Carabela 125 Caliente
CARABELA 125 CALIENTE
CYCLE WORLD IMPRESSION
Mexico’s First Small-Bore Motocross Export Is Light, Well Finished, And Capable Of Winning.
EVER HEARD OF a manufacturing firm called Acer-Mex? Besides making bicycles for the past 18 years, they manufacture street motorcycles for domestic use, and are currently exporting one model, the Carabela 125-cc Caliente to the United States.
The Carabela Caliente is strictly an off-road competition machine, and a pretty good one at that. Finish, in fact, is excellent.
Doesn’t sound like a product from a small, backward factory, does it? Well, it’s not. The Acer-Mex factory complex, located just outside Mexico City, employs over 3000 workers, uses IBM computers to control parts inventories, and even manufactures its own steel tu bing.
Like the majority of motocross machinery. the Carabela Caliente is powered by a single-cylinder, piston-port two-stroke. It is interesting to note that this l 25-cc unit, which has a 52-mm bore and a 55-mm stroke, appears to be quite similar to the Italian Minarelli engine.
Compression ratio is 13.5:1 and a claimed 19 bhp is produced at 8000 rpm. A flat-topped, two-ring piston is used. The connecting rod rides on roller bearings at each end and the aluminum barrel has a pressed-in iron liner. A 27-mm square-slide Dellorto carburetor is fitted and a flywheel-mounted, Italian-made Ducati magneto generates current for the ignition.
Power is transmitted through a gear driven primary and multi-plate clutch to a constant mesh four-speed transmission. Shift pattern is the standard “one down, three up’’ and the unit works faultlessly. The right engine case has been cut away to provide easy access to the countershaft sprocket.
The low-mounted expansion chamber is completely out of the rider’s way and should present no problems on motocross courses.
This exhaust system is actually two pieces. A short, chrome plated pipe is held in place on the cylinder barrel by a three-bolt flange. The expansion chamber, painted flat black, is bolted to the frame just aft of the right footpeg, and
is attached to the chrome pipe by two stout springs.
Air is filtered by a polyurethane foam element located under the seat in an airbox-like structure which is open at the rear. The wide rear fender keeps dirt from being directly thrown forward onto the element by the rear tire. Access to the element is gained by removing one bolt, located at the rear of the seat. The seat can then be slid off to the rear. Both seat and tank are rubber mounted.
The 2-gal. tank, as are all body components, is made of fiberglass and is painted bright red. Of interest is the soft rubber cork gas cap. Because it is sott, it is a little difficult to get it started in the tank filler hole, but it does not leak.
The fuel petcocks also deserve mention. Made in Italy by Brev. Orlandi, they feature click stops, enabling the
rider to positively select either the on or off position without looking.
The frame, painted silver, is a single toptube, double-cradle unit. The toptube curves down behind the engine and is welded to a box-like steel structure which supports the engine and swinging arm assembly. Two sets of cross-braced, parallel tubing, one set welded to the toptube and one set welded to the box-like structure just above the swinging arm pivot, form a sub-frame which supports the seat and rear fender.
Mounts for the folding footpegs are bolted through the frame tubes and are sufficiently strong. The pegs themselves, however, wear around the pivot bolt and, after a period of time, slant downward slightly. A kickstand is fitted which bucks nicely out of the way. But. the stand’s mounting tab bends virtually every time the bike is parked and huist
be bent back before it is used again.
Sturdy tabs, welded to the subframe, provide the upper mounting point for the adjustable Gabriel shock absorbers, fitted with progressively wound 60/90-lb. springs.
Front forks, manufactured by AcerMex, are rather fragile-looking external spring units. A small diameter, tubular fork brace is fitted, but it can be bent by hand and provides little added strength. Rubber boots are used, but do only a fair job of keeping dirt out of the seals because six 1 /8-in. diameter holes are present in each boot, possibly to prevent condensation from rusting the fork springs.
In spite of their fragile appearance, the Acer-Mex forks perform'quite well. They have adequate travel and good dampening. For those who prefer internal spring forks, Ceriani units are
available for an additional price of $80.
In true motocross fashion, the Carabela is fitted with a 3.00-21 Barnum knobby in front, and a 3.50-18 Barnum knobby in the rear. Rims are chrome plated steel. Two rim locks are present in the rear, and one in the front rim, allowing low tire pressures without damaging the tube. Steering is precise and the Carabela can be ridden hard on tight courses with confidence.
Weight is 200 lb., with a half tank of gas. The Carabela neither wheelies too easily nor lands on the front wheel following a jump, indicating good weight distribution. When a series of bumps must be negotiated at speed, sit back, screw on the throttle, and the ('ara be la will skip over the irregular ground in a straight line, with minimal pitching.
With the addition of a skid plate, and
the fitting of a high-mounted expansion chamber. Carabelas should be competitive in desert events as well. A five-speed gearbox would provide a slightly higher top speed and would allow closer gear spacing between first and second. sand, or on hills, the engine must revved to near maximum rpms in first, or it will bog when second is engaged. Gear spacing between second, third, fourth is excellent.
Although the engine produces plenty of power, it is not in the least bit fussy. One or two kicks will start it every time. It will even idle for quite a while without loading up and fowling spark plug. While these attributes aren't necessary on a competition machine, they are desirable and make the Carabela easy to operate.
Price of the Carabela Caliente, complete with Acer-Mex forks, is $(W5.
