completing a Compulsory Basic Training (CBT) course. In Brazil, due to emission laws from 2009, the engine has been redesigned with an overhead camshaft (bore and stroke also changed from 56.5mm x 49.5mm to 52.4mm x 57.8mm). Due to Euro 3 emission laws the Honda CG125 has been replaced by the fuel injected CBF125 in the UK and Europe since 2009. Other manufacturers made overhead valve clones of the CG125 engine with same piston bore and stroke (56.5mm x 49.5mm) to comply with Euro 3 emission laws and they are widely available (as of 2020). The CG125 had also been produced in South Korea and Thailand in the past. The South Korean CG125s were produced by KIA motors as the KIA-Honda CG125. Changes Over its lifetime, the CG125 has received numerous enhancements and tweaks: The electrics were upgraded from 6 V to 12 V (1985 in UK). The point (contact breaker) ignition system was replaced by the capacitor discharge ignition (CDI) system (1989 in Japan) and a little later in other countries. By 1993 Honda was using only CDI ignition systems for all of its motorcycles. An electric start was added in 2001, originally alongside the original kick start and replacing it completely in 2004 (in the European Market). 2004 saw a number of further changes in the European market: The front drum brake was replaced by a disc brake. A new instrument cluster, including a fuel gauge for the first time, replaced the old square unit. The fuel capacity was increased from to . The styling was modernised. The chain casing was dropped in favour of a simpler chain guard. This last change is one of the very few changes that sacrificed functionality (longer chain life) in favour of aesthetics. References External links Honda CG125 History CG125 Standard motorcycles Motorcycles introduced in 1976