Honda built the highest-volume motorcycle engines in history, and the aftermarket reflects that scale. The CG family alone powers fleets across four continents, the Wave underbone family dominates Southeast Asian daily transport, and the CRF line sets the pace in motocross paddocks. Serving Honda coverage means running fleet-grade volume production and race-grade precision inside the same quality system, because the same importer often buys both.
Our Honda aftermarket range covers commuter and underbone platforms — applications for CG125, CG150, Wave, XRM and TMX engines — motocross heads for CRF250R, CRF450R and the CRF-X enduro variants, trail and dual-sport heads for the XR and CRF-L families, scooter and mini heads for PCX, Click, Grom and Super Cub, and street heads for the CB and CBR singles and twins. Heads ship as bare castings with seats and guides fitted, as complete assemblies, or as CKD kits for assembly plants.
Casting, heat treatment and machining run in our own facility, with batch records filed against every part number. Fleet platforms are detailed further in our commuter bike category; race platforms in the dirt bike category.
CG125/CG150 Heads
The CG family is the highest-volume engine platform ever built; our pushrod CG heads run on continuous production, with rocker geometry machined to hold valve lash stable across long service intervals.
Wave 110/125 Heads
Underbone heads for the Wave family, cataloged by engine code to separate the regional badge variants this platform carries across Southeast Asia.
XRM 125 Head
The XRM one-twenty-five leads the Philippine underbone market; heads are produced to the original OHC specification with hardened seats for local fuel conditions.
TMX 155 Head
The TMX one-five-five serves tricycle fleets running all day at full load; exhaust-side fin area is reinforced at mold design for exactly this duty cycle.
CRF250R Head
DOHC four-valve casting for the CRF250R; seats are sintered alloy specified for titanium valve contact, finish-cut after pressing.
CRF450R Head
High-volume replacement for the CRF450R, with chamber volumes held tight and recorded per batch for the performance rebuild trade.
CRF250X/CRF450X Heads
Enduro X variants carry different cam and breather details from the R versions; we catalog them as separate part numbers, never as a shared casting.
CR125/CR250 Two-Stroke Heads
Legacy two-stroke heads for the CR family, machined from the solid with squish geometry to drawing, serving a restoration market that keeps growing.
XR250R Head
The XR two-fifty has one of the most durable owner communities in dual-sport; our heads reproduce the RFVC four-valve layout with modern seat and guide work.
XR400R Head
Covers the XR four-hundred trail platform, produced to the original dry-sump head architecture with its oil passage layout intact.
XR650L Head
The XR650L remains in production decades after launch, a rare case of steady OEM-scale demand in the dual-sport segment.
CRF150L/CRF230F Heads
Air-cooled trail heads for the CRF-L family, the entry point of Honda's off-road range and a volume mover in developing markets.
PCX 125/150 Heads
Liquid-cooled scooter heads for the PCX family, including the enhanced-smart-power generations, cataloged by engine code as eSP variants differ from earlier castings.
Click 125/150 Heads
The Click family dominates scooter sales in Thailand and the Philippines; heads are produced on short-cycle lines for volume channels.
Grom 125 Head
The Grom's global following spans commuters and the mini-moto performance scene; we supply both stock-spec heads and big-bore-ready castings.
Super Cub C110 Head
The Super Cub is the most-produced motor vehicle in history; C110 generation heads are a permanent fixture in our mold library.
CB125F Head
OHC commuter head for the CB one-twenty-five, the CB line's entry point and a steady seller in European and Latin American A1-license markets.
CBR150R Head
Liquid-cooled four-valve head for the CBR150R, produced to the original DOHC specification with chamber volumes recorded per batch.
CB190R Head
Covers the CB190R family built for Latin American and Asian markets, with regional casting variants cataloged separately.
CB500 Twin Head
Parallel-twin head for the CB500 family, the backbone of the A2-license segment, machined with cam journal boring finished in-house.
| PLATFORM | ENGINE | VALVE CONFIGURATION | COOLING | SUPPLY VERSION |
|---|---|---|---|---|
| CG125 / CG150 | Single | Two-valve pushrod | Air-cooled | Bare / Complete / CKD |
| Wave 110 / 125 / XRM / TMX | Single | Two-valve OHC | Air-cooled | Bare / Complete / CKD |
| CRF250R / CRF450R | Single | Four-valve DOHC | Liquid-cooled | Bare / Complete |
| CRF250X / CRF450X | Single | Four-valve DOHC | Liquid-cooled | Bare / Complete |
| XR250R / XR400R / XR650L | Single | Four-valve RFVC / two-valve | Air-cooled | Bare / Complete |
| CRF150L / CRF230F | Single | Two-valve OHC | Air-cooled | Bare / Complete |
| PCX / Click 125 / 150 | Single | Four-valve OHC, eSP variants | Liquid-cooled | Bare / Complete |
| Grom 125 / Super Cub C110 | Single | Two-valve OHC | Air-cooled | Bare / Complete |
| CB125F / CBR150R / CB190R | Single | Two-valve / four-valve OHC, DOHC | Air / liquid-cooled | Bare / Complete |
| CB500 twin family | Parallel twin | Four-valve DOHC | Liquid-cooled | Bare / Complete |
Honda coverage runs on two production disciplines at once. Commuter and underbone platforms run on short-cycle die casting cells and automated machining lines, built for container-load throughput without operator drift. CRF and twin platforms run on the precision side of the same plant — the process chain described on our cylinder head machining page — with seat cutting, guide honing, deck work and cam journal boring held to race-market tolerances.
Both disciplines share one inspection standard: CMM sampling, leak testing, deck flatness verification, and records filed against the part number. Hardened seats are standard across the range, from a CG fleet head to a CRF race head, because fuel quality and maintenance reality in the field make them necessary everywhere.
They are different engines. The CG runs a pushrod valvetrain with the cam low in the crankcase; the CB runs an overhead cam in the head itself. The heads share nothing beyond displacement, and confusing them is the single most common ordering error in this segment. We catalog them as entirely separate families, and confirming which engine your market runs is the first step of any inquiry.
By engine code, not by badge. The Wave family sells under different names across Southeast Asia, with carburetor and injection generations carrying different castings. We catalog each variant as its own part number and cross-reference every regional name to it, so your order lands on the correct head regardless of local naming.
Usually, yes. Honda part numbers follow a consistent structure: the first group identifies the part type, and a cylinder head assembly begins with the same five-digit prefix across the range, while the middle code identifies the model family. Send the OE number and we can usually start drawing work from it; a casting number or sample settles any remaining doubt.
Yes. CKD kits group heads, valve train components and gaskets to your line's requirements, with batch records following each kit. We support assembly-plant programs from pilot lines through full production, and kit contents are fixed in writing before the first shipment.
No. The X enduro variants differ from the R motocross versions in cam timing interfaces, breather layout and casting details. We catalog them as separate part numbers and mark the differences on the drawing that accompanies each quotation.
The OE part number or the casting number from the original head is the fastest route. The engine code stamped on the crankcase identifies the family even when the bike wears a different badge, and photos of the old part close any remaining gap — especially on scooter platforms, where eSP generations changed the casting.
Honda coverage is the foundation of most Asian, African and Latin American parts businesses, and the discipline it demands is different from any other brand: the volumes are larger, the variants are more numerous, and the margin for fitment error is thinner. The notes below reflect how experienced buyers source Honda heads, and they apply to any supplier you evaluate.
The CG family is the highest-volume motorcycle engine platform ever produced, and it anchors the replacement market across four continents. Fleet operators in Lagos, Manila and São Paulo run CG-powered bikes all day at full load, and their workshops consume heads at a rate no other platform matches. A supplier's Honda program stands or falls on CG coverage: continuous production rather than campaign runs, batch records that hold across thousands of units, and hardened seats as standard, because fleet fuel and fleet maintenance destroy soft seats. Get the CG program right and the rest of the Honda range follows the same discipline.
Honda's part numbering is the most systematic in the industry. The first five digits identify the part type — every cylinder head assembly across the range begins with the same prefix — and the middle three-character code identifies the model family the part was designed for. That middle code is the fitment answer: it tells you which engine family a head belongs to regardless of what badge the donor bike wore. Where the original part number is lost, the engine code stamped on the crankcase identifies the family, and the casting number on the head confirms the variant. Our team cross-checks every inquiry against this system before quoting.
| VARIANT | DESIGN PURPOSE | HEAD CHARACTERISTICS | REPLACEMENT DEMAND |
|---|---|---|---|
| CRF-R (motocross) | Closed-course racing | High compression, titanium valves, minimal breather provisions | High — short service intervals |
| CRF-X (enduro) | Off-road competition and trail | Different cam timing, breather and decompression details | Medium — longer intervals |
| CRF-L (trail) | Entry trail and dual-sport | Air-cooled, two-valve, simplified layout | High volume, price-sensitive |
The three families share the CRF badge and almost nothing else. Stocking decisions should follow the table: R heads for the performance rebuild trade, X heads where enduro riding is popular, and L heads as a volume line for developing markets. Mixing the families in a catalog is the most common listing error we see from new distributors.
Honda's scooter platforms changed significantly with the enhanced-smart-power generations: new castings, new valve layouts, new cooling details. PCX and Click heads from before and after the change are not interchangeable, and both generations remain in service across Southeast Asia, which means distributors need to stock both. The generation split is cataloged by engine code on our side, and confirming which generations your market runs is a standard part of our quotation process.
Ask whether CG and CB families are cataloged separately, because a supplier who confuses pushrod and overhead-cam heads does not know this market. Ask whether production is continuous or campaign-based, since fleet platforms need steady process control that campaign runs cannot hold. Ask how regional badge variants are handled, because the Wave family alone carries enough names to fill a catalog of errors. And ask for batch records on a trial shipment before committing — the paperwork at trial scale is the paperwork you will see at volume. For adjacent brand coverage, our Yamaha aftermarket range follows the same variant discipline.
Honda, CG, CB, CBR, CRF, XR, Wave, XRM, TMX, PCX, Click, Grom, Super Cub and all related model names and OE part numbers are trademarks of Honda Motor Co., Ltd. They are referenced on this page for fitment identification only. The products listed here are aftermarket replacement parts manufactured for the global replacement market. They are not original Honda parts, and no affiliation with or endorsement by Honda Motor Co., Ltd. is implied.
