The CG125 appears virtually precisely the same as it did almost three decades later, with the exception of small elements like stickers, the gasoline tank, and the taillights. Because the CG125 has very little to offer for its comparatively high price tag, many motorbike purchasers have opted for either a lesser variation of Chinese 125cc motorcycles or have moved up a class altogether.
Some would claim that the CB125F has a more modern appearance and more features than the CG125, but it is also more pricey. The CG125 costs Rs. 147,500, while the Special Edition costs Rs. 177,000 and has a self-starter. As things stand, these are exorbitant prices.
The CB125F, on the other hand, costs a stunning Rs. 212,000 with a changed design and the inclusion of a front disc brake, which is a huge premium of over Rs. 64,500 for what is effectively the same motorcycle with a few additional plastic panels, alloy wheels, and a minimally updated look.
As a result, it’s clear that Honda Atlas needs to drastically alter the design of its entry-level commuter motorcycle in order to justify the price increases.
Despite the fact that Atlas Honda claims to have made significant upgrades to the new CG125, it is still built on the same basic recipe as the previous model from the 1990s.
The CG125 is still powered by a 124cc single-cylinder 4-stroke pushrod engine with a 4-speed manual transmission and produces close to 10 horsepower and 9.5 Nm of torque. The CB125F is equipped with the same 5-speed manual transmission as its predecessor, the CG125 Delux.
During the early 1990s, Atlas Honda replaced the traditional contact breaker fuel system with a capacitor discharged ignition system. This led to an improvement power output, fuel economy, and pollution ratings by allowing for better and quicker burning coal.
For the 2011 model year, Honda made modest improvements to the engine’s construction and carburetor, resulting in improved fuel economy and increased power.
The aforementioned powerplant’s main selling points have always been its’sound,’ power delivery (particularly at higher RPMs), and reliability, all of which are still among the best in the Pakistani market.
There are also claims that the CG125 can get 45 to 50 kilometres per litre, but these should be taken with a grain of salt because some owners have recorded fuel consumption as low as 25 kilometres per litre while maintaining their motorcycles perfectly.
The key is that the standard premise in the most recent model is the same. While normal commuting motorcycles in other parts of the world are being upgraded with gentler overhead camshaft engines and shaft balancing technology, improved brakes, suspension, and ergonomics, the CG125 has outlived its welcome in Pakistan.
The Honda CG125’s other strong point used to be value for money, but the value being delivered for around Rs. 147,500 is missing, especially when one can buy a secondhand GS-150 or a YBR-125 motorcycle, both of which are superior motorcycles in terms of value but at much the same price or less.
Even in the new motorbike market, all of the CG125’s competitors are newer and better in almost every way, and they can be purchased for slightly higher rates. As a result, potential purchasers are essentially forced to choose between buying a CG125 that delivers no additional value over its competitors at an unnecessarily high price and buying a CG125 that gives no greater value over its competitors at all.
The Honda CG125 has a good brand value, which is a benefit for the motorcycle’s resale value. It may be appealing to a businessperson, but a daily commuter looking for a cost-effective daily driver is less likely to consider the CG125 after the price increases.
Is the Honda CG125 for 2022 truly fresh and improved? Although the answer to this issue is subjective, we can all agree that after all these years, it is not nearly as excellent as people want it to be.
Despite the fact that Atlas Honda is one of Pakistan’s largest automakers, with possibly the best inventory turnover ratio and continuously profitable returns, it continues to offer largely decades-old motorcycles to the general population at persistently high prices.
The ‘if it ain’t broke, don’t fix it’ principle applies to the ‘Cash Grab’ 125 since it is dependable, holds its value well, and is still surprisingly attractive among Pakistani consumers.
The country’s new generation of motorbike purchasers is looking for more sophisticated and contemporary models. Regardless, Atlas Honda and numerous other Pakistani motorcycle manufacturers appear to be blind to shifting trends and rising standards, continuing to sell the same old barebones motorcycles at exorbitant costs.
Inevitably, despite the popularity, the GG125 is largely redundant, which is why Atlas Honda needs to make more improvements to introduce a more modern mass transit motorcycle that is simple but outperforms, has improved styling and ergonomics, and appeals to Pakistan’s modern mainstream market without the caveat of price scaling up to unrealistic levels.
