Video showing how it is done on the CG125. The bits of metal in that centrifugal filter at minute 6, look exactly like what I took out of my brand new cg125 in 1989. That had the same scraps that looked like leftover machining swarf. That was at 300 miles from new when its factory oil was drained and changed. It never had another bit of that after that initial run in oil change. I suspect that unless the clutch disintegrates scattering bits of friction material, that is the end of sizeable fragments until bearings start to break up. Note the size of the crank main bearing at minute 6. Hugely over engineered for a ten horsepower engine. I know someone who has ridden two of these bikes to 90k and 100k miles and never opened the cases. OIL CHANGE every thousand miles - mandatory for long life on these and also, not riding them full throttle all the time, which many young lads do. Of course they are not really suitable for an long trips on an A road where you need to run at 55 -60 all the time. They will do it, but it seems cruel and heartless to me. I did once ride one from Newcastle to Steeple Claydon in Bucks, and back, but that was at about 50 -55, so not too harsh.
This particular small push rod engine was Honda's approach to early failure in engines exported to south Asia where the normal practice was not to do maintenance until something went wrong. The OHC engines back in the 1960s were failing all over that market because of late oil changing. This engine is still being produced there now and exists in big numbers.
How the CG125 engine came to be - https://global.honda/en/heritage/episodes/1975cg125.html
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