From our Old Bike Archives – Issue 87 – first published in 2020.
Story and photos: Jim Scaysbrook
There’s not a lot of reference material when it comes to the SS125, Honda’s offering of 1967. Perhaps it’s because the model was sandwiched between the revered CB92 and the equally admired (although not quite so revered) CB125, which was the SS125’s replacement.
The SS125 sprang from the Japan-only CS125, which, with a power output of 13hp at 10,000 rpm, was a less powerful 125 twin than the 15hp CB92 Benly Super Sport, to give it its full title. The word Benly means ‘convenient’ in Japanese, and that’s a fairly apt description for the spirited 125 twin that took the lightweight (or Ultra lightweight) world by storm from the moment of its introduction in 1959. The CB92 was a top performer straight out the crate, and responded extremely well to performance tuning such as the factory racing camshaft. It provided a reliable and fast clubman racer for the 125cc (Ultra Lightweight) class and instantly swept the venerable BSA Bantams from the leader boards. But the CB92 was a cobby-looking machine, with typically Japanese pressed steel frame and leading link forks, an angular fuel tank, and a square headlight. In other words, the styling polarised opinion.
The SS125 on the other hand, was deliberately styled more along European lines, but the similarities to its predecessor were nonetheless there. The new-for-1967 model still utilized a pressed steel frame with pressed steel swinging arm, but in a T-bone shape which made the bike look much lighter; which it was, but not by much – 105kg versus 110. Instead of being an extension of the main frame, the rear mudguard was now separate and of much lighter construction, while the front mudguard was a light blade style with around 90 degrees coverage instead of the CB92’s 180 degrees.
The tank was restyled into a bullet shape, and atop the telescopic front forks with their very British rubber gaiters sat a circular headlight. The upper section of the headlight shell contained a speedometer with a 100 mph dial, although with a top speed of barely 70 mph, the needle rarely ventured into the right hand side of the sweep. The seat was extremely well appointed, long and plush and clearly designed for two adults. The ignition key had migrated from the side of the headlamp to the centre-mounted side cover, under which sat the battery.
Both front and rear hubs had shrunk considerably from the CB92, the front especially so, being a single-leading shoe design rather than the twin-leader on the CB92, and were mated to 17 inch rims (the Japan model CS125 was offered with 16 inchers, while the CB92 had eighteens). Both flat and high-ride tubular steel handlebars were listed according to the market.
With a 360 degree crankshaft, the SS125 produced a distinctive exhaust note from the long tapering reverse cone megaphone silencers. The bottom end of the engine/transmission unit, still with the 44mm x 41mm bore and stroke and 4-speed transmission looked very similar to the CB92, as did the cylinder block, but the cylinder head and superstructure containing the left-side chain-driven single overhead camshaft were completely new. A single Keihin Seiki CV carburettor supplied the mixture. With six volt electrics, there is no push-button start, but kick starting is extremely easy.
Initially the SS125 was aimed only at the US, Australian and UK markets, but soon found its way to others, and with a realistic price tag, it sold fairly well. Of course in performance terms, the 125cc category was now the domain of the high-revving two stroke twins from Honda’s rivals, but for normal commuting, the tractable, clean-running, low maintenance four-stroke twin still had no equal. Colour options for the SS125 were blue and silver, or candy red and silver.
Officially, the SS125A was produced for just three years, from 1967 to 1969, after which the CB125, with its upright engine, five-speed gearbox, and tubular steel frame took over. Few road tests were conducted in this period but what they shared was a wish for more power, which came in the form of the CB125, which produced 15hp at 10,500 rpm, along with that vital extra cog in the transmission. Yet the SS125 remains a good honest worker, pleasantly styled, and these days, quite rare, which is what attracted owner and restorer Glenn Besso to this one.
Back to showroom spec
“I bought it from a guy in Turramurra (northern Sydney) who had been given it by his father to ride around the vacant land where he grew up. Some attempt had been made to stave off the inevitable corrosion and atrophy you would except to find on a paddock basher. Rims and spokes had been hand painted in silver frost and the original exhaust/muffler had returned to the earth.
“The exhaust system was by far the most difficult component to replace as this model was made in fairly small numbers by Japanese standards, over a short production run. As the mufflers are susceptible to destructive corrosion, sourcing a good second hand set is all but impossible. Reproduction mufflers are not available due to the low demand and high tooling costs. As a result, the mufflers fitted are from the earlier C92 model that with some minor adjustments to the mounting brackets, are a perfect fit and suit the overall finish and style of the bike. In fact, I personally prefer them to the original design as they are more in keeping with the age and style of the model.
“I don’t have a lot of information on the model and as I completed this restoration some years back, a lot of the information and facts I read at the time are starting to fade. I didn’t print out any tests but I recall one review with positive comments in relation to its handling, modern looks and excellent build quality. It is however considered to be a little under-powered compared to the two-stroke competition from Yamaha and particularly the Suzuki Stinger. The weight penalty of an electric starter would have added to the power-to-weight situation. Something I did find interesting was that the Japanese-only version for their local market had a 180 degree crank and the export version a 360 degree crank. I never found out why and it has remained a puzzle ever since.
“For the engine, pistons, rings, clutch, new valves and seals, gaskets, chain and sprockets, plus fork seals, steering head bearings, swing arm bushes and foot peg rubbers were all sourced from CMS in The Netherlands. I have used this company for all my Honda restorations, and they are brilliant. Mufflers, seat cover, battery and headlight bucket came from different suppliers on eBay.
“I did the alloy polishing. The paint used on the front and rear mudguards, petrol tank, chain guard and both side covers is the silver used on the XL250 Motosport, done by Jim Lowe in Kiama (Shed-X, 0414 363 616). The red for the frame, fork covers, shock covers, swing arm and headlight shell is Soft candy Red prismatic powder coat done by James Kirkwood of Hyper Coatings in Jamisontown (02 4722 3915). The black powder coating was done by Precision Coating Services in Seven Hills (02 9624 7788).”
Specifications: 1968 Honda 125SS
Engine: Twin cylinder SOHC with 360º crank
Capacity: 124cc
Bore x stroke: 44mm x 41mm
Compression ratio: 9.4:1
Lubrication: wet sump
Carburettor: Keihin Seiki CV
Power: 13 PS (12.82hp) @ 10,000
Ignition: 6 volt battery and coil
Transmission: 4 speed
Frame: T bone pressed steel frame and swinging arm
Tyres: 2.75 x 17 front and rear
Weight: 105kg
Fuel capacity: 8.2 litres
