– 2024 Honda Trail 125 (CT125) Review / Specs | Buyer’s Guide + Changes Explained! –

Today, we’re taking a closer look at the new 2024 Honda Trail 125 / CT125 that was just released! This little guy, also known as the Hunter Cub 125 around the world has been released and is returning to the 2024 motorcycle model lineup. It’s one of Honda’s many returning 125cc class motorcycles, that include the Dax 125, Monkey 125 and Super Cub 125 models for those that love a little bit of retro / vintage styling with their mini bikes. Now, if that styling isn’t your thing, don’t worry as you’ve still got the 2024 Grom 125! Keep in mind though, at the time of typing this – American Honda hasn’t officially announced the 2024 Trail 125 but it’s right around the corner and I’ll be updating this page with USA info as soon as it’s released.

What did Honda change for 2024 on the Trail 125 / CT125? Keep reading and we’ll dive into that and more…

If there were ever a motorcycle made for casual trekking on- and off-road, one that harkens back to the golden era of motorcycling while incorporating the joys of modern design and technology, the Honda Trail 125 is it. Below, is a quick overview of the main specs on the 2024 Honda Trail 125 for those in a hurry.

• Quick 2024 CT125 Info:
• 2024 Trail 125 (CT125) Price / MSRP – Varies from country to country | USA: TBA / Japan: 440,000 yen
  • * 2024 Trail 125 comes standard with ABS  (ABS = Anti-Lock Braking System)
• 2024 Trail 125 (CT125) Release Date (USA) – TBA
• 2024 Trail 125 (CT125) Release Date – December 2023 (Japan)
• 2024 Trail 125 (CT125) Announcement Date – November 2023 (Japan)
• 2024 Trail 125 (CT125) Colors – Tumeric Yellow, Matte Armored Silver Metallic, Glowing Red
• 2024 Trail 125 (CT125) Miles Per Gallon –  158 MPG * (Honda doesn’t rate them in MPG but they do in km/l and when you do the conversion of 67.2 km/l that Honda officially rates it at in Europe you come up with approximately 158 MPG)
• 2024 Trail 125 (CT125) Horsepower –  9.0 HP @ 6,250 RPM
• 2024 Trail 125 (CT125) Torque – 8.1 lb/ft TQ @ 4,750 RPM
• 2024 Trail 125 (CT125) Weight –  256 lbs
• 2024 Trail 125 (CT125) Seat Height –  31.5 in.
• 2024 Trail 125 (CT125) Fuel Tank Capacity – 1.4 gal (including 0.3 reserve)

• 2024 Trail 125 / CT125 Review Contents:
  • 1. | Introduction / Model Overview
  • 2. | Key Features
    • 2.1 | Design & Styling
    • 2.2 | Engine & Drivetrain
    • 2.3 | Chassis & Suspension
  • 3. | Changes Explained
  • 4. | Accessories
  • 5. | Honda CT History
  • 6. | Pictures / Photo Gallery
  • 7. | Technical Specifications 

When it comes to fun, approachable, popular miniMOTO models, no manufacturer even comes close to Honda, and the Trail 125 is a prime example of one such machine that also pays tribute to the past. The model harkens back to a golden era of motorcycling when there was seemingly a CT model on the bumper rack of every motor home but, like Honda’s nostalgic Monkey and Super Cub, it incorporates the modern joys of practical design and hassle-free technology. Based on the urban-appropriate Super Cub, the Trail 125 has a number of rugged upgrades, making it ideal for casual trekking on- and off-road. Similar to the Honda Monkey 125 and Grom 125 models in the video below but with a semi-automatic clutch instead of a “real” clutch, so you don’t have to worry about doing anything but clicking up and down to change gears – like with the Super Cub. 

Whereas the new Super Cub C125 sought to serve the casual daily needs of urban riders, the Trail 125 expands that scope by providing features that make it just as capable in rural settings and on two-track roads and trails. This was accomplished by strengthening the chassis, increasing suspension travel, improving range and updating the electronics for virtually maintenance-free operation.

The many improvements to the function and capability of the original CT series have not detracted from the distinctive CT design, which is carefully preserved in the modern Trail 125. With the goal of balancing the image of a tough-yet-modern machine, Honda’s designers simplified the surfaces of each part on the frame while preserving the symbolic elements such as the upswept muffler, air-cleaner cover, fuel tank, rear carrier, steel front fender, turn signals, footpegs and handgrips.

A 3-D emblem of the signature original Honda wing logo represents the traditional series model while the drop-shadow Honda logo, reminiscent of the CT-series, is attached on left and right side covers.

• Electronic features include the following:
  • 190 watt generator output
  • LED lighting
  • Large, square turn signals mimic the look of the older CT models and are durable for off-road use

For 2024, the Trail125 has the 124cc air-cooled, two-valve, overhead-camshaft, four-stroke, single-cylinder engine (new for 2023 on the CT125) that the Super Cub received in 2022. Efficient, quiet, fuel-efficient and durable, the engine combines the bottom end (with redesigned crankcases) from the Japanese-market C110 with the SOHC, two-valve top end of the Grom. The engine produces useable, enjoyable power all the way through the rev range, while still offering impressive fuel economy.

Compared to its predecessor on the 2022 and prior Trail 125, the 2024 Trail125 is more undersquare, with a 50.0mm bore and a 63.1mm stroke, and compression ratio is 10.0:1. State-of-the-art programmed fuel injection (PGM-FI) has automatic enrichment and electronic ignition, ensuring trouble-free starting and efficient operation in every conceivable condition.

Compared to the Super Cub, the Trail125 has a longer intake and tuned exhaust for enhanced low- and midrange power, as well as a three-tooth-larger rear sprocket (38 teeth) for lower gearing—all changes that are ideal for trekking and touring on forest-service roads and trails. The airbox is designed to match the engine. It smooths airflow on the clean side of the panel-type, wet-paper filter (which has a 10,000-mile life in normal riding conditions) and—along with the connecting tube and injector position—improves driveability. Many Trail125 owners prefer to do their own maintenance, and a welcome feature is a replaceable oil filter.

While the outward appearance of the muffler (one element of the Trail125’s “mythology”) stays the same, the internals are modernized; with the gain in combustion efficiency, a single, more efficient catalyzer replaces the pair of catalyzers used with the previous exhaust. The ECU programming maximizes performance and efficiency, and the alternator output has been increased.

As before, the transmission has four speeds (with neutral at the bottom), and in true Trail125 tradition, it’s operated via an automatic centrifugal clutch, eliminating the need for a clutch lever. At standstill, the rider simply selects the gear required with the left foot lever; as the throttle is opened, the clutch operates automatically, and it continues to do so through each ratio change, up or down. A helical primary gear reduces mechanical noise. For optimum shift feel and reduced shift noise, the engine has a high-quality shift-drum bearing, shift-arm rubber, and optimized clutch-damper rubber material.

Compared to the Super Cub, the wheelbase of the Trail 125 has been lengthened .5 inches to 49.4, the front-suspension stroke increased to .4 inches to 4.3, ground clearance upped 1.1 inches to 6.5, and the seat height raised .8 inches to 31.5. Together with the following upgrades, these changes allow the Trail 125 to readily traverse uneven road surfaces and challenging terrain while still providing ample rider comfort and control:

• The head pipe is reinforced and the triple clamp redesigned to ensure a balance between frame rigidity and flex.
• An upswept bend enables the handlebar to be turned 45 degrees in each direction so that the rider can easily make course corrections at low speed.
• Dual-sport-style knobby tires mounted on 17-inch rims with stainless-steel spokes offer traction and long life.
• Disc brakes front and rear ensure excellent braking power even when luggage is loaded; ABS is standard.
• The seat is narrower at the front to facilitate foot reach to the ground.

The fuel-tank capacity is 1.4 gallons (0.4 gallons larger than the Super Cub), increasing range when fuel stations are few and far between. The high-mounted air intake and upswept exhaust enhance low-end power and are consistent with the CT lineage, and the engine guard adds protection from obstacles like large rocks and tree stumps.

As a package, the Trail125 pays tribute to the original CT line while embracing the convenience and performance of modern technology, making it a great tool for riding around town or exploring the wilderness.

2024 Honda CT125 VS 2023 CT125 Changes… Did Honda change anything on the 2024 Trail 125? Yes and no, technically. There were no mechanical changes to the 2024 Trail 125 / CT125 but we do see a new color being brought to the table for 2024, Tumeric Yellow. Now, on the other hand – there were significant changes in 2023 and you can learn more about those by Clicking Here.

Here are just a few OEM Honda accessories that are available for the Trail 125 (CT125) with many more on the way…

• Center carrier
• Anodized pieces
• Crash bar
• Rear suspension
• Skid plate
• Handlebar brace
• Hand guards
• LED fog lamp kit
• Rear fender guard

Moriwaki and Takegawa already have exhaust systems out for the 2021 CT125 too as you’ll see pictured below!

In 1960, the efforts of a Honda motorcycle dealer in Boise, Idaho, came to the attention of Jack McCormack, the sales manager at the 1-year old American Honda Motor Co. As told by Aaron P. Frank in his book, Honda Motorcycles, McCormack had noticed the sales of the popular step-through Honda 50 were off the charts in an area known more for its surrounding rugged mountain terrain than an urban core. He contacted the owner, Herb Uhl, seeking an explanation.

“He told me how he was selling them as a trail bike, putting a cheater sprocket on the back and some knobby tires,” McCormack told Frank. Uhl sent one of his converted Honda 50s down to California for McCormack to inspect.

“It was a brilliant little machine,” McCormack said. “It worked so well because it was light, and with the automatic clutch you could climb logs. To do that on a big bike, you had to have a certain amount of skill. I saw lots of possibility for something like Herb was doing, selling it as a bike that you could go in the woods and hunt or fish with.”

McCormack sent the bike to American Honda’s parent company in Japan, with a request to build a production version of Uhl’s off-road adaptation. By March 1961, the CA100T Trail 50 was offered to Honda dealers across America.

Honda’s first foray into off-road motorcycling was an immediate success, hailed by Cycle World magazine with the recommendation that readers go “Trail Fiftying.” The model evolved through numerous upgrades and revisions, eventually becoming the popular CT brand. Over the course of nearly three decades, well over 725,000 units from the CT series were sold in the U.S.

1961 Honda Trail 50 / CA100T

The first Uhl-inspired production Trail 50 transmitted its 49cc overhead-valve engine’s 5 horsepower through a three-speed semiautomatic transmission. Knobby tires were mounted on full-size, 17-inch wheels, and the original Honda 50’s leg shield and front fender were removed for better off-road utility. The front suspension retained the Honda 50’s then-modern, leading-link design. A double rear sprocket permitted changes to the overall gearing, a nod to the Trail 50’s off-road suitability. A single saddle was positioned ahead of a large chrome utility rack, which could be replaced by an optional passenger seat. A skid plate was provided to protect the low-slung engine. The street-legal headlight and taillight enhanced the bike’s dual-sport capabilities. The retail price was $275.

The model evolved over the next couple of years, getting updates like a 5cc larger engine, a thicker seat and an upswept muffler, and it soon earned the nickname “Hunter Cub” in some markets.

1964 Trail 90 / CT200

In 1964, the CT200 Trail 90 was introduced, powered by a larger, air-cooled 87cc engine and a new four-speed semi-automatic transmission with a centrifugal clutch. It included a purposeful front fender with mudguard, and the high-mounted intake and exhaust protected the engine from ingesting water in stream crossings.

Two years later the name was changed to the CT90 Trail 90, with numerous upgrades. An all-new 89cc engine with a lightweight, aluminum-alloy head used a reliable chain-driven, overhead camshaft. The dual-rear-sprocket arrangement was replaced by a selectable reduction gear in the transmission, a feature Honda called “Posi-Torque” that effectively gave the CT90 an eight-speed gearbox—ideal for crawling over all types of terrain—with the flip of a lever on the transmission case. Dry weight was a feathery 179 pounds, and it was claimed to produce 7 horsepower at 8,500 rpm.

A compliant, telescopic fork was introduced in 1969, and one year later a foldable, swivel-lock handlebar was added, simplifying transport in a van, pickup or trailer. Turn signals were added in 1974, making the Trail 90 completely legal for street riding in all 50 states whenever desired.

Trail 70 / CT70

Concurrent with the evolution of the larger CT models, the minibike-based CT70 Trail 70 was introduced in 1969 and was sold in the U.S. until 1982, then reintroduced in 1991 and carried over the next three years. The fun-to-ride Trail 70 was a prototypical play bike that took many of its styling cues from the popular Z50 dirt bike as well as the larger CTs, and the front and rear lighting added a desirable element of street-ability. The Trail 70’s success underscores its influence as one of the inspirations for the modern-day Honda Monkey.

CT110

For the 1981 model year, the CT110 was introduced, with an engine displacing 105cc, providing more usable power. The low-slung engine was guarded on each side by steel bars, protecting it from rocks, tree stumps and tip-overs. By this time—20 years after its first introduction—the popular CT series had developed an envious reputation not only among hunters, campers and fishermen for its off-road practicality, but also among farmers and ranchers as a capable, reliable and economical agricultural vehicle. In fact, Herb now refers to models in the CT series as “the original ATVs.”

Trail 125 ABS / CT125

In 2019, Honda unveiled the CT125 concept bike at the Tokyo Motor Show, where its throwback design made it a huge hit. Honda has enjoyed success with similarly nostalgic miniMOTO models including the Monkey and Super Cub, so the confirmation of a production Trail 125 for the 2021 model year is perhaps not surprising. Based on the Super Cub, but with updates to make it more off-road-capable, this model seems likely to be popular with customers in the U.S., the country that played such an important role in the models that the Trail 125 honors.

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