Why bother with the satisfaction of restoration when you can watch someone do it for you?
There is nothing I enjoy more in the world than watching in-depth restoration videos with only audio from the process itself. On a slightly unrelated note, my favourite youtube channel makes videos just like this with no added audio doing engine restorations for vehicles.
Ever seen the ‘power washing porn’ subreddit? There are more communities than I can count dedicated to watching dirty things get cleaned. There is just something so satisfying about it.
In this video, YouTuber ‘Live With Creativity‘ takes a completely trashed Honda CD70 tank and restores it to what looks like brand new condition in the most recent instalment of this restoration process. Honestly, from the thumbnail alone, I thought there was not a snowballs-chance-in-hell this thing was gonna be restored to the point of perfection that the final product showcases; But as usual, I am left speechless with the skill level some of these back-yard enthusiasts possess.
The kicker of this ‘magic trick’ was when he added the rocks and rust remover to the inside of the tank to clean up the erosion and rust that may be permeating on the interior of the tank. Although it’s a simple trick I would have never thought in a million years that was due-process for an inside AND out tank clean-up. Call me naive, but I learn something new every time I bare witness to a restoration project on youtube.
These videos can also act as great guides and assistance in your own restoration projects as every single step of the process is carefully documented with no filler or fluff. Whether you’re watching for knowledge or falling asleep to the peaceful sounds of hard dedication to craft, I will always have a soft spot for content like this.
We already knew the Honda CT125 Hunter Cub was going to be a great little motorcycle, but we didn’t know how good of a trail bike it would be. In the video below, the rider shows the world just how tough the little motorcycle actually is.
In the video, he makes some minor adjustments and additions to the bike and then he takes it off-road on some trails, through water and even through a shallow lake. The CT125 Hunter Cub looks like a fantastic little motorcycle, and it’s a bike that I think this a lot of riders could use and enjoy.
The rider in the video fully submerges the bike at one point and it stalls out. The bike was almost completely submerged up to the seat. After letting the water run out, he’s able to get the motorcycle going again and gets back on the trail, hitting mud puddles, giant holes, and so much more.
I’d urge you to check out the video below. The Honda CT125 Hunter Cub is now being delivered in certain parts of the world and will hit other markets later this year and into 2021. It might be worth it to pick one of these up.
Sixteen-inch wheels are not a common size on motorcycles of today and limit your tire choices. Using smaller wheels is one of the many ways that the Rebel maintains its low seat height. Photography by Kevin Wing.
In The Beginning…There was the Rebel | 2020 Honda Rebel 500 ABS Review
The first motorcycle you own is the most important motorcycle you will ever own. On that bike you will earn key motorcycling merit badges — learning proper throttle and clutch control, shifting, cornering techniques and brake application, to name a few. Those foundational riding skills need to be cultivated somewhere and it helps if they’re acquired on a bike as welcoming as the 2020 Honda Rebel 500 ABS.
The Honda Rebel line is an unsung hero of the motorcycling world. Originally launched in 1985 with the Rebel 250, the spritely little cruiser was virtually unchanged over its 32-year run on the market and quickly became one of the quintessential beginner bikes due to its durability, unintimidating power, low seat height and user-friendliness. For those reasons, it was the bike of choice for numerous basic riding courses, allowing countless would-be motorcyclists to receive their motorcycle endorsements.
Above all, it was cheap and built to take the harsh punishment that new riders dish out. Yes, the Rebel also helped riders earn other notable merit badges, such as learning the importance of fully extending your kickstand, or not overfilling your fuel tank and spraying gas everywhere.
In 2017, the Rebel line was significantly updated with the introduction of the Rebel 300 and 500, continuing the tradition of approachability and dependability for a new generation of riders. For model year 2020, several helpful updates come in the form of an assist-and-slip clutch, retuned suspension, LED lighting, a new instrument panel layout and a beefed-up seat. In many ways, these updates have enhanced the Rebel’s quality fit-and-finish.
The 2020 seat features additional and denser foam for comfort. We opted for the quilted custom seat at $64.95, which is functionally the same as the stock option.
Toss a leg over the Rebel 500 and you’re met with a comfortable, north-of-neutral riding position, narrow backswept handlebars and mid-mount footpegs. The ultra-low 27.2-inch seat height and lean chassis give the Rebel a petite stature, which has made it popular with shorter riders, since it allows them to firmly plant their feet on the ground. Honda also added more and denser foam to the saddle, improving comfort. Even at 5-foot 10-inches, I fit it comfortably. If you’re creeping into the 6-foot range, you may feel differently.
The round LCD instrument panel is updated with a gear position indicator, which is handy for riders of any skill level, though the LCD could be brighter as it’s difficult to read in direct sunlight. Those aren’t the only aesthetic changes — the Rebel line now features bright LED lighting from front to back and a smart-looking tail tidy. The headlight is also repositioned and our test unit is equipped with a snazzy accessory headlight cowl that’ll set you back $95.95.
Fit and finish is on point, especially when we consider the price.
Sitting at the heart of the Rebel 500 ABS is the playful 471cc liquid-cooled parallel-twin engine pilfered from Honda’s sporty CB500R. It offers performance that new or returning riders can sink their teeth into, without being overwhelmed or quickly tiring of it, thanks to its perfectly predictable torque curve and healthy pep. Aided by great throttle response, this plucky parallel twin will have you happily darting around surface streets and canyon roads, or twisting the grip on the freeway with the roll-on power left above 65 mph.
Some vibration can be felt if you wring the engine’s neck, but short shifting will hide all of it, and the rubber pads on the footpegs keep it from reaching your feet. Honda says the new assist-and-slip clutch reduces clutch pull by an impressive 30 percent, and its wide friction zone makes setting out from stops a snap. Combine that with the slick six-speed gearbox and shifting is effortless. Freshly minted riders will also appreciate the slipper function, which reduces wheel-hop should you downshift too aggressively.
The LCD instrument panel is updated with a gear position indicator but could be brighter.
Thanks to stiffer springs and a higher oil level in the non-adjustable fork, suspension dive under hard braking is a thing of the past and damping is much more controlled, allowing the 4.8-inches of travel to gobble up potholes nicely. The spring rate of the preload-adjustable twin shocks is also increased and nitrogen gas is used in the damper tubes to help with compliance. In practice, a minimal 3.8-inches of travel will keep the rear end of the bike composed over most road impurities, but hard-hits from expansion joints and sharp-edged potholes deliver a solid jolt.
At 418 pounds full of fluids, the Rebel 500 has a low center of gravity, making it feel light and nimble at any speed. It tips into corners with little input from the rider, and the mid-mount footpegs will accommodate a decent amount of lean angle before the peg-feelers touch down.
At $6,499 we think Honda should include adjustable clutch and brake levers to accommodate riders with smaller hands.
With its updated suspension, the Rebel can get sportier; push it too hard and you will introduce some instability, but it’s perfectly adequate for its intended audience. Toss in an extra $29.95 for the accessory fork boots to protect the exposed fork stanchions, which also kick it up a notch visually.
A single 296mm disc and two-piston floating Nissin caliper handle braking duties up front, accompanied by a single 240mm disc and single-piston Nissin caliper in the rear. There is plenty of braking power on tap and a linear pull up front, without an aggressive initial bite, which is great for new riders. However, feel is on the vague side. The rear brake has good feel and stopping power. A non-ABS model is available and will save you $400 at the till, but we strongly recommend anti-lock brakes, especially for anyone starting out.
Honda did a solid job of addressing some of the issues we had with the 2017 iteration of the Rebel 500, improving on a solid package for rider’s new to the saddle. The Rebel is undeniably friendly, fun, and will make a rider out of you yet. Here’s to another 32 rebellious years.
The detachable saddlebag ($105.95) and saddlebag bracket ($69.95) are worth the investment if you plan on using the Rebel 500 for commuting.
Honda recently teased a new Forza model. This one should be a higher-displacement machine that will sit alongside the Forza 300 and Forza 125. It should challenge bikes like the Yamaha TMAX 560.
In the teaser video, which I have included below, the company notes that “the Forza family is getting bigger.” This means that the new Forza won’t replace any of the current models, it’s also a nod to the larger displacement of the machine.
The video doesn’t show you that much. It’s a lot of silhouetted details and shadows, with brief glimpses of the engine casing and the front fairing. I’d expect the styling of the bike to be similar to the Forza that is currently on sale in Europe.
The company does state that the bike will be all-new, so while it will fit in the Forza family, it won’t share many (or possibly any) parts with its Forza siblings.
Motorcycle News notes that the new Forza could replace the Integra, which is a 745cc parallel-twin powered bike. The replacement for the Integra was rumored to be coming before the end of 2020, so this could very well be it.
As you might imagine, not many of the details are known at this time. You can see somethings from the video, but it doesn’t reveal much. The expected price is between £9000 and £9500 ($11,600 USD to $12,300). It’s unclear what markets Honda will bring this bike to. Europe makes the most sense, but it could be sold elsewhere, too.
The famed Honda Trail/CT is returning to the U.S. market. Honda has announced its new 2021 Honda Trail 125 ABS, based on the Super Cub CT125. The Honda Trail/CT series of motorcycles rose to popularity in the 1960s due to its light off-road capabilities and affordable price point.MSRP is $3,899.
From Press Release:
2021 Honda Trail 125 ABS
If there were ever a motorcycle made for casual trekking on- and off-road, one that harkens back to the golden era of motorcycling while incorporating the joys of modern design and technology, the 2021 Honda Trail 125 ABS is it.
Debuted in 2019 as a concept model at the 46th Tokyo Motor Show, the CT125 received rave reviews, along with requests for a production model. That wish is now granted with the introduction of the 2021 Honda Trail 125.
Much like Honda’s fun and nostalgic Monkey and Super Cub miniMOTO models, the new Trail 125 resurrects a time-honored brand by injecting a healthy dose of practical design and hassle-free technology to create a machine that honors the past while adapting easily to modern lifestyles.
Whereas the 2019 Super Cub C125 sought to serve the casual daily needs of urban riders, the Trail 125 expands that scope by providing features that make it just as capable in rural settings and on two-track roads and trails. This was accomplished by strengthening the chassis, increasing suspension travel, improving range and updating the electronics for virtually maintenance-free operation.
DESIGN / STYLING
The many improvements to the function and capability of the original CT series have not detracted from the distinctive CT design, which is carefully preserved in the modern Trail 125. With the goal of balancing the image of a tough-yet-modern machine, Honda’s designers simplified the surfaces of each part on the frame while preserving the symbolic elements such as the upswept muffler, air-cleaner cover, fuel tank, rear carrier, steel front fender, turn signals, footpegs and handgrips.
A 3-D emblem of the signature original Honda wing logo represents the traditional series model while the drop-shadow Honda logo, reminiscent of the CT-series, is attached on left and right side covers.
Electronic features include the following:
190 watt generator output
Accessory charger
LED lighting
Large, square turn signals mimic the look of the older CT models and are durable for off-road use
CHASSIS / SUSPENSION
Compared to the Super Cub, the wheelbase of the Trail 125 has been lengthened .5 inches to 49.4, the front-suspension stroke increased to .4 inches to 4.3, ground clearance upped 1.1 inches to 6.5, and the seat height raised .8 inches to 31.5. Together with the following upgrades, these changes allow the Trail 125 to readily traverse uneven road surfaces and challenging terrain while still providing ample rider comfort and control:
The head pipe is reinforced and the triple clamp redesigned to ensure a balance between frame rigidity and flex.
An upswept bend enables the handlebar to be turned 45 degrees in each direction so that the rider can easily make course corrections at low speed.
Dual-sport-style knobby tires mounted on 17-inch rims with stainless-steel spokes offer traction and long life.
Disc brakes front and rear ensure excellent braking power even when luggage is loaded; ABS is standard.
The reshaped seat is narrowed at the front to facilitate foot reach to the ground.
Enlarging the fuel-tank capacity to 1.4 gallons (.4 gallons larger than the Super Cub) increases range when fuel stations are few and far between. The high-mounted air intake and upswept exhaust enhance low-end power and are consistent with the CT lineage, and the engine guard adds protection from obstacles like large rocks and tree stumps.
ENGINE / DRIVETRAIN
As with the Super Cub C125, the Trail 125 engine is a 125cc four-stroke, single-cylinder overhead-camshaft design operating two valves. Programmed fuel injection (PGM-FI) with automatic enrichment and electronic ignition ensure trouble-free starting and efficient operation in every conceivable condition. The Trail 125 has a longer intake and tuned exhaust for enhanced low- and midrange power, as well as a three-tooth larger rear sprocket (39 teeth) for lower gearing—all changes that are ideal for trekking and touring on forest-service roads and trails. Like the Super Cub, the Trail 125 uses a four-speed semiautomatic transmission.
As a package, the Trail 125 pays tribute to the original CT line while embracing the convenience and performance of modern technology, making it a great tool for riding around town or exploring the wilderness.
Despite the Honda CBR-600RR only selling in the Australian and Asian markets, the Japanese company has updated the super sport bike for 2021.
It seems a strange move from the manufacturer since the engine doesn’t meet stringent European and American emissions regulations and the fact that the super sport segment is dying around the world.
However, Honda has decided to update the cosmetics to HRC colours and graphics as well as throwing a host of technical features at the once-popular motorcycle.\
The updated 599cc inline four engine still doesn’t meet emissions regulations, but that doesn’t matter in Australia and Asia.
However, peak power has been raised 4.4kW to 88.7kW and shifted up to 14,000rpm.
The engine is also slightly lighter with new camshafts, vale springs and cranks.
Yet the weight of the whole bike has risen from 186kg to 194kg and we’re not sure why.
It could be some of the sophisticated electronics that have been thrown at the bike.
They include a full colour TFT dashboard, LED lighting and electronic riding aids such as new engine modes, traction control, wheelie control and lean-angle-sensitive ABS.
Honda has doubled down on electric minibikes with a patent filing for their long-promised electric Super Cub and a trademark application for an electric Motocompacto.
The former has been around since Honda trotted out a prototype at the 2009 Tokyo Motor Show.
Electric minibikes
Honda said the EV-CUB electric scooter would be available from 2018, but that date has now long gone.
However, Honda has had a growing romance with the idea of electric power and especially electric minibikes.
In 2017, Honda signed a Memorandum of Understanding with Hitachi to develop electric motors.
The following year, Honda said its self-balancing bike would also come in an electric version.
Story by Clement Salvadori. Photos by Dick Tatlock.
We Americans don’t often think of motorcycles as being purely utilitarian, since we use them mostly for traveling to interesting places, sporting along back roads and maybe a bit of backwoods exploring. But Honda figured there could be a market for this eminently efficient little go-anywhere 125, rigged to do all sorts of jobs around the farm or on the ranch. Back when horses were considered the standard get-around vehicle, roads and tracks were often narrow and twisty, prone to getting muddy after a rain, and that darned critter had to be fed even when it wasn’t being ridden.
Honda first used the CT designation in 1964, for the CT200, a high-piped explorer bike with a single seat. And a 90cc engine; obviously some marketing type felt the 200 number would sell more bikes than the diminutive 90. By 1966 Honda understood that buyers appreciated a more honest designation and changed the alpha-numerology to CT90. The T stood for Trail, as in a machine that was capable of following rustic paths through the woods, perhaps leading to wondrous adventures.
Then in 1971 Honda introduced a little 122cc OHC single-cylinder engine with a one-piece cylinder head in the SL125 Motorsport model, later used in the TL125 Trials version and a few months later in the XL125 dual-purpose bike. For 1976 this engine was modified slightly, with a two-piece head and the cubic capacity increased to 124cc.
After the XL125 was introduced, the Australian importers decided there could be a more useful purpose to this machine. First, they made the saddle more comfortable, since riders might have to spend a long time on the bike. And the saddle was for just one person, backed up by a big luggage rack good for carrying lots of stuff, from sacks of grain to sick lambs. Sheep stations in Australia often ran to thousands of acres, and here in Texas we had the King Ranch. A smaller front wheel was preferable for handling, and the CT got a 19 incher rather than 21 on the XL. The first three gears in the transmission were lowered for more plunking power. The original CT125 frame had a geometry that was similar to the Trials bikes, useful in the rough but not on the road; that was changed in 1976 to improve rideablity.
American Honda decided to import this model for 1977. That piqued the interest of someone in the U.S. Department of Agriculture, which ordered a bunch—how many appears to be unknown. Apparently the government soon lost interest, and American motorcyclists were equally disinterested. Honda had to get rid of its stock, so dealers who wanted Gold Wings and CB750s and XL350s had to buy some of these. Besides Honda’s official “Motorcycle Identification Guide 1959- 2000,” the only mention of the CT125 that I could find was in a 12-page color ad in the February 1977 issue of “Cycle” magazine describing many of Honda’s 34 models that were available that year, including the three-wheeled ATC 90. Rather than being touted as a useful working vehicle for farm or ranch, the CT was described as being a pleasant little adventure bike good for traipsing off the roads.
Its engine had a bore of 56mm, stroke 49mm, with a chain-driven overhead camshaft. A single Keihin carburetor fed the engine from the 1.6-gallon tank, while a trochoid pump circulated 1.6 quarts of oil through the engine and transmission. Compression ratio on the XL was a hefty 9.4:1, while on the CT it was lowered to a modest 8:1, considering the engine would probably spend a lot of time idling. The Australian model actually had a clutch that could be locked in disengagement while in gear, perhaps useful for opening and closing gates without having to fumble for neutral. Apparently U.S. laws were not happy with that notion and the device did not appear on the version sold here.
Power went back via helical gearing to a wet multi-plate clutch, then through five gears, and onto the 14-tooth front sprocket that was connected to the big 52-toother at the rear wheel. And the chain was fully enclosed, which meant it rarely needed adjustment. A tubular steel frame cradled the engine, with an inverted (upsidedown) oil-damped telescopic fork up front having 4.5 inches of travel. A pair of oil-damped shock absorbers at the back had 2.5 inches of movement. Small single-leading-shoe drum brakes were on both wheels, good for stopping in the rough, and capable on paved roads since the bike had a top speed of less than 60 mph. A modest 51 inches connected the two axles.
The single seat was 32 inches above the ground and quite comfortable, the only distraction being the 80-mph speedometer, with turn signal, high beam and neutral indicator lights. Wide handlebars had brush protectors to keep vegetation from beating on the rider’s hands. The crankcase itself had a long steel loop protecting it on both sides, as well as a bash plate underneath. An interesting addition were the big mud flaps on the back of both fenders, a sure indication that this Honda was expected to go to very muddy places. At the back of the left side of the swingarm, close to the shock, was a small handle bolted securely in place. Now, this could be used for dragging a deer out of the woods, or more likely it was a handhold for when the rear wheel was properly stuck in the mud and needed to be lifted out. With gas in the tank, the bike’s weight was only 250 pounds.
Worldwide, the CT125 was on the market from 1975 to 1985, but in the U.S. it was one year only. Farmers and ranchers appeared much more interested in the ATC 90 than in this two-wheeler. And sporty types opted for the XL125.
Honda has just announced significant updates to its high-performance off-road motorcycle lineup, which includes the 2021 Honda CRF450R, CRF450RWE and CRF450RX models. These motocross and off-road competition motorcycles benefit from engine, chassis, suspension, and electronic rider aid updates for model year 2021.
From Press Release:
Nearly two decades after its introduction to the motocross world, Honda’s CRF450R begins a new chapter for 2021, this latest version inspired by a “Razor Sharp Cornering” design philosophy. Already the industry’s top-selling motocross model along with its exclusive CRF450RWE sibling, the CRF450R is guided by three main goals for 2021: improved power (particularly on corner exits), improved handling and more consistent lap times over the course of a tough moto.
Honda’s lightened, latest-generation twin-spar aluminum frame headlines the update list, with changes that reduce lateral rigidity for improved cornering performance and stability. Out back, a new swingarm improves rear traction. The Unicam® engine features updates to the decompression system, intake and exhaust (including a switch from two mufflers to one), resulting in improved low- and midrange performance and a narrower layout. A stouter clutch with hydraulic activation is new, delivering reduced slip and a lighter lever pull for more consistent performance. The new bodywork and seat offer a slimmer, smoother rider interface, as well as simplified maintenance.
“Having already earned a place on the list of all-time successful Honda models, the CRF450R continues to demonstrate Honda’s commitment to winning,” said Lee Edmunds, Senior Manager of Powersports Marketing at American Honda. “With its emphasis on cornering performance, we’re confident that the all-new 2021 model will help Red Riders write their own names in the record books with dominant performances from gate drop to checkered flag.”
Each of the CRF450R’s updates is transferred to the closed-course off-road-focused CRF450RX and the high-spec CRF450RWE motocross machine, which in addition to its already illustrious list of trick parts, features a Twin Air air filter plus Hinson clutch basket and cover for 2021. Benefiting dramatically from the reduced weight and increased attention to low-end power delivery, the CRF450RX adds off-road-focused features and, new for 2021, handguards. The CRF450X, which has amassed an incredible 13 Baja 1000 wins, returns alongside the renamed CRF450RL dual-sport bike, both models adding handguards and updated graphics to an already proven formula. Honda’s mid-displacement ADV, the CB500X, returns in a new Matte Black Metallic color while the TRX®90X sport ATV returns with updated graphics and color-matched front shock springs.
While the focus is on the all-new 2021 CRF450R, Honda is happy to announce that it will continue to offer the 2020 CRF450R—the production version of the factory machine raced by Team Honda HRC’s Ken Roczen and Justin Brayton this season. Available at a permanent price reduction and made possible through an additional production run, the model is a standout option for customers seeking high performance and a good value.
2021 Honda CRF450R
The industry’s benchmark motocross machine, Honda’s CRF450R has amassed an impressive collection of awards and titles over the years. Rather than rest on its laurels, Honda has gone back to the drawing board for the 2021 model year, endowing the legendary machine with updates aimed at improved power, handling and consistency, with a focus on “Razor Sharp Cornering.” Drawing on lessons learned from Honda Racing Corporation’s global race program, including Team Honda HRC’s AMA Supercross and Motocross efforts, the 2021 CRF450R features engine updates focused on low- to midrange performance, a newly designed chassis with revised rigidity and a slimmer overall package. The combination yields a machine that performs at a high level for the duration of a tough moto.
For motocross enthusiasts who demand the absolute best when it comes to performance, the premium CRF450RWE (“Works Edition”) benefits from the same improvements as the 2021 CRF450R, plus a long list of elite-level updates based on the machines in the Team Honda HRC factory race shop. As with the CRF450R, this model is endowed with important updates aimed at improving power, handling and consistency and—befitting its status as the clear benchmark when it comes to lap times—it boasts additional features aimed at refining power, suspension performance and aesthetics. New for 2021, the CRF450RWE now comes standard with a Hinson clutch basket and cover, as well as a Twin Air air filter.
Ridden by Phoenix Racing Honda, SLR Honda and JCR Honda at the national-championship level, the CRF450RX is well-suited for closed-course off-road competition such as GNCC, WORCS and NGPC. For the 2021 model year, it’s better than ever, getting the same important performance upgrades as the motocross-focused CRF450R and retaining off-road-specific features like dedicated ECU and suspension settings, an 18-inch rear wheel and an aluminum side stand. New for 2021, the CRF450RX comes standard with handguards and a revised 2.1 gallon fuel tank that narrows the bike width at the radiator shrouds. The combination yields a race machine that’s ready to chase arrows and ribbon along trails from coast to coast.
A new patent filing from Honda seems to suggest a return to the 1970s twist-and-go Hondamatic transmission like on Prince’s Rebel (pictured).
The Hondamatic transmission was popular in America, but not here.
However, Honda now seems keen to extend its auto and semi-auto transmissions throughout its range.
New Hondamatic
This new patent application is a little different from the old two-speed Hondamatic.
For a start, it has six gears available.
It features a gearshift but no clutch lever. Instead, it uses a computer-controlled, electro-hydraulic actuator, mounted just above the engine, instead of on the bars.
A sensor monitors gear lever pressure by monitoring speed, revs, gears and throttle.
As the transmission shifts gears, it cuts the ignition on upshifts, blips the throttle on downshifts and modulateas the clutch when starting and stopping.
Goldwing forks patent