brakes. Ignition was by coil fed from
an alternator and a 6-volt, 6-amp-hour
battery, which also powered the lighting
and other electrics. Slender, contrast-
colored fenders and a streamlined gas
tank with chrome side panels complet-
ed the sporty look. The list of standard
equipment was impressive for a small
bike, too, and included a large, replace-
able-element air cleaner, turn signals, a tool kit stored under
the seat, dual mirrors and a passenger grab strap. Although no
tachometer was fitted, the maximum speeds in each gear were
marked on the speedometer.
Weighing just 180 pounds dry, the S90’s 8 horsepower gave
it a pretty lively performance. As tested by Cycle World in 1965,
“A top speed of 65mph was achievable,
with the all alloy engine remaining cool
even at sustained maximum speed.”
It was also miserly on gas, returning
a claimed 176mpg (factory advertise-
ment), giving the S90 a rather optimistic
range of over 300 miles from its 1.
gallon gas tank. A period anecdotal
report puts the consumption closer to
90mpg with “spirited riding,” for a range of 165 miles.
The S90 is one of the machines that built Honda’s reputation
for quality and reliability. Not surprisingly, it proved to be very
popular in its day, and is now a collectible classic. To quote
Cycle World, the S90 was (and still is) “... a remarkable little
machine.” MC1964-1967 Suzuki K11 Sport 80
Suzuki entered the U.S. market in 1963 with a six model
range that included the 80cc K11 Sport 80. Like the S90,
the K11 used a pressed steel spine frame, but added a single
front downtube. A telescopic “oleo” front fork handled front
suspension duties, while a pressed steel swingarm and dual
shocks handled the rear. Wheels were 2.25 x 17 inches front
and rear with single-leading-shoe drum brakes.
Under the hood was a 79cc air-cooled, piston port 2-stroke
single with an iron cylinder, alloy head, gear primary and
4-speed transmission. Fuel required was 20:1 gas/oil premix at
first, soon replaced by Suzuki’s Controlled Crankshaft Injection
oiling system. Sporty touches included a high-level exhaust
and exposed fork springs, though a rear luggage rack was also
included.
The Sport 80 (and the 50cc M12 Sport 50) sold in large
numbers (at least half a million were built) and established
Suzuki’s reputation for lively, well-made motorcycles.
CONTENDERS (^) Small-bore rivals to Honda’s S
1965-1968 Kawasaki J
Built to a specification superficially similar to the Suzuki K
was Kawasaki’s J1 range. The main difference: a rotary disc-
valve intake system. This fed the 81.5cc alloy head 2-stroke
single driving an unusual 4-speed transmission, also known
as a “rotary shift.” Gear selection went N-1-2-3-4-N, continu-
ously! It was a setup that confused many first-time Kawi pilots.
The engine attached to a pressed-steel frame running on 2.
x 17-inch wheels with a telescopic fork at the front and a
spring/damper controlled swingarm at the rear.
Over its life, the J1 was available in a number of specifica-
tions. The base J1 drank a gas/oil premix, as did the electric-
start J1D.
The J1L added Kawasaki’s Superlube oiling system, the J1T/
J1TL came with a high-level exhaust, dual seat and white wall
tires, while the J1TR/J1TRL were fitted with offroad tires and a
sprung front fender. The J1 range was replaced in 1969 by the
90cc G3 models.
Years produced 1964-
Power 8hp @ 9,500rpm
Top speed 62mph (claimed)
Engine 89.5cc air-cooled OHC single
Transmission 4-speed gearbox, chain final drive
Weight/MPG 176lb (dry)/70-90mpg
Price then/now NA/$700-$3,
HONDA S
http://www.MotorcycleClassics.com 9
- 1965-
- 7.5hp @ 6,800rpm (J1, J1D, J1L); 7.8hp @ 7,000rpm (J1T, J1TL);
8hp @ 7,000rpm (J1TR, J1TRL)/56mph (J1L) - 81.5cc air-cooled 2-stroke single
- 4-speed rotary shift, chain final drive
- 168lb (dry/J1L)/188mpg (factory ad)
- NA/$600-$1,
- 1964-
- 7.3hp @ 7,000rpm/59.5mph (claimed)
- 79.5cc air-cooled 2-stroke single
- 4-speed, chain final drive
- 154lb (dry)/153mpg (factory ad)
- NA/$300-$1,