Honda Ct 90
CYCLE WORLD TRAIL TEST
HONDA CT 90
FEW MANUFACTURERS of any product are quicker to overcome a shortcoming, or to cash in on a need, than Honda Motor Co. It's difficult enough, we imagine, to be the largest in the world, but it must be an ever-present strain to stay there. Honda continually demonstrates the ability to adapt to the demands of the buyer, and, in most cases, hits the nail on the head.
It had been some time since we tested one of the small bore bikes from the Japanese giant, and as is the usual case around the CW offices, news of a new model on the way produces a great deal of conversation and anticipation.
Honda's devastating habit of servicing the needs of their buyers, while putting some small American accessory maker just about out of business by making his pet product a standard item, has become almost legendary. Now they have taken what was the most versatile trail (or woods) bike on the market, and built in a little goody that solves the thorniest problem confronting all trail bikes — gearing.
It's okay that the trail gears will deliver traction in sand and mud, or pull up the steepest slopes and darn near uproot trees. But what do you do when you're faced with a three or five or more mile ride down a simple dirt road with gearing that limits your cruising speed to about 20 mph with the accompanying screaming engine revs? Well, if you are riding the latest Honda 90 Trail, you simply reach down, while at a stop, turn a little nut on the bottom of the transmission with a 14 mm wrench, and take off at normal road speeds. The secret? What amounts to an eightspeed gearbox, that's what. Cruising speed is raised to over 50 mph, with the other four speeds in relation to the higher cruising ratio. Once at the end of the road, or ready to dive into the underbrush again, a simple twist of the trusty 14mm wrench, and you've got the stump-pulling gears back for a romp through the woods again. Honda calls it "Posi-Torque," or "an exclusive automatic gear ratio selector and auxiliary transmission."
Most of the other features on the Trail 90 have changed little since our last visit. The rear brake is still controlled by the left handlebar lever, since the transmission is not only multi-ratio'd, but automatic as well, with a centrifugal clutch. Jack Krizman's little device is still on the exhaust system that bears the U.S. Forest Service approval for removing protential fire causing hydro carbons.
It'll still run slower and quieter than most electric motors. A sturdy steel plate protects the engine from getting its brains knocked out on a rock. Foot pegs fold out of the way when they rub against objects, sometimes denying a place to put your feet when you need it. The exotic touch of an overhead camshaft seems out of place and unnecessary, but as good a way as any to open and close valves in the little single-cylinder engine.
They claim seven hp, but you must buzz it a bit, up to 8,500 rpm, to get it. It probably develops only half that at the more useful 3,000 to 5,000 rpm range. One gentle prod on the kick lever starts it thumping away, and it'll run and run and run. After all, that's what it's all about.
