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nice! thanks. and it does not matter that that eliminator is for a 12v system? but if it worked for you I am going to go ahead and order it. I love the progress on your bike. I have a 1980 cb125 that im doing some work on
nice! thanks. and it does not matter that that eliminator is for a 12v system? but if it worked for you I am going to go ahead and order it. I love the progress on your bike. I have a 1980 cb125 that im doing some work on
I'm not sure about 12V or 6V being much different in terms of battery eliminators. My understanding is that the 12V systems run half the current of the 6V systems. I don't think this will be a problem for the capacitors used the eliminators, but I haven't done extensive testing or research into it.
Clutch still hasn't been replaced. Work, classes, and design teams have been keeping me extremely busy. Plus the bike is stuck a few minutes down the road at my friend's place so it's been a pain to get out there and work on it.
Anyway, I just ordered a CB350 stator (see http://www.dotheton.com/forum/index.php?topic=50298 for instructions on how to install) and a Kohler regulator/rectifier. Hopefully I'll get the bike from my friend's place soon and get started on the rewire and 12V conversion and clutch replacement.
I've been looking at the Delkevic TL125 exhaust header as the TL125 and CB125 appear have the same engine. But, I really like the look of yours. What's that muffler you've got on it?
I just pulled the trigger on some 18awg wire and some automotive epoxy. I'm going to be rewinding the stator soon to get this old girl up to 12V. ;D I might even be tempted to 'borrow' a small engine EFI kit I know is laying around collecting dust.
Attached is an extremely well written and detailed guide from the CB125S Yahoo! group. Anyone with a small displacement single cylinder CB should join. It's a lot like DTT.
If I were you I would stick with the K&N those cheap Emgo filters have a restricted mouth on them.
If you look on the inside from what the carb mouth is it diameter decreases on the rubber boot, I read about it on a thread and didn't realise at all until I found myself dissecting one in order to increase the airflow. My 125 engine wouldn't pull past 55 with the filter on and now it rips up close on 70-75
Little piece of advice as I know how restrictive they are on the airflow, even better if you can create a velocity stack out of some PVC pipe ive seen work, maybe just 2-3 inches and attack the air filter onto the end of the pipe. That's what I intend to do, that's just me though.
Anyway, its looking sweet as right now, is that a Molkt flat slide I see on the engine?
I received my '74-'76 TL125 exhaust today. As it turns out, Honda wasn't very creative with their 125cc engines back in the day THe exhaust bolts right up and clears the carburetor and engine perfectly. I'll have some pictures when it isn't so damn dark out.
Bumping from the bowels of DTT hell, but my 125 is finally road ready. I still need to clean everything up and paint, but the last few days of 60+ weather forced me to go out and ride.
A short list of mods/upgrades include:
Electrics:
Stator rewind for 12V electrics
GY6 scooter 12V reg/rectifier
Kawasaki EL125 headlight socket + H4 bulb (fits perfectly in the bucket, but you'll have to get creative with how to attach it)
Washer under the clutch pin (it wouldn't fully disengage, this seemed to do the trick)
Engine:
70s XL125 exhaust + DG muffler
Carb from 80s CB125
K&N air filter
Here she is as she sits today (sorry for the potato quality photo):
I bought a Trail Tech Vapor for my track bike and might be putting it on this one for when I'm not on the track as I don't really care about what the odometer on it says.
I'll try to get more done over spring break, but I'm pretty awful about updating this build thread.
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