Movin' into the '80s!
ROAD TEST: Paul Carroll rides the Honda MBX80
The 80cc class is set to be one of the most popular capacities of the eighties. With the Learner Law now into full swing, not everybody is going to want a 125, or be able to afford the ever-increasing insurance costs that this capacity now brings.
So, scale your ideas down a little and there before your eyes is a full range of 80cc jobs that are just the ticket.
Honda have realised, rather later than other manufacturers, that there's a market for 80cc bikes and have introduced the MBX80 to coincide with the learner law.
Tipping the scales at 215lb, the MBX is only 21lb heavier than its baby brother—the restricted 50. But comparing its weight to the Yamaha and Kawasaki 80s, it's over 40lb heavier.
With only an extra 20ccs on the restricted MBX50, the 80 zipped through the timing lights at 65mph. Yamaha's RD80LC, which is the only other liquid-cooled 80 on the market, could only manage 64mph. The single cylinder engine pumps out 9.6bhp at a very low 5,750rpm. When watching the rev clock, the MBX's power band doesn't start much before that. Pulling away from rest requires a big handful of revs or the motor just dies.
A learner will have trouble mastering the revvy nature of the machine.
To keep the MBX on song, the needle has to be kept in the top half of the rev scale. If you end up doing 40mph in sixth, fifth or even fourth gear, no way will it ever go faster without changing down.
A dinky little radiator sits between the twin downtubes and, although no bigger than an oil cooler, does a good job of keeping the engine cool.
Radiator and engine cowling looks good and adds to the overall stylish, sporty look of the MBX. The smart little bikini fairing looks great and has a smoked screen with the top lip turned up to deflect some air from around the face.
Unlike some other spindly lightweights though, the Honda's petrol tank is wide at the sides, tapering in at the back so that your knees fit snugly into it. Holding almost three gallons, an average tankful of petrol will only take you 150 miles.
Chewing through petrol at an incredible 57mpg is really unacceptable from a two-stroke 80cc single. I must admit I didn't drive slowly but it's the kind of bike that can't be driven slowly. It has you driving everywhere as fast as you can.
Twin discs, fitted to what is little more than a moped, is going over the top. Instead of using the twin-piston calipers as on most other Hondas, the MBX just has the usual variety. The front brake lever felt positively dead, almost like a drum and my fears were proved correct when stopping from 30mph. It could only manage a best of 29ft.
The rear drum brake I'm happy to say was very good.
Pro Link rear suspension was good but a little on the hard side. A set of pre-load positions would be nice, as on the Kawasaki 80.
One thing that didn't help the ride was the rock-hard dual seat, which seemed exactly the same as on the 50. Maybe it was made for someone with a fat behind, my boney bum hated it!
The MBX just loved fast corners and tight twisty turns. Its high ground clearance and light weight has you hanging off the seat, racer style, at every opportunity. It felt good winding it up to the boil and out-cornering much larger bikes.
Bridgestone Mag Mopus tyres are used back and front and, although of only narrow section, grip the road well. During one photo session with the sun well up but with wet roads, leaning it right over posed no problems for the increasingly good Japanese tyres.
If changing gear is one of the reasons you enjoy riding, the MBX80 is for you. Up down, up down, up bloody down all the time. Forget to change down once and, before you know it, it's choking the engine up. Kick down a cople of gears, give it a blasr, take a quick look behind and you're back in business.
All this gear changing needs a good clutch; it has the usual wet multiplate type operated by a lever that was as light as a feather making changes easy. Final drive was by a tiny chain and all credit must go to its design as it never needed adjustment throughout the test session.
No centre stand is fitted—only a side stand, making rear wheel changes awkward. A small matt-black rack comes as standard on the MBX, useful for mounting a top-box.
Showing the way ahead was a powerful rectangular headlamp, high beam was very good. On one trip, two-up with fellow portly MCW staffer Brendan Quirk, the headlamp illuminated the tree tops due to the weight on the back. No more adjustment was available. The rear light was only tiny but it fitted flush into the rear part of the fairing.
Instruments are housed in a neat console, and comprise a speedo and rev counter and the usual warning lights. Ignition lock doubles as a steering lock.
The MBX80 could be the best of the bunch if it were not so expensive—£699.00 is a lot of cash for such a small bike. It beats the Yamaha and Kawasaki 80s in flat-out speed and quarter-mile times, but loses out on fuel consumption.
The MBX could be the answer for somebody that hasn't got the extra £120 for a liquid-cooled 125. One thing's for sure though, Honda's MBX80 is a fun little machine that should bring pleasure to the learner rider.
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