, has this high-mounted air intake duct.

Frame with enhanced rigidity
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The frame is based on the Super Cub C125, but the red paint is a modification of the CT125 Hunter Cub, which was built for 60km/h cruising comfort, with a larger rear carrier, additional pivot plates, and a redesigned rear suspension. To top it all off, a new head pipe and reinforced frame neck were added along with a top-bridge front fork. The addition of a sub-frame also had a significant impact on the motorcycle's rigidity.

Utility

Seat
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The seat height of 800mm is high for a Cub, but the front has been narrowed significantly for maximum legroom. Using the key under the left air cleaner box to unlock the door, the seat unlocks to reveal the fuel tank.

Fuel tank

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[Fuel capacity] 5.3L
The seat height is 800mm, which is high for a Cub, but the front of the seat has been narrowed to maximize legroom. Unlocking the door with the key located under the left air cleaner box unlocks the seat and reveals the fuel tank.

Underguard

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The Hunter Cub is an aggressive off-road vehicle that requires an underguard and subframe to protect the engine from hitting rocks and corners. Off-road riding is no fun if you are worried about the hits to the engine's underside. However, the boards are a bit thin, so if you are planning on hitting the engine hard, you may want to replace them with a thicker under guard.

Rear carrier

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The special large rear carrier measures 409 mm wide x 477 mm front and rear. The only carrier larger than this would be the Super Cub 50/110 Pro (384 mm wide x 543.3 mm front and rear) for newspaper delivery. It is made of steel and looks sturdy, but surprisingly it is not uncomfortable for two people to sit on (although I don't like to sit on it for a long time). The cargo hooks are of the claw type, which is nice in terms of design, but for practicality, I think the pin-type like the 110 Pro would be easier to use. There are four M6 screw holes on the top surface, making it easy to attach a base plate such as a top box.

Tool tray
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There is a sturdy-looking metal bracket on the left side of the rear carrier, and a plastic document & tool box is attached to it. If you remove this toolbox, it looks like you can install other parts, such as the former stock sub-tank.

Center Stand
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It is a non-seal chain and there is no cover, so chain maintenance is a must. It is easy to maintain the chain as it is equipped with a center stand, but it would be better to remove the clip-on chain and soak it in a ditch after riding in the dirt.

Front Fender
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The steel front fenders also come with rubber mud flaps as standard. The spokes are made of rust-resistant stainless steel and the front and rear wheels are made of steel, but painted in mud black.

Switch box

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[Right] Starter switch/kill switch
[Left] Headlight switching/blinker/horn

The motorcycle features a push-canceled blinker and a switch box similar to those found on most Honda motorcycles. The grips are designed for off-road use with large bumps. The Super Cub series uses an automatic centrifugal clutch, which requires no clutch operation and can be operated by a small two-wheel AT licensee.

Summary

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You can go anywhere with this motorcycle, no matter how big or long it is.

The CT125 Hunter Cub has been given outstanding performance that is unmatched by any cub. It may be a little less sure-footed than other Cubs, but if that's not a concern, the CT125 Hunter Cub is a dependable partner who can handle everything from commuting to work and school to camping with a full load of luggage. It's also capable of riding off-road on flat dirt roads. If you're traveling with it, you'll be able to enjoy it no matter where you go in Japan.

Photo by: Honda Motorcycle Japan Co.

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See Accessories for HONDA CT125 Hunter Cub

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