Honda Super 90
HONDA SUPER 90
Road Impression:
IT WOULD SEEM that the four-stroke manufacturer’s answer to the rapidly increased sales of rotary valve, automatically lubricated, 80cc two-strokes, is a single overhead camshaft 90. They aren’t far from wrong. The Honda S-90, or “Super 90” as some are already calling it, is a genuinely remarkable little machine. Honda is making it increasingly difficult for us to put out an issue of CYCLE WORLD that does not contain at least something concerning the mighty Japanese firm or their products.
Many things on the S-90 are different from the CB-90, and before the question is asked, none of the yital parts appear to be interchangeable with the push-rod engine CB machine. The new engine is all alloy, including the barrel which uses an iron liner. As before, the single cylinder is canted forward in its mounting with the carburetor mounted on an extended tubular manifold. The “S” has an air cleaner of vast proportions that looks like it would do a good job for an engine twice the size.
Next to the overhead camshaft engine, the most significant change in the Honda lightweight is the use of telescopic forks, hydraulically dampened. Previously Honda employed the leading link system which works fine but offers only a very short distance of vertical travel, consequently limiting the dampening ability of the suspension. Adding a sporty touch are the accordion rubber dust covers over the sliding joint on the forks. A metal or plastic sleeve will do the job as well, but we like the “big bike” touch.
Owing to the sudden popularity of the Super 90, copies of the machine for testing were rather scarce and we are grateful to Bob Nelson of San Clemente, California’s Marquis Motors for lending one of his demonstrators.
Since performance is virtually the sole reason for building a 90, instead of a 50, performance is the thing S-90 riders will like right from the beginning. Though our test machine was fairly new we wound it up to 62 mph and held it there until it had pretty well proved the 65 mph top speed claimed for it. Something everyone who rode it commented on, to the man, was the almost total absence of mechanical noise. The chain drive to the cam is barely audible though it runs over two sprockets and an idler wheel.
The noise it does make (the one coming out of the huge muffler) is a marvelous sound, and appropriate at that. As in other Honda products, the finish is excellent and in subdued taste. We especially like the familiar front fender, seen on all the better road racing Hondas these days. Another sporty touch.
An “over square” design (larger bore than stroke), the little engine revs to 9,500 rpm and churns out 8 horsepower with a torque peak at only 8,000 rpm. We have been told that Harman & Collins is already making a modified cam for it, not surprising since the little engine possesses most of the virtues the hop-up artist seeks. We expect this machine to do well in lOOcc competition.
Handling is without fault, and brakes, a Honda virtue, are outstanding. Controls are conventional motorcycle style, including the kick start lever; no electric starting here. Though they by no means need it, the little S-90 gives Honda a good edge on the lightweight market with which only a few machines can compete. The price of $370.00, plus the local dealer set-up and freight charges of course, qualifies it as a bargain as well. In short, Honda has done it again! G
