The Campus was one of several Sears-branded two-wheelers that were built by Puch for the American market. The moped featured a 2.6 horsepower 49cc engine, and the whole package weighed about 115 pounds ready to ride.

This example (VIN: 7801748) is claimed to have never been started as it has .7 miles on the odometer and it still has the tag with engine prep instructions. The seller believes that the tank has never had gas in it. 50+ years of storage in a garage means the bike isn’t perfect as it has some “garage dings”, but it’s currently registered and it’s a rare find in this condition. The exact model number in Sears’ lineup was 810.94099, and you can get some more info and photos here on Sears Allstate Riders.

Find this Campus for sale in San Diego, California with bidding up to $720 (California residents add 7.75% tax)

Anyone who’s serious about Grand Prix road racing knows about the Honda RS125. Originally developed in 1980 for the Grand Prix 125cc class, the RS125 has enjoyed minor updates ever since, and is still widely raced today. Riders like Capirossi, Pedrosa, and most recently Dovizioso come to mind, all having won world championships aboard the legendary RS125. I have raced minibikes myself, and despite my daily driver being a CBR600RR trackday bike, I never feel like more power is the answer. For most of us, a 300cc lightweight would do. For those of you that spend MotoGP weekends wearing leather instead of sitting on it, this could be your first taste of racing.

After leaving his bike unridden for two years, this owner has decided to part ways with his 2000 Honda RS125. It was pulled out of storage after collecting dust in Ontario, Canada, but the original motor is sold separately as the current engine is from a Kawasaki KX65. Lots of mini-moto organizations have a class for the two-stroke Kawasaki, though the motor is usually required to stay stock. The seller raced in an organization that allowed unlimited frame modifications – your future race laws may permit the same, otherwise you can swap the stock motor back in. The bottom end of the 65 was rebuilt with a new piston and rings, and only had two track days on the clock before being stored. Stands, extra wheels, tire warmers, and a parts box are included, all welcome additions to a race bike purchase.

Find this RS125 for sale in San Diego, California with bidding up to $2,950 and the reserve not yet met

Known across the world as the Super Cub or Passport, Honda’s popular underbone scooter is about to get a refresh. “Popular” is quite an understatement on my part, as the Super Cub is the best selling motor vehicle in history, by a large margin. Over 100 million units have covered miles all around the world, and they’ve served all kinds of roles from first bikes to family SUVs! In a Telegraph article from 2008, James May calls it “the greatest machine ever”. America hasn’t seen a new Cub for decades, but that’s going to change this year as Honda diversifies their miniMOTO lineup with the addition of the 2019 Super Cub to complement the Grom and the Monkey. I’m going to try the new Cub out this week – what would you like to know about it?

The basics:
– $3,599 starting MSRP + $190 destination charge
– Available in Pearl Niltava Blue with a red seat, which pays homage to the ’58 C100 Super Cub. I had no idea what “Niltava” means, turns out it’s a bird.
– Curb weight of 240 pounds
– 1-channel ABS (front wheel only). Rear wheel is a drum.
– 124.9cc motor, same as in the Grom and the Monkey. However, it’s got a semiautomatic centrifugal clutch, so there’s no lever, just a foot shifter.

Check out what Honda has to say about their newest model here, and then hit me with your questions in the comments!

Please note that the photos provided by Honda are of a non-US model, so there may be minor changes for the scoot we get…

The Piaggio Ape dates back to the late 40s, when the inventor of the Vespa recognized that Italian businesses were tight on money after the war but they still needed small commercial vehicles. If I’m allowed to oversimplify, Piaggio simply added two wheels and a flatbed to the back of a Vespa and created the Ape, which has been in continuous production since. This example spent the first 30 years of its life working the streets of Italy, and it’s now made it’s way to the US for you to enjoy.

Obviously, this scoot isn’t suitable for highway runs. It was designed to navigate the tight streets of Italian towns that are hundreds of years old. It’s driven by the rear wheels, and the “50” motor is small enough that some countries consider it a moped, meaning that even 14 year-olds can get into the delivery game.

This example was imported from Italy by the seller and it’s currently plated in Florida. It shows original paint with “patina from 3 decades of riding around tiny Italian roads.” I’d keep the paint as is, personally. The motor is drivetrain isn’t original at all, as the engine has been replaced with a Polini 102cc. Everything is said to work and it’s got the spare tire and original jack stand. As the “elestart” decal on the back suggests, this Ape is equipped with an electric starter.

Find this Ape for sale in Miami, Florida with bidding up to $1,425

Long time Bike-urious reader David N has just acquired a few motorcycles from a collector who specialized in big German twins and small Italians – he’s keeping the Germans but this little Mondial needs a new home.

A similar bike was offered at Bonhams Las Vegas in 2013 with an estimated sale price between $9,000 – $12,000, though the listing was amended and the bike may not have actually gone through the auction. Per that listing, the 125cc motor was a simplified version of the racer that Mondial was using with plenty of success at the time. “In 1956 a wholly new chassis with swingarm suspension and telescopic forks was offered, housing a new engine design of more conventional split-crankcase construction, the ‘Champion’ series…three variants were offered: Turismo, Lusso, and Special. ”

This example was restored some time ago and the seller states that if shows “very little, if any, wear.” Everything is said to work and it’s currently titled in Vermont. Find this Mondial for sale in Kempton, Pennsylvania for $7,900 here on Craigslist.

This bike-uriousity brought to you by David N!

I’ve featured several examples of Yamaha’s TDR250 in the past, but until today I had no idea that they made a little 50cc version!

Yamaha has an example in their internal museum collection in Communication Plaza, “a space that presents the past, present, and future of the Yamaha Motor group.” On that site, Yamaha themselves call this a “scaled-down 50cc replica of the on/off-road TDR250 sport model.” It utilizes the same 50cc motor that America got in the YSR50, 12″ cast wheels, disc brakes, and over 5 inches of suspension travel at both ends!

This example has a couple of cosmetic issues – the left fairing has a piece of plastic missing where it meets the tank, and the headlight cover is cracked, but that’s almost understandable considering this little bike has covered a healthy 11,476 miles over the years. It needs a couple of tires but everything works and I think it’s just plain cool.

Here’s a video of a different example just so you can get a sense of scale:

Find this little TDR for sale in Minehead, United Kingdom for $2,974

It’s not often that I get to ride on motorcycle royalty. The Super Cub may not seem particularly impressive based on the spec sheet, and bikes like this don’t sell like hotcakes in the US – but worldwide, this is one of the most important motorcycle models of all time.

Where it all began. The colors were inspired by the sea, the sky, and Soichiro Honda’s red shirts.

Photos by Drew Ruiz.

Honda introduced the Super Cub in 1958, and within 4 years they had sold over a million units. In 2006 alone, Honda pumped out 5.3 million of them! Two years ago, number 100 million rolled off the line. It is, by far, the best-selling motor vehicle in history. The Super Cub might be small, but a full revamp of such a crucial model is a big deal. To understand how this bike became a little giant, we’ve got to rewind 60 years:

HISTORY LESSON

1. 4 hp motor – not a big number, but it was twice what competing bikes offered at the time.
2. Rugged and reliable – it had to be manageable even on beat up road surfaces.
3. Easy to ride – with a particular focus on the needs of women.

Honda wanted their new product to lead the advance into a new market, but they were on the fence about going to Southeast Asia (in particular, Malaysia) or the United States. The general sentiment was that America was the “land of the automobile” and that the few Americans who were interested in riding wanted big bikes. Sound familiar?

Still, Mr. Fujisawa wanted to go to the US: “To take up the challenge of the American market may be the most difficult thing to do, but it’s a critical step in expanding the export of our products.” Honda decided to create their own American subsidiary, and put a 39-year-old Kihachiro Kawashima in charge of it. They budgeted $1 million to make the venture happen, but the Japanese Ministry of Finance (which regulated how much money could leave the country at the time) only allowed them a quarter of the request because they thought it was going to be wasted. On top of that, Honda was only allowed to take half the money in cash, meaning they had to establish themselves in the US with just $125,000 – roughly $1,040,000 today.

September 11, 1959: American Honda officially opens with eight employees and a new office at 4077 Pico Boulevard in Los Angeles. Of the $125,000 in cash that the US subsidiary started with, they spent $100,000 on the building!

Kawashima had to borrow money from the bank to buy this truck.

At the start of the enterprise, Honda had three models – the Dream, the Benly, and the 50 (what Japan called the Super Cub). Initial sales were just 15% of Honda’s estimates, and it only got worse when some examples of the early Dreams and Benlys had bad motors. Honda’s corporate office recalled the bikes back to Japan for fixes, leaving American Honda with just one model to sell: the nifty fifty. This was not a recipe for success, but Honda gambled $120,000 on a 2 page advertisement in Life magazine for eleven states in the West. It worked, and Honda followed up with a new model in 1962 that was specifically for the US. It was called the CA100, and the minor changes from the rest of the world included the removal of the turn signals and the addition of a dual seat.

American Honda has a CA100 in their museum, and they let me take it for a spin. What a delight!

When Honda first entered the US motorcycle market in 1959, the entire US motorcycle market was approximately 50,000 units a year. By December of 1962, Honda was selling over 40,000 units/year by themselves. The Super Cub changed what motorcycling meant in America, and that was even before Honda released the famous “You meet the nicest people on a Honda” marketing campaign in 1963!

American Honda started with just 8 employees and 3 models of motorcycles (but really just the 50 at first). The success of the Super Cub helped Honda grow into the behemoth it is today. Just in the US, Honda employs over 31,000 people. They sell motorcycles, cars, generators, outboard motors, lawnmowers, even jets! It’s pretty incredible that so much of that success is owed to such a little motorcycle.

While all of that is very cool (at least to me), it doesn’t tell you anything about if the new Super Cub is any good. So, let’s get into it!

MODERN TIMES

Honda’s slogan for the threesome is “miniMOTOs, MAX FUN.”

The common thread between all three bikes is the 124.9cc air-cooled four-stroke single, but I want to focus on what makes the Super Cub unique. The biggest difference is the lack of a lever of the left side of the handlebars, as the Cub has a semi-automatic clutch. You’ll still have a shifter pedal to contend with – it gives you neutral on the bottom and you make your way up for gears 1 through 4.

Heel-Toe Shifter: Check.

While there’s no clutch lever, you’ll feel the semi-automatic clutch working through your feet. As you push the lever in either direction, you’ll sense when the clutch disconnects the flow of power from the engine through the rest of the drivetrain, the physical gear change, and re-engagement of power. All the modulation is now just done with your left foot. If you flick the pedal up or down quickly, it’s the equivalent of letting a clutch lever slip out of your hand and the whole scoot will get jerked around. It took me just over 10 miles for the shifting process to become second nature. It took me much longer to get used to the N-1-2-3-4 shift pattern – I occasionally resorted to habit when at a stop sign or stoplight by clicking down a couple of extra times to make sure I was in first. On the Super Cub, that put me in neutral, so when I twisted the throttle to leave I’d be greeted by lots of noise but no movement. It’s not an inspiring sound, but no one should be expecting anything soul-stirring from this exhaust.

The styling puts a style on my face, though.

What else is unique to the Super Cub?

Beyond the obvious answer of “styling”, there’s three features that are worth a special mention:

1.) Smart Key
This is a big “meh” from me as I don’t care much for smart keys on motorcycles whether it’s a Honda product or not. I must be getting old, as I don’t think the convenience is worth the potential hassle if it breaks. I would have much rather seen the money for the smart key system go towards some sort of power port, even if it was just a USB plug to charge a phone.

The Super Cub comes with two smart keys.

2.) Big wheels, narrow tires.
The Monkey and Grom have 12″ wheels, while the Super Cub has 17″ hoops. The increase in unsprung weight is dramatic, and when it is coupled with the semi-automatic clutch it makes the Super Cub much slower when leaving from a stop. On the flip side, the steering is more stable (though the narrow tires don’t help) and it’s less of an issue when you encounter a pothole. I’ve kept a Super Cub with me since the launch last week and in the interest of science, I went on a top speed run. With 190 pounds of me on top of it, the C125 was able to hold a speedo-indicated 62 miles per hour.

I’ve never looked better while getting dusted by a Rebel 250.

3.) Centerstand
There’s no side stand on the Super Cub, just a centerstand. In an ideal world you’d get both, but if you can only have one I prefer the centerstand for a bike this light. It’s great for parking, chain maintenance, and when someone challenges you to lie completely flat on the solo seat:

I wasn’t able to make it happen.

When American Honda came up with the “You meet the nicest people on a Honda” slogan, they were based on Pico Boulevard. To capture the good old days, they built a fake storefront at the original location for us to start our ride from. If I had a Ridgeline, I would find a way to replicate that paint job. Drag the slider up and down to compare old and new:

Our ride took us around city streets, and the leisurely pace emphasized how easy the Super Cub is to ride – ignoring my initial issues with neutral. I didn’t find the red seat to be as comfortable as it is beautiful: I’d feel pressure on my tailbone after about 20 miles.

There may have even been a detour with a police escort via a beachside bicycle path…

The gas tank holds 1 gallon, and the warning light starts flashing with about .3 gallons left. Honda doesn’t provide an official fuel mileage number for the C125, but I’d estimate it returns around 100 if you’re not trying to cruise at 50+ mph all day. Slowing you down are 1-channel ABS brakes: 220mm disc up front (with ABS) and 110mm drum in the rear (without ABS). The front brake is strong and has sufficient feel, but I think the rear brake requires too much effort to start biting – maybe the idea is that it’ll be more difficult for a heavy-footed beginner to lock up the rear?

The cast wheels hold tubeless tires.

You might not be able to go fast in a straight line, but the Cub is fun to huck around corners. There’s ample lean angle before the pegs scrape, and the suspension is stiff enough that there’s barely a wallow from the rear end – a definite upgrade from my experience with the Monkey. The compromise is that you’ll feel bumps through the seat with more severity than I would prefer. The narrow front wheel feels a little twitchy and saps my confidence when trying to be aggressive in a sweeper, but I don’t imagine Super Cub riders are going to care about handling at the limit.

Here’s your reminder that the Super Cub has LED lighting.

What they will care about more are the things that make day-to-day living more convenient, and unfortunately I don’t have much to share on that front. Honda’s sole accessory for the Cub will be a rear rack that should have been standard equipment. It’s not, so every owner should budget an additional $72.95 to add one.

Other countries get a rack that’s color-matched.

My main gripe with the Super Cub is the lack of a passenger seat, but the consolation prize is that it’s going to be very easy for the aftermarket to fix that problem. The rear subframe is ready to take a lot of weight, so all a company has to do is build a seat that will mount into the existing holes that are setup to mount the accessory rear rack (or design something that will mount to the rack itself). In addition, the swingarm already has holes drilled out to mount passenger pegs as they are standard equipment for the rest of the world. With that said, I experimented briefly with going 2-up sans seat and it felt like the weight of a passenger was overwhelming when accelerating from a stop. Maybe the lack of a passenger seat is for the best.

In my “What Do You Want To Know?” post, Visian asked if the Super Cub will wheelie. This isn’t what someone might consider “useful consumer advice”, but…the solo seat makes it much harder as it’s difficult to get your weight back. I wasn’t able to get the front wheel up, but I’m sure someone more talented than me can find a way. Speaking of the seat, you can only open it if the ignition is off and the smart key is nearby. It opens to reveal the gas tank cap, helmet holder, and a lever to open the right sidecover:

There’s enough storage for the manual, a tool kit, some paperwork, and a pinch of air.

The factory supplied toolkit. Note the old school HM logo on the top of the bag.

VERDICT

Marty’s has been at this location since 1959!

1. A 4 hp motor – not a big number, but it was twice what competing bikes offered at the time.
Horsepower is now up to about 9, but the number itself isn’t that important to me. Today’s Cub offers a power figure that’s right in line with the competition instead of being a significant improvement. Still, 9 horsepower is sufficient to get up to 60 miles per hour, so isn’t that enough?

2. Rugged and reliable – it had to be manageable even on beat up road surfaces.
Initial build quality exudes excellence. Nothing feels cheap and each component I looked at seems like it will last for a while. It even appears as if the Cub will crash well, if it comes down to it. The only vibration comes from the white plastic wind protection. The big wheels and stiff suspension make sure that bad roads (or even dirt roads) aren’t a cause for concern if you’re not going too fast.

3. Easy to ride – with a particular focus on the needs of women.
This is the biggest strength of the Super Cub. Seat height is 30.7 inches. Curb weight is 240 pounds. The step-through design means you don’t have to lift your leg all the way over the seat to get on. It’s a manageable size for nearly everyone, and the semi-automatic clutch seals the deal in terms of ease of use.

My sister visited me this weekend and it’s the first time I’ve ever seen her have interest in a two-wheeler in my garage. She tried it out for all of 100 feet (which would not have been possible if it had a clutch) and she came back with a goofy smile that was contagious. This all happened in front of my mother, who hates the fact that I ride motorcycles – but she got such a kick out of my sister’s ride that she asked me to take a photo. It was a reminder that I can be close-minded about what non-motorcyclists think – I initially figured people would see this as just another two-wheeler. But as I saw with my mother and sister, the Super Cub really can change public perception about motorcycles.

Vy said she had to try it as soon as she saw it, and she genuinely appreciated the ease of the semi-automatic clutch.

However, one of the reasons why the original Cub was so successful in the US was the price. In 1962, you could buy one for $250, which equates to approximately $2,080 today. While you can get a ~125cc two-wheeler nowadays for approximately two grand, it won’t be from Honda – you’ll have to look at a company like Lance instead. For what it’s worth, both the Lance and the Honda are made in Thailand. To put a Super Cub in your garage, you’ll be giving Honda $3,599. That’s not cheap for a vehicle that, from the factory, carries one person up to ~60 miles per hour and isn’t allowed on freeways (at least in California).

It’s not allowed here, either. Yay for police escorts!

The price prevents the Super Cub from being the next savior of motorcycling, which makes me sad as I’d love to live in a country where there are thousands of these things roaming the streets, getting people hooked on two wheels for life. I thought back to what I heard when I was at the launch of the Monkey last September:

“The Monkey and Super Cub are brand ambassadors.”Bill Savino, Manager - Two Wheel Market/Product Planning at American Honda

I, on the other hand, am too goofy to be an ambassador for anything.

I suspect Mr. Savino’s quote sums it up. A brand ambassador isn’t about being ubiquitous, it’s about evoking emotions – whether it’s the ~10 year old girl who kept pointing out the red seat to her mother as they walked by, or my ~70 year old neighbor who flagged me down just to tell me all about the CA100 that was his first bike. There won’t be Super Cubs on every corner, redefining the American motorcycle market like it did 60 years ago, but people will notice when they see one and they’ll have a positive feeling.

Everyone associates this bike with the “nicest people” quote, but I think Soichiro Honda himself has said something much more relevant: “You don’t measure a man’s greatness by his physical size, but…by the impact he makes on human history.” The Super Cub is small, but it’s served all kinds of roles from first bikes to family SUVs for millions of people around the world. No bike has ever been more important in human history, though the new generation reminds of the Royal Enfield Himalayan in one specific way – it feels like a bike designed for other markets that we just happen to have access to.

As a way to get around, Honda’s newest creation is fine. But the Super Cub is more than just personal transportation. It’s a monument to American Honda and its six decades of success. That sounds mighty special, but is it a good reason for you to put one in your garage? I’d love to hear your thoughts, and I guess we’ll find out in March when you can try one at your local dealer…

My Gear

Helmet: Shoei X-Fourteen in Matte Black – $742.99
Jacket: REAX Ludlow – $299
Jeans: Alpinestars Copper Denim – $229.95
Gloves: Velomacchi Speedway – $149
Boots: Aerostich Combat Touring – $387, no longer available.

If you want a tiny off-road playbike but you want something less common than the Honda Monkey/Mini Trail, then meet the Kawasaki MT-1. Introduced in 1971, it stayed in production until 1974 and was then renamed the KV75 in 1975. Unlike the Honda, the Kawasaki features a 2-stroke motor that produces 4.2 horsepower.

Said engine was paired with a 3-speed semi-automatic transmission, and the MT-1B also featured folding handlebars for easier transport. For more information on the MT1B, check out Cyclepedia.

With the exception of the air cleaner, this example (VIN: MT039597) is said to be original, even including the original Bridgestone tires. The seller says that he went to buy a “couple of Honda CT-70s and this was there so [he] had to have it”. Everything is said to work except for the taillight, and it’s being offered on a bill of sale only. For more photos, check out the seller’s Dropbox album.

And if your kid wants to ride it, here’s what you can tell him or her:

Photo from http://www.angelfire.com/retro/roadster/index-13.html

Find this little Kawi for sale in Louisville, Kentucky with bidding up to $1,550

In 1991, Honda released a new variant of the Monkey/Z50R. Called the Baja, it featured rally-style dual headlights in addition to the taillight, turn signals, and the classic Honda red tail bag. They were not officially sold in the US, but this modified example is already registered in California!

This example is highly modified, with an aftermarket head, new Mikuni 39mm carb, Kitaco intake, Kitaco shifter, ASV levers, extended swingarm, longer front forks…the list goes on and on. It’s claimed to have 1,900 miles. I love bikes like this, and while the asking price isn’t cheap, it’s not like you’ll get many opportunities to find a Monkey Baja in the US.

Find this Honda Monkey Baja for sale in Rancho Cucamonga, California with a BIN of $5,000

Built between 1964-1967, the Go-Devil was one of the nicest minibikes available at the time thanks to a 50cc 2-stroke Fuji motor, swing-arm suspension, front forks with 30 degrees of rake, and good build quality. It also folded up into a storage bag. One of my biggest complaints with listings of foldable scooters is that sellers don’t want to go through the trouble of folding their bikes up for a photo, so I have to give this seller some kudos for showing potential buyers that the folding mechanisms work:

For more on the Go-Devil, check out this story by Matt Cuddy on SuperHunky. According to the seller, this bike was in storage for 49 years inside the included travel case before being “rediscovered” in December 2018. Everything is said to work as the fuel tank and carb were cleaned and the fuel lines were replaced. The only issue seems to be with the travel case, as it needs a new zipper.

Find this Go-Devil for sale in Brewster, New York with bidding up to $610 and the reserve not yet met or a BIN of $1,600

This bike-uriousity brought to you by John K!

Following the Second World War, Europe was in dire need of cheap, economical transportation. A bevy of companies pivoted to fill the new gap in the market. One of them was Aermacchi, which shifted to making bikes and scooters after producing aviation equipment for years. One of the very first motorized two-wheelers from Aermacchi was the Cigno 125.

Designed by Lino Tonti — who formerly worked for Benelli before later designing the “Tonti frame” — the Aermacchi Cigno (Italian for “Swan”) was produced for less than half-a-decade starting in the early 1950s — before being replaced by the “Ghibli” — and was offered in three different variants; the base “U” model; the “M” sports roadster; and the “N” deluxe model.

The Italian two-wheeler sported an array of interesting features, the most obvious of which is its “tank”. The faux fuel-cell is actually a small storage compartment that can be positioned against the floorboard (a la a traditional step-through scooter), or put in top-tank-style setup, essentially making it a unisex scooter. The Cigno’s actual fuel-cell was located beneath the scooter’s seat.

Propelling the “Swan” was an air-cooled, two-stroke, 123cc single married to a three-speed transmission with a multi-plate dry clutch that reportedly put down 4.5hp and boasted a top-speed of just over 45mph. The Cigno was constructed around a pressed steel chassis, but where the bike stands out is that the drivetrain was mounted to the pivoting rear swing-arm which doubled as the Cigno’s exhaust pipes — a setup reportedly inspired by one of Aermacchi’s aviation designs.

The Cigna also rolled along on a set of 17” spoked rims, making its handling more like that of a small motorcycle than your average scooter. Thanks to its relatively low top-speed, the Cigno’s front and rear drum brakes were more than sufficient to bring the scooter to a stop.

Though the Cigno saw mass production, examples today are surprisingly rare. According to one source there are less than five examples in the US, and the owner of another example that was featured on Bring A Trailer claimed he had his Cigno professionally appraised at $9,600, while a 1950 example from a 2011 Bonhams sale valued the Cigno at between $3,200-$4,500. This particular 1951 example currently has 6,035 kilometers on the odo (3,757-miles). The sale of the scoot includes “some old Swiss documents” as well as a European certificate of origin (title) and bill of sale.

You can find this 1951 Aermacchi Cigno 125 for sale in Peer, Belgium with bidding up to $1,625 (with reserve not yet met)

Also offered under the “Sears” brand, Gilera’s 124 5V was just about the last bike the Italian brand made before they were bought by Piaggio in 1969.

It was well spec’d with a Dell’Orto carb and Ceriani suspension – this was a nice bike with a small motor. The 124cc motor is paired with a 5-speed transmission. This example (VIN: 124*4521) isn’t perfect but it’s a runner with just 795 miles. The seller claims that it is in excellent mechanical condition, though the original Pirelli tires should be replaced, there’s some rust, it needs a new seat cover, and it’s missing a battery in the photos. Still, the reserve has already been met and the current price is barely over a grand.

Find this Gilera for sale in Costa Mesa, California with bidding up to $1,033.21

Hodaka Motorcycles first started as a producer of engines before later joining forces with another existing outfit and going on to build complete bikes. The Japanese (and American joint) firm capitalized on the influx in popularity of small displacement trail bikes — a phenomenon due largely thanks to Honda’s wares and marketing. Hodaka’s philosophy was that riding should be affordable/accessible, and above all else, it should be fun.

The latter part of said philosophy could be felt through the manufacturer’s jocund model names like the Combat Wombat, Road Toad, and Dirt Squirt — a noticeable departure from the more masculine and bad-ass-sounding monikers commonly used (Challenger, Bandito, Cobra, Lightning, Invader, etc). The fun nature of these little runners was further exemplified through the firm’s branding and marketing, which described one of Hodaka’s tenth-liter cycles as a “fun-hundred”.

Hodaka originally released the Dirt Squirt 100, but not long after followed it up with an 80cc variant. These machines featured oil-injection, three-speed transmissions borrowed from the marque’s Wombat, and laid-down suspension. Though the Squirt didn’t come with road lighting, it did come from the factory with a lighting coil.

At the heart of the Hodaka was an air-cooled, two-stroke single fed via a Mikuni carb. The 25-degree thumper pulled hardest around the 7,500-8,000RPM mark, and with a dry weight of only 150.8lbs, the Squirt’s fore and aft drum brakes were more than sufficient to bring the mini trail bike to a stop. The scoot’s 7.4” of travel was pretty decent as well.

The 80cc Hodaka’s appearance was pretty fun too. The mid-‘70s model was adorned in a firetruck-red paint scheme complete with yellow lightning bolt, Hodaka logos, and a particularly nifty “Dirt Squirt 80” number plate that featured the brand’s “Racing Clam”. Supposedly only 1,000 examples were produced, making it one of the rarer late-model Hodakas.

This particular 1977 example is said to be in solid condition, though it’s not completely original. The red paint has been redone and new decals were applied, plus the exhaust isn’t original but is said to have a USFS approved spark arrestor. And, though the tank doesn’t leak, it does have some light rust on the inside, and a small dent on the (right side of) the outside. The sale also includes an original owners manual/parts list.

You can find this 1977 Hodaka Dirt Squirt 80 (model 82) for sale here on Craigslist in Olympia, Washington with a price of $1,800.

The TL125 was Honda’s first production trials bike. It was introduced in 1973 and was much more affordable than the competition, but trials never truly caught on in the states and it was out of the market by 1976. This example stands out as it’s one of the very few I’ve seen with a lighting kit.

For more on the TL125, check out this “Memorable Motorcycle” profile from Motorcycle-USA.

The seller of this example has very little to say except that it doesn’t have a title and it’s always been used as a trials bike so it’s never been registered. Find this TL125 for sale here on Facebook Marketplace for $1,900 in St. Augustine, Florida.

This bike-uriousity brought to you by David N!

In the early 1960s, Zweirad Union was comprised of DKW, Victoria, and Express. The first two companies shared a model that was boringly named either the DKW Type 115 or the Victoria Type 155. Both bikes got a much more interesting nickname from the public: the Tin Banana.

Even in Europe they’re hard to find, but it’s extra difficult to source one in the US as they were never officially imported here. Mechanically, the bike had a 50cc engine that put out 4.2 horsepower. With a 3-speed transmission, this banana could spend all day at 45 miles per hour.

This example (VIN: 1151003642) has 3,511 miles and it looks great thanks to an “older restoration” that “still shows very nicely”. It’s being sold by Throttlestop, and they say that this bike has spent the last decade in a “collection/museum environment”. The sale includes a factory inspection card as well as the owner’s manual, but no reference is made about a US title. Considering the German license plate, I’d cautiously assume that this bike has not been registered in the US yet – hopefully I’m wrong.

Find this DKW for sale in Elkhart Lake, Wisconsin with bidding up to $7,900

If my review of the new Honda Super Cub has you jonesing for the bike that started it all, here’s a 50+ year old survivor that helped make American Honda the force it is today.

I touch upon this on my review of the new bike, but it’s hard to overstate how important the C100 was. When Honda first entered the US motorcycle market in 1959, the entire US motorcycle market was approximately 50,000 units a year. By December of 1962, Honda was selling over 40,000 units/year by themselves. The C100 changed what motorcycling meant in America, and that was even before Honda released the famous “You meet the nicest people on a Honda” marketing campaign in 1963!

As part of my time at the Super Cub launch, Honda gave me the opportunity to ride a C100 that’s currently in their museum. It was an absolute joy, and it’d be such an adorable in-town runabout:

Photo by Drew Ruiz

This example (VIN: C100-P026759) has 3,321 miles and it’s now claimed to be a decent runner thanks to the seller, who acquired it years ago in a non-running state. He installed plenty of new parts (tires, tubes, seat, leg shield, tank emblems, fuel lines, condenser, points, etc), rebuilt the carb, replaced several missing parts with used ones, and got the bike to what he says is “excellent mechanical condition” after a recent tune-up by a Honda mechanic.

Find this Super Cub for sale in La Quinta, California for $1,500 or best offer

Founded by Eduardo Po, Moto Romeo was an italian manufacturer based out of Modena from 1969 to 1975 that utilized Minarelli engines. In 1976, Eduardo’s sons took over and renamed the company Motrom. They initially wanted to call it “Motom” as a blend of Moto Romeo, but the name was already in use by a motorcycle manufacturer.

This example is being offered by Michael Harper, who notes that it is equipped with rearsets and dual front brakes. The 49cc Minarelli 2-stroke is paired with a 4-speed transmission, and it’s a runner. For more information on Romeo, check out Sheldon’s EMU.

There’s some cosmetic wear but I hope the next owner keeps the patina. Find this Romeo for sale in Tarzana, California with bidding up to $1,525 and the reserve not yet met

Founded in 1886 as a bicycle manufacturer, Victoria produced motorcycles from 1901 through 1968. In the beginning, they used third party motors, but they produced engines in-house starting in 1923 – though this 98L uses a 125cc Fichtel & Sachs powerplant.

This example is in impressive condition after 84 years of life – the seller says that the the engine “starts instantly and is running ever so nice, where out on the street the bike handles like should, where also both gears are working great.” The seller notes that both tires are new and asks that you pay special attention to the interesting front suspension. Find this Victoria V98L for sale in Peer, Belgium with bidding up to $2,025 and the reserve not yet met

Built between 1978 and 1984, the Crono was Montesa’s last road bike. It was offered in 75cc, 125cc, and 350cc displacements. The Crono was created in response to Bultaco’s introduction of the Streaker, and it even led to the creation of a racing series called La Copa Crono (Crono Cup).

When Montesa introduced the Crono to the public, they debuted “Operation Crono 75”, a 5,850 mile journey through 48 Spanish provinces in October and November of 1978. Three bikes were ridden all around the country – two by Montesa employees and one by dealership employees that would ride between dealerships and pass the bike off to someone else like a baton in a relay race.

This example started as a 75cc model but the seller states that it’s been equipped with a 125cc kit offered by Montesa. It’s claimed to be 100% original and it’s definitely a rare find in the US. While the seller suggests that this is a 1982 model, it actually looks to be from 1978-1981. In ’81, Montesa revised the model and it got a small headlight fairing and gray paint. Find this Crono for sale near Omar, Delaware for $3,200 here on Craigslist.

This bike-uriousity brought to you by David N!

Honda has an extensive history with small displacement scooters and mopeds, but the P50 stands out as it was the last time the firm utilized a motor-wheel design (in which the drivetrain is all housed within the hub of the drive wheel). Most motor-wheel designs across the industry used 2-stroke motors, but Soichiro Honda’s distaste for smokers meant that the P50 featured a 49cc OHC 4-stroke single. This was the introduction to Honda for many European riders.

The 49cc motor produced 1.2 horsepower and top speed was a claimed 25 miles per hour. The fuel tank (.7 gallons) was mounted above the rear fender and the entire vehicle weighed just 99 pounds dry. This is a rare export model in light green – most are blue or red, like this previously featured example.

This example has been with the seller for over 5 years, and he’s got it titled as a motorcycle and equipped with a collector’s plate. The bike has a new exhaust, an “overhauled” top end, and the optional turn signals. It’s also got the owner’s manual, service manual, dealer assembly manual, and the complete tool kit. The seller notes that the interior of the headlight is missing spring clips and it has a non-OEM solution to keep everything together: “I have searched for years, for the parts, to make it right and I cannot find them.”

Find this P50 for sale in Superior, Wisconsin with an unmet opening bid of $50