Sports Cub By Honda
The C110 Sports Cub debuted in October 1960.:188 The C110 was more like a traditional motorcycle that the rider had to straddle, not a step-through. It had a different frame, with the fuel tank on top of the frame and in front of the seat, and the frame’s steel tube spine ran horizontally from the head tube to the seat. It also had a bit more power, increased from 3.4 to 3.7 kW (4.5 to 5 bhp) @ 9,500 rpm. Sub-variants of the Sports Cub were the C111, absent the pillion seat, and C110D, also called C114, which had a low exhaust pipe. Early versions of the Sports Cub had a 3-speed gearbox but later this was changed to 4 speed. The C102 stayed in production for six model years, through 1965, and the C110 Sports Cub through 1966.
In 1963 came an enlarged OHV engine of 86.7 cc (5.29 cu in) and 4.8 kW (6.5 bhp). It was used first in the C200, which had a frame like the C110, with more upright handlebars.
The S65’s last year of production was 1967, and the CD65 and CL65 took its place for only one year, 1968. These had the higher-revving 4.6 kW (6.2 bhp) 63 cc (3.8 cu in) engine of the CS65. Then the 4.6 kW (6.2 bhp) 71.8 cc (4.38 cu in) C70 replaced the C65 and CL65 in 1969. It had the same peak horsepower, but at 9,000 rpm instead of 10,000, and more torque, 0.53 kg⋅m (5.2 N⋅m; 3.8 lbf⋅ft) at 7,000 rpm instead of 0.48 kg⋅m (4.7 N⋅m; 3.5 lbf⋅ft) at 8,000 rpm. It was introduced in the USA, Canada and Asia at launch and in the UK in 1972.
In 1960 the CZ100 arrived,:39 using the same engine in a much smaller frame with only 5″ wheels. First of the Honda Z series, the CZ100 was meant only as a short-distance novelty or paddock bike, but instead found popularity in the monkey bike niche.:39–40
An on- and off-road version of the Super Cub, what today would be classed as a dual-sport motorcycle but called a trail bike at the time, the CA100T Trail 50, came out in 1961.:46 Jack McCormack, the first national sales manager of American Honda Motor Company, said the Trail 50, and even more so the later Honda CB77, was the result of Honda’s willingness to listen to and respond customer demand.:34–60 “When you talk about Japanese manufacturers, their strength (besides the quality of their equipment) was that they listened to the marketplace. People always suggest that it was about Japanese management, but, to be frank, I was never impressed with Japanese management. They did what no other motorcycle maker did—they listened.”:47
In 1960, McCormack noticed that one Honda dealer in Boise, Idaho was selling more Honda 50s than the combined total of all six dealers in Los Angeles. He found out that the Idaho dealer, Herb Uhl,† was selling the CA100s as a trail bike by adding knobby tires for off-road traction and a “cheater sprocket,”:34–60 that is, increasing the final drive ratio by using a larger rear sprocket with more teeth, which increased the effective torque of the rear wheel, trading off lower top speed as a result. Uhl said the advantages of lightweight and the automatic clutch allowed unskilled riders to enjoy off-road riding, in comparison to traditional big trail bikes that could be difficult to handle.:34–60 McCormack shipped a version of Uhl’s customized CA100 to Japan and requested Honda put it into production, and by March 1961 the Trail 50 was available to US dealers.:34–60 Cycle World praised the simple pleasure of trail riding on the new bike, and it was a US sales success.:34–60