Honda CH125 Elite :
A Trick High-Zoot Scooter. Its the most advanced scooter in the solar system
Beneath
the sharp edged lines of Hondas futuristic new CH125 Elite is a time proved
concept of urban vehicle technology that blends elements of 1946 with those
of 1984. The ultra-civilized Elite proves that a good idea need not go
out of style, though it may have to wait its chance to become acceptable
again.
What Lambretta
and Vespa did for post-war Italy and eventually the world, Honda now proposes
to do again. The Elite, in its own quiet way, is one of the most technically
interesting machines of 1984. It takes the lead set by Yamaha with its
80 cc Beluga and adds a host of Honda-style refinements. The $1749 price
reflects the Elites degree of sophistication, placing it only $80 less
than a small motorcycle such as Hondas own CM250. ( note: CM400 s in
2000 generally sell for less than Elite 150s ).
While the Elite
can't hope to match the performance of even a small motorcycle, its stellar
virtues as an urban runabout are undeniable. It is extremely light, steers
instantly and requires almost no concentration except to keep it going
in the right direction.. Quiet operation, almost zero maintenance, modest
luggage capacity, miserly fuel consumption and reasonable weather protection
are also important aspects of its appeal.
The stylish
plastic coachwork is extremely light and, of course, will never rust. However,
its vulnerable to impact and will crack rather than dent like metal
, so extra care is called for. Our test machine had fallen on its side
before we received it, and the handlebar cowling was split. A replacement
costs $64, which is pricey but not outrageous.
The Elite, as
the top of Hondas scooter line, is the only one with a four stroke engine.
The 124 cc single cylinder power plant is arranged horizontally below the
seat (?) and is designed for minimum upkeep. Liquid cooling keeps
the temperature gauge pegged on the low side of the scale, and clearance
adjustment for the single overhead cam valve train is external on the cylinder
head. Ignition is electronic.
The ignition
key unlocks the steering and operates the retractable headlight a la corvette
and RX7. The Elite has no choke (?) but starting is almost instantaneous
in mild weather and warm-up symptoms are non-existent. To go you simply
rotate the throttle. The clutch is centrifugal and a fan cooled variable-ratio
belt drive provides an automatic transmission.
Compared
with any standard motorcycle the Elite is sluggish starting off, but once
underway acceleration is adequate. It has no trouble keeping up with city
traffic, and carrying a passenger doesn't impede its progress much.
Engine revs
don't seem to vary a great deal; rather, RPM stays fairly constant and
the belt drive does the work. The exhaust note is a muted drone that increases
in volume with load, but has the same pitch. The rubber mounted engine
shakes at low revs, but smooths out once the machine is moving.
If you decide
to venture on to a highway the Elite will reach 100 km/h under duress,
but neither the machine nor its rider will feel comfortable.
Steering is
quick around town, but downright twitchy at highway speeds. The Elite is
plainly intended for a more sedate pace.
The Elite's
leading-link fork is the only truly effective anti-dive arrangement we've
ever encountered. No matter how hard you squeeze the drum brake, front
end dive is eliminated. It also gives a surprisingly compliant ride considering
the short suspension travel, just as the Italians discovered nearly 40
years ago.
The quality
of finish on the Elite is superb. Most of the bodywork is an elegant metallic
burgundy. Panels fit neatly together, and the machine looks as fashionable
and well crafted as you'd expect for $1749.
Cheaper scooters
exist, from Honda as well as Vespa and Yamaha, but the Elite is in a class
of its own. Motorcycle enthusiasts find it interesting and useful, but
well heeled and fashion conscious urbanites looking for practical transportation
find it close to irresistible. Small wonder.
In
1984 Honda decided to offer scooters for sale in Canada. The Yamaha 80cc
Beluga had been selling in Canada since 1982 and doing quite well. My local
motorcycle parts guy said the Yamaha's were quite popular back then but
when asked if I could still get parts for the Yamaha he emitted a large
guffaw. Yamaha was also selling their larger Rivas (180 and 200 cc) . Scooters comprised 10% of Yamaha's
total sales in Canada. Hondas scooter line-up was introduced with much
fanfare and advertising. Advertisements featured celebrities of the time
and were geared to appeal to people in their teens and 20s who lived in
the city. Hondas scooter line-up consisted of two 50 cc models (spree and
aero?) , one 80 cc model (Aero) and the four stroke Elite 125. The Elite was priced at $1749 CAN in comparison
to the $599 Spree. Hondas scooter sales were reaching 7,000 units
annually or 7% of the total motorcycle market in Canada
at the time. Sales were naturally highest in the larger cities. Honda
said that the scooters appealed to "adults rather than teenagers, and that's
something not at all expected". A Toronto dealer that sold
both Hondas and Yamahas said that "A lot of people who wouldn't buy a motorcycle,
both young and old, are buying scooters. They're less complicated to ride
and they're light".
