Presentation of the HONDA XLS 125

The HONDA XLS 125, reliability and robustness

Facing the HONDA 125 DT/MX, which dominates the market, Honda is the only manufacturer to offer a trail 125cc single-cylinder four-stroke. The famous 3 SL, born in 125, the first Honda off-roader imported into France, enjoyed considerable success and convinced customers thanks to its reliability. © and a perfect aptitude for urban journeys as well as all-road rides.

The XL, unveiled at the end of 1975, uses the same recipe by modernizing it and will know the same success until its replacement, in 1978, par the XL-S more aesthetically aggressive and equipped with longer travel suspensions, but also heavier without having gained in power, its mechanics remaining the same except for a few details .

The reliability, the maintenance of the Honda XLS 125

The solidity of mono is proverbial, it requires a minimum of maintenance to be confirmed. Thus, particular attention should be paid to frequent oil changes, with an oil of good viscosity. The ideal is a semi-synthetic 15W50, but for the frugal, a mineral base in 20W50 is perfectly suitable, respecting intervals of 1500-2000 km.

Every 10 thousand km, it is necessary to clean the centrifugal purifier which concentrates the impurities in a small bell located behind the clutch housing. Be careful, this very often neglected operation can lead to clogging of the lubrication circuit which will first be detrimental to the top of the engine and the camshaft and crankshaft bearings.

The timing chain must be tightened as soon as it becomes noisy. Failing this, it becomes excessively loose causing premature wear, that of the runners which guide it and of the aluminum which surrounds it. To proceed, simply run the engine at a warm idle and loosen the lock nut located at the base of the cylinder, wait a few seconds and retighten it. It may still be noisy due to the tensioner spring sagging. In this case, with a small 4,5mm screw screwed into the rod of the tensioner (removing the plug with a 10mm wrench), it can be helped to go up.

The CDI ignition does not require anything as long as the factory settings have not been modified. Sometimes, however, the centrifugal advance with age is a little deficient. The carburettor only requires intervention in the event of a malfunction.

The jaws are to be replaced approximately every 15000 km, so that the braking gives at least an illusion. The long secondary chain is rarely of quality, it requires adjustment of its tension every 500 km with greasing. Its replacement will be around the 10000 kilometers, which is a good opportunity to shorten the final gearing from 14/47 to 14/52, which is much more suitable. Some may even opt for a 13-tooth sprocket.

Do not forget to drain the fork, not hesitating to put a little more oil than the 150 ml indicated (160 for models after 1981). The rear shocks are quite durable.