Review, MOTOR CYCLE WEEKLY March 19, 1983, with transcript

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.

Review - Mechanics magazine, September 1983, full transcript

LIFE BEGINS AT 80

HONDA have one helluva load of machinery in the under 125cc road machine class. Close scrutiny reveals that, including all the commuters, trail bikes and 'Family Mopeds' (as Honda call them) there is a veritable galaxy of bikes: thirty two in all from 50cc automatic scooters through to the 125 Super Dream Twin and the all new two-stroke MTX125RW (tested in Mechanics July '83 — Trial of two Trails).

To be fair to their so called Sports Mopeds, viz the MTX and MBX 50s, their performance is far from sporting. In fact, along with several of the scooters and mopeds, they are as exciting as a wet paper bag. They have their place though and do sell very well.

The bikes in the 125cc range which Honda offer are all designed to comply with the current restriction regulations to make them legal for learner riders. These perform quite well but the restrictions in the engines of all the bikes can be felt when riding them and somehow, this just takes the fun out of what otherwise would be really enjoyable machines.

I'd not seen the MBX80 and to be honest, when Malc Gough told me I had been chosen as the lucky person to test it, although I not think that it would be better than MTX50 which I'd recently ridden, I did not realize how big a surprise I was in for.

I collected the bike from Honda's Chiswick headquarters with our trailer and Lindsay's much-abused company Cortina. I had to collect another bike from Mitsui at Chessington the same day, so the first chance I had to ride the MBX80 came later that afternoon after unloading it at the Mechanics workshop in Peterborough. Well, I thought, it looks fine but as I'd recently been fooled by the appearance of the MTX50, I was not expecting too much from this bike.

I had already removed the seat to find out where the oil tank was and had at the same time noticed a label on the frame which indicated that it was the same as the MBX50 chassis. I fired up the engine and was pleasantly surprised to hear the crackly exhaust note which sounded a whole lot better than the muted burble emitted by the MBX engine. "Better warm it up so that I'm not riding with the choke on," I thought. In with the clutch lever down with the gear selector pedal and must remember to flick up the side stand. (Is this a Star Rider training manual? — Ed) Now there's a thing. This is the first Honda road bike I've been on for ages which has not got a rubber foot resigned to flick up the stand if you forget to. That's not so good because people still do forget.

So with the stand up it's off round the car park. (What no cones? — Ed) Jeez! what the hell is this? Without too much bother up comes the front wheel and away we go like the bike's got the Honda CR80R moto-cross engine in its frame but it can't have because the power is easily controllable and it's spread quite wide over the rev range. Wide that is for what has to be quite a highly tuned engine. Just one lap of the car park was enough to convince me that the next couple of weeks were going to be real fun (Did you pass? — Ed)

The engine of the MBX80 is rated at 11bhp. That's one less than the maximum allowed by the restricted 125s but as the bike is 20 odd pounds lighter than, say, the Kawasaki AR125LC and is equipped with an equally capable frame, it's not too hard to see how it's possible to dice with restricted 125s on the MBX80 and quite often come out the winner. The top speed is slightly down on most of the 125s but with an engine which revs cleanly throughout its power band this bike is, for me, far more enjoyable to ride.

I have to liken it to the unrestricted 125LC Yamaha which Mechanics had at their 24hr test last year because that's just what it feels like to ride, sharp and agile. Sure it's a mite less powerful but the Honda ProLink rear suspension and the taut little frame which wraps around the 80cc power unit makes it handle as well as the Yamaha which has been around for longer.

Just looking at the bike when it's parked (and if you buy one, that's just what you'll find many people doing), is enough to get the adrenalin flowing. The large, almost massive, expansion chamber looks like a cast-off from a racing department test shop. The black coated engine seems dwarfed by the radiator and its cowl, which are positioned rear ward of the steering head and just below it to gain maximum effect from the slipstream.

Looking at the front wheel, you could be forgiven for thinking that Honda have gone just a little over the top with the twin front discs. If they haven't, don't be too surprised if you nearly do when using them! Front wheel pirouettes are a distinct danger if you grab hold of the brake lever too hard. I can't help feeling that a single disc would be more than adequate for the bike but doubtless the stylists in Japan decided that it would look better with two and that's what you get. In fairness though, I must say that the front wheel never skidded whilst I was overbraking. All that happened was that the rear wheel of the bike just lifted off the road! Quite good fun when I got used to it, albeit rather foolhardy.

The only way I can describe riding the MBX80 is to say that it felt as if I was riding on it rather than riding as a part of it. Hard to say just why, but once I became accustomed to it, it was alright. I must say, however, that I never felt really secure on the MBX80 as I have on other lightweights, 125LC Yamahas especially. I often felt that, when cornering with the bike well cranked over, it would perhaps have gone round better without me on it at all! (Eh! — Ed) It was all too easy to get over-enthusiastic when rushing round traffic islands on the bike. Too fast an entry could give me the dreaded 'heart-in-the-mouth' feeling that maybe it was going to be a one way journey. However, the combination of the excellent frame and the surprising Bridgestone tyres was sufficient to ensure a safe exit every time and also to provoke the question of whether it would have been possible to have gone at least 10mph faster!

With 12 volt electrics, the indicators are plenty bright enough. The same goes for the headlight which could perhaps be slightly more powerful than 36/36W. It was adequate but 10 extra Watts would have made it faultless.

The only thing which lets the bike down, and it's only cosmetic, is the horrid tubular subframes which carry the pillion foot-tests. They look just like what they are — afterthoughts. A polished alloy plate, whilst being a few Yen more costly, would finish the bike off a treat.

With the MBX80 (and the 'coming in July' MTX80) Honda have built a definite competitor for their own range of 125s. The insurance companies, at the moment, class 80s as sports mopeds in the up to 100cc category. As such, they are cheaper to insure than the 125s. However, the sports performance (and 11bhp from 79cc is definitely sporting), shows itself up in the running costs. With fuel consumption as bad as 60mpg when really thrashed, the bike is as expensive as a larger bike in terms of cost per mile. I do think, on the other hand, that an 80 will be much easier to sell again when you've got tired of it or have passed your test and want something bigger.

As an under 100cc bike the MBX80 does share something of the stigma attached to pipsqueak mopeds but with the speed and handling that it offers, it allows you to cock-a-snoot at those who would sneer at it.

Road test - Bike Magazine June 1983 - with transcript

Bike Magazine June 1983 - with transcript 

I wanted to re-visit the road tests from period and with the aid of tech, I can reproduce the complete text for ease of reading:

A two-and-a-half hour journey from London to the MIRA test track at Nuneaton on a freezing cold day, with only the prospect of a cup of hot coffee to keep me going, gave me plenty of time to reflect on the pleasures of riding my first test bike, the MBX80. When told I was to be privileged with temporary ownership of Honda's new 80cc two-stroke I was delighted: at last a chance to run up limitless expenses, be the envy of my friends and give my a bike a holiday in the office garage. What had I done to deserve this? Could it be my impressive riding skills and brilliant writing ability — or was it that Brecon saw an ideal opportunity to put the new editorial policy into operation? If we must test these small bikes we can’t take seriously, we'll give them to lone 'cos she's so small.

Eventually I reached Nuneaton and collapsed in the Little Chef near MIRA. Roland Brown, who'd left half an hour after me on a GSX750, was just finishing a huge breakfast and calmly told me they'd run out of coffee. I was lost for words but to save any further thought a large dog ambled over to the bikes, sniffed the GSX then relieved himself on the front wheel of the MBX, totally summing up my feelings.

To be fair it wasn't all the bike's fault. On motorways, long stretches of dual carriageway and straight roads its behaviour was only as expected — it wouldn't do much over 60mph, blew all over the road with every strong gust of wind and usually failed, after a fierce battle, to overtake the never ending stream of lorries which insisted on travelling slightly slower than I wanted to go but just too fast for me to get past.

Ridden where it can be appreciated best — either in town or, as a contrast, on twisting country roads it is fairly exciting, great fun and a pleasure to ride. The MBX is ideal in traffic, it's very small, light and an unusual bonus for me was that I could put both feet flat on the ground. It's also very narrow so it's easy to manoeuvre past stationary vehicles — I derived great satisfaction from squeezing through gaps, leaving despatch riders on fat CX500s behind me.

The only disadvantage is the bike's revvy nature. I was caught out at the first set of traffic lights I came to after leaving Honda's when I pulled away gently in first gear to find the bike dying on me until it reached about 6000rpm, when it charged forward. I soon got the idea though; as long as I made sure the revs were up before letting out the clutch and then kept them at a minimum of 7000 in all gears it would fly along. Obviously masses of gear changes are required in town but the clutch is very light so it's no problem.

Once you get out on to country roads the bike shows its true colours. Faced with its sporty looks and revvy engine I felt obliged to go everywhere as fast as possible. The MBX handled really well. The Pro-Link monoshock unit is good and the Bridgestone tyres, although narrow, held the road well and felt safe in the wet.

The brakes, however, are incredibly over the top. When I first saw the bike I couldn't believe it — twin discs on an 80cc bike? I had visions of locking up the front wheel every time I attempted to slow down but when I came to use it the front brake was pretty feeble, although the rear drum was OK. Putting twin discs on a bike this light seems ridiculous, especially when they don't work much better than a drum.

The rest of the MBX is well designed. It certainly looks excellent, from its bikini fairing with tinted screen through black engine to rear cowl which contains the flush fitting back light. The rack on the back is pretty useless since it's only big enough to carry a sandwich box, anything larger and you'd spend the whole time looking round to see if it was still there. There's no centrestand which makes chain tightening a bit awkward. I was surprised by the power of the 12V/35W headlamp since I was expecting the weedy glow thrown out by the 6V lamps usually found on small bikes.

The MBX will cruise happily at 70mph with a following wind (the speedo is relatively accurate) but as soon as there's an opposing breeze it drops to 60mph. On the journey to MIRA I could only hold 60 by spending most of the time in fifth of the six gears. That trip resulted in an almost unbelievably low fuel consumption of 48mpg, although it was usually slightly better. Even so, an average of 59mpg is poor for an engine producing less than 10bhp.

Those horses are pushed out by a buzzy watercooled two stroke mill very similar in most respects to Yamaha's RD80LC motor. The Honda has a slightly larger bore and shorter stroke and an actual capacity of 79.7cc. Both 80s use electronic ignition — well it'd be a shock if they didn't these days — but the MBX doesn't feature a Honda version of Yamaha's Energy Induction System (essentially just a small storage chamber linked to the inlet to smooth out induction pulses).

Yamaha's claim of more power and better fuel economy thanks to a mere plastic box the size of a ciggy packet seemed rather far fetched last year but looking at the MBX80's thirst compared to the RD80LC's (62mpg even when being thrashed by 14-stone R Brown), there may be summat in it.

Instead of going for a trick engine mounting to reduce vibes — the RD80LC has a pivoting rear engine mount and a preset amount of flop allowed in the front mounts — Honda have opted for a balancer shaft on the MBX. Seeing as neither 80 vibrates at all badly it seems you pays your money and takes your choice. On the other hand, the Yamaha system can be a headache for RD250 and 350LC owners who have to cope with regular exhaust gasket replacements as the flopping around breaks 'em up, though we haven't heard of any such problems on the RD80.

It's when you start looking at the rest of the Honda that you begin to realise just how much impact the latest learner legislation has had on a class which used to inhabit a no-man's land between mopeds and sports 125s. Twin discs, 12V electrics (Continues page 77).

The MBX will cruise happily at 70mph with a following wind (the speedo is relatively accurate) but as soon as there's an opposing breeze it drops to 60mph. On the journey to MIRA I could only hold 60 by spending most of the time in fifth of the six gears. That trip resulted in an almost unbelievably low fuel consumption of 48mpg, although it was usually slightly better. Even so, an average of 59mpg is poor for an engine producing less than 10bhp.

Those horses are pushed out by a buzzy watercooled two-stroke mill very similar in most respects to Yamaha's RD80LC motor. The Honda has a slightly larger bore and shorter stroke and an actual capacity of 79.7cc. Both 80s use electronic ignition — well it'd be a shock if they didn't these days — but the MBX doesn't feature a Honda version of Yamaha's Energy Induction System (essentially just a small storage chamber linked to the inlet to smooth out induction pulses).

Yamaha's claim of more power and better fuel economy thanks to a mere plastic box the size of a ciggy packet seemed rather far fetched last year but looking at the MBX80's thirst compared to the RD80LC's (62mpg even when being thrashed by 14-stone R Brown), there may be summat in it.

Instead of going for a trick engine mounting to reduce vibes — the RD80LC has a pivoting rear engine mount and a preset amount of flop allowed in the front mounts — Honda have opted for a balancer shaft on the MBX. Seeing as neither 80 vibrates at all badly it seems you pays your money and takes your choice. On the other hand, the Yamaha system can be a headache for RD250 and 350LC owners who have to cope with regular exhaust gasket replacements as the flopping around breaks 'em up, though we haven't heard of any such problems on the RD80.

It's when you start looking at the rest of the Honda that you begin to realise just how much impact the latest learner legislation has had on a class which used to inhabit a no-man's land between mopeds and sports 125s. Twin discs, 12V electrics (only 6V on its main rival), rising rate rear suspension, trick wheels... apart from the electrics, it's not so long since you wouldn't have found any of those on 750s let alone something only 30cc up on a moped.

I suspect, however that it'll be the MBX80's frame which'll tempt L-plate 80 freaks into Big H's welcoming arms. Not because the Honda's tubular cradle is discernibly any better than the Yam's despite Honda's tongue in cheek assertion that the MBX80's trellis is 'full size' but because it includes pillion pegs whereas the Yam doesn't.

After all, the trad way to celebrate passing part two (apart from burning your L-plates on the nearest police station steps) is to shove a trusting and unsuspecting pal on the back and go for a wobble... er, blast. Unfortunately I soon discovered that pillion pegs and a dualseat do not necessarily make 80s into reasonable two-up transport.

Due to unforeseen circumstances (ie the GSX objecting to standing quarters and self-destructing its clutch at MIRA), the return journey had to be made two-up on the Honda. MBX80 seats are small, narrow and extremely hard and, after 120 miles on the pillion with a rather large person in front, it'd be an understatement, to say parts of me were numb. But however uncomfortable the seat it certainly didn't deserve the attentions of a vandal who thought it would be fun to slit a large hole in it. At a cost of £66 to replace it was no joke.

Yamaha's RD80LC is currently about £30 cheaper than the Honda but both 80s have similar performance figures. The MBX is let down by its poor fuel consumption so on paper the Yamaha may look the better bike but when it comes to signing the cheque I suppose a choice between them would be made on looks and brand preference.

Honda obviously want learners to see the MBX as more than simply a bike to pass their test on. With its high price of £699, plus fuel consumption you'd expect from something five times its size, their target must be 'enthusiasts' rather than commuters. It's a fun bike that takes a bit of practice to ride well, it's got the performance of most 125s but is much cheaper to insure. If Honda are trying to encourage learners to continue buying Hondas once they move on to bigger bikes, I guess they're going the right way about it with the MBX80

 HONDA MBX80CategorySpecification
Price (inc taxes)£699
Engine single cyl 2-stroke, watercooled
Capacity 79.7ccMax power7.16kW (9.6bhp) @ 5750
Transmission 6-speed gearbox, wet multiplate clutch
BrakesFront: twin disc; Rear: 110mm drumWeight102kg (225lb) inc 1 gal fuel
Top Speed64.63mph (Prone); 62.08mph (Sitting-up)Fuel Consumption59mpg (Overall); 49mpg (Ridden hard)

My Bike, Stafford Classic Motorcycle Mechanics Show 2025

 A Weekend with the MBX: Memories, Motorcycles, and Magic at Stafford

The Classic Motorcycle Mechanics Show at Stafford is always a highlight of the year, but this October 11th and 12th felt different. This time, my little Honda MBX80 wasn’t just another bike on the floor – it was part of something bigger: the Retro Mopeds Club stand.

A bit of backstory: I co-admin a Facebook group called ‘Retro Mopeds 70’s–90’s’ with my friend Andrew Longley. The page is a haven for enthusiasts of all bikes under 90cc, whether standard or wildly modified. Last year, Andrew and I displayed our bikes as private entries, and while sharing stories with fellow fans, we hatched an idea – a club stand. Fast forward to this year, and our vision had become reality.

The stand was a small but mighty showcase. Andrew brought three bikes: an MT5, MB5, and RD50. Steve Mawson contributed a jaw-dropping custom MBX80, and my own MBX80 completed the lineup. Standing back and seeing the five machines together, I felt a surge of pride – this wasn’t just my bike, it was part of a movement celebrating a generation of two-wheelers.

I’ll admit, I had a twinge of doubt. The MBX had been on show the past two years – would people still care? From the moment the doors opened, all doubts vanished. Enthusiasts flocked to the stand, eager to chat, share stories, and snap photos. Conversations flowed – memories of rides, modifications, and teenage adventures – and for the first time, my MBX wasn’t just a display piece; it was a bridge connecting strangers through shared passion.

Then came Sunday morning – a moment I’ll never forget. The winners’ names were posted, and my friends Tony and Steve nudged me excitedly. Could it be? Scanning the list, my heart leapt. There it was: 2nd Best 1980s Bike, runner-up to a Kawasaki Z1300! My MBX80, a humble 80cc two-stroke, would be receiving recognition on the main stage.

The day became a blur of excitement. Andrew’s MT5 and my Aprilia AF1 each received a ‘Highly Commended’ award. And then it was time. Walking onto the stage, the buzz of the crowd mixing with my racing heartbeat, I was handed my award by none other than Wayne Gardner, 1987 500cc World Champion and one of my heroes. When he asked about the bike, I replied, “It’s a little Honda MBX80 2-stroke.” He grinned and said, “Ripper!” – and just like that, a childhood dream collided with reality.

This year’s show was more than just an exhibition; it was an experience, a celebration of community, passion, and the joy of two wheels. The club stand added a layer of camaraderie and fun that I’ll be chasing for years to come. Stafford 2025 wasn’t just another show – it was a weekend of memories I’ll cherish forever.

For more on the Aprilia on display, see here:

shaking hands with Wayne Gardner

Dan Jones, Steve Mawson, Tony Mawson, Andrew Longley

Honda MBX80 Buyers Guide in Classic Motorcycle Mechanics magazine

In the August 2025 edition of the Classic Motorcycle Mechanics magazine they features a MBX80 Buyers guide spread over four pages. The bike featured was the excellent restoration by Steve Mawson that was displayed on the VJMC stand at the 2024 Stafford show  

You can buy a copy of this magazine here. or pick one up at your local news agents.

A big thank you to the writer who gave this website and facebook page a shout out! 👍

Here is another look at Steve's bike

My original MBX80 - B784 BFE

Back in the mists of time — 1988, to be exact — my first proper bike was a black Honda MBX50. To a sixteen-year-old me, it was pure magic. That little 50cc two-stroke meant freedom, independence, and a ticket to explore the world beyond the end of my street. Sure, it was a restricted moped, and its performance was more “spirited enthusiasm” than outright speed, but at that age, it felt like a rocket.

When I turned seventeen at the tail end of ’88, the world opened up again. I could now legally ride a 125cc bike with up to 12 horsepower — a huge leap from the MBX50. Funds were tight, as they always are when you’re a teenager, so I started looking for something affordable but exciting. That’s when I discovered the Honda MBX80.

On paper, it shouldn’t have been a contender — just 80cc — but the spec sheet told a different story: liquid cooling, a bikini fairing, a belly pan, and twin front discs. And with a healthy 11 horsepower, it wasn’t far behind the 125s of the day. In my eyes, it was the perfect blend of style, performance, and practicality — all without the wallet-wilting cost of an NS125F.

The hunt began the old-fashioned way, scouring the pages of Auto Trader, Free Ads, and the local paper’s classifieds. Weeks later, I spotted a listing for one near Ringwood. My dad borrowed a flatbed truck, and we set off with excitement and a pocket full of optimism.

The “dealership” turned out to be more of a scrapyard than a showroom — a muddy track leading to a jumble of tired machines and oily parts. But there, among the chaos, stood B784 BFE — gleaming white with red graphics, compact, purposeful, and perfect. I didn’t care where we were or who was selling it — I knew she was mine.

Back home, the MBX looked every bit the miniature superbike I’d imagined. And compared to the 50cc it replaced, it was nothing short of astonishing. Suddenly I had real acceleration, real speed, and that intoxicating freedom that only a motorcycle can give.

A few weeks later, I decided to put it to the test. Our family holiday in Devon was coming up, and I had the bright idea of riding there solo. No motorways for me — I wasn’t licensed for them yet — and I wanted to avoid fast roads like the A38 past Exeter Racecourse, so I carefully plotted a slower, scenic route. Armed with a paper map and a sense of adventure, I set off.

The ride was brilliant — for the most part. Somewhere along the way, the MBX began to lose its edge. It didn’t feel quite right. When my dad joined me a few days later at the caravan, we booked it in at the Honda Centre in Newton Abbot for a check-over. The mechanics quickly found the culprit: a clogged exhaust. A quick de-coke later, and the bike was transformed.

When I fired it up and pulled away from the shop, it was like a different machine. The engine sang through the revs, crisp and eager, and before I knew it, I was redlining in every gear, hitting an indicated 70 mph. It felt unstoppable — this was what two-stroke heaven sounded like.

I found this image of B784BFE lurking in the background at the campsite

That little Honda became the centre of my world. Before long, my mates were all upgrading to 125s — including one with a nearly new Yamaha TZR125. I’ll admit, I was envious at first. But on the road, the MBX80 held its own. Up to around 50 or 55 mph, it could keep pace with the TZR easily. What really surprised everyone was how quick and lively it was off the line — it revved like crazy and launched itself forward with the energy of a much bigger bike. More than a few people with far pricier machines were left red-faced at the lights.

Eventually, as my wallet grew a little fatter and my ambitions a little bigger, I traded up. A blue TZR125 with a full fairing caught my eye at Rob Willsher Motorcycles in Bursledon, and the MBX went in as a part exchange. I can still picture it sitting there as I rode away — the end of an era.

Decades later, curiosity got the better of me. I looked up B784 BFE on the government’s database, and my heart sank — the tax ran out in July 1993. Chances are, she’s long gone, probably broken for parts or left to rust away somewhere.

But if, by some miracle, that little white-and-red MBX80 still exists — tucked away in the corner of a shed or buried under dust in a garage — I’d buy it back in a heartbeat. No matter the condition, I’d love to bring her home. So if you happen to have B784 BFE, please get in touch. Some first loves are worth finding again.

80cc spec sheet comparisons

 A post for the stat lovers, I compared the MBX to its main competition of time including the performance data. Everybody has anecdotal memory's of how fast they were, but I have included the only measured data from a period magazine that tested them at the same time. If anybody has any road tests of the bikes together, I'd love to dee them.

used parts for sale

 I have a couple of parts for sale and currently on ebay, 

Rear shock - SOLD

Saddle: SOLD

Two stroke oil tank: Link https://www.ebay.co.uk/itm/226420249833?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=jlRtwxJCT4u&sssrc=2047675&ssuid=jlRtwxJCT4u&widget_ver=artemis&media=COPY

Rear rack: SOLD

Owners bikes, UK spec MBX80 now in Ireland

Words and images by Alan Clarke

"Was just reading the website on the mbx 80 register section. I own an MBX 80 which I purchased to restore. I have it 2 years now and slowly getting around to it. It was originally a UK bike but has ended up here in Ireland since 1993. I have no idea of the original UK registration as its not on paperwork."

If you have any info on the back story of this bike please contact me and Ill pass it on to Alan.

If you have a bike and story you would like shared please email me!

My guide to restoration, part 3

Following on from the guide to restoration part 1 and 2 blog posts here is the parts listing for my restoration. Where possible I have included the original Honda Part number and where the item was bought from, shop links at the bottom of the page.

Item                description                 Bought from     Part number

Bike         MBX80 FWDD         ebay

Bolts         Bolt 6x12 x 2                 CMSNL            95701-0601208

Bolts         Bolt 6 x 16 x 2         CMSNL              95701-0601608

Bolts         Bolt 6x16 x 4                 CMSNL             96001-0601600

Bolts         Bolt 5x16 x 2                 CMSNL             92000-050160A

Bolts         Bolt 5x12 x 2                 CMSNL             92101-050120B

Bolts         Bolt 5 x 12 x 2         CMSNL             92101-050120G

Bolts         Bolt 6 x 22 x 2         CMSNL             95701-0602207

Bolts         Handle bar clamp bolts x 4 CMSNL     90117GE2000

Brakes         Front brake light switch ebay

Brakes         Brake calliper repair kit ebay

Brakes         Brake calliper repair kit ebay

Brakes         Reservoir window         ebay

Brakes         Rear brake light switch ebay

Brakes         Brake boot seal         ebay

Brakes         Brake lever                 ebay

Brakes         Brake pads                 ebay

Brakes         Brake lever repair kit ebay

Brakes         Front brake hoses         Brake Quip

Cables         Tacho cable                 ebay

Cables         Clutch lever                 ebay

Cables         Throttle cable                 David Silver Spares

Cables         Clutch cable                 David Silver Spares

Cables         Speedo cable                 David Silver Spares

Engine Parts Spring kick ester         David Silver Spares

Engine Parts Pinion kick starter         David Silver Spares

Engine Parts Gear Idle                         David Silver Spares

Engine Parts Engine Rebuild         M Shop

Engine Parts Water pump shaft         CMSNL         19230-G32-000

Engine Parts Water pump bush         CMSNL         90436-GE2-000

Engine Parts idler shaft                 CMSNL         13430-GT5-690

Engine Parts Crankcase gasket         CMSNL         1393-GAA-000

Engine Parts air filter                         CMSNL         17211-GE2-000

Misc         misc small parts/ springs/ washers Various

NOS Parts Fuel Tank                 Brommer Classics

NOS Parts Tool Tray                 CMSNL         77308-GE2-000

NOS Parts Collar                         CMSNL         80112-443-850

NOS Parts Luggage Rack                 CMSNL         81200-GE3_610

NOS Parts Fairing stay                 ebay

NOS Parts Radiator                         CMSNL

NOS Parts Fuel filler cap                 M Shop

NOS Parts Clock case upper         ebay

NOS Parts Clock case lower         ebay

NOS Parts Headlight                 Facebook

NOS Parts Throttle                         M Shop

NOS Parts LH switch gear         M Shop

NOS Parts Fairing                         ebay

NOS Parts Radiator cover         M Shop

NOS Parts Belly pan                     ebay

NOS Parts Seat                                 M Shop

NOS Parts Rear brake pedal         German ebay

NOS Parts Chain cover                 M Shop

NOS Parts Exhaust                         ebay

NOS Parts Fork stanchions x 2 M Shop/ ebay

NOS Parts Oil tank                        ebay

NOS Parts Rear Shock                ebay

Paint         Caliper paint                 ebay

Paint         Paint                               ebay

Paint         Powder coating         Local

Paint         Misc paints                 Local

Parts         Washer (6x20) x 2         CMSNL         90512-300-000

Parts         Band B Battery         CMSNL         95012-12001

Parts         Battery                         ebay

Parts         Chain and Sprocket Kit ebay

Parts         Rubber Air/C mount x 2 CMSNL         17245-107-010

Parts         Winker assy x 2         CMSNL         33400-GG4-601 

Parts         Cover winker x 4         CMSNL         33425-437-711

Parts         Winker assy x 2         CMSNL         33600-GG4-601

Parts         Washer winker mount x 2 CMSNL 33611-437-710

Parts         Rub, RR, winker x 2 CMSNL         33612-437-710

Parts         Rub, RR, winker x 2 CMSNL         33614-GE3-610

Parts         Grommet                         CMSNL         45451-GE2-0000

Parts         Collar fender x 2         CMSNL         61104-428-010

Parts         Collar 7.5x6.8 x 4         CMSNL         90501-437-710

Parts         Collar winker x 2         CMSNL         90506-GE3-610

Parts         Spring washer x 4         CMSNL         94111-05000

Parts         Fuel hose                         ebay

Parts         Clutch lever rubber         ebay

Parts         Handlebar                 M Shop

Parts         Handlebar grips         M Shop

Parts         Gear shifter                 M Shop

Parts         Gear shifter rubber         M Shop

Parts         Front foot peg complete x 2 M Shop

Parts         Rear foot pegs                 M Shop

Parts         Chain rubber slider         M Shop

Parts         Rear brake rocker arm CMSNL

Parts         Headset bearings         ebay

Parts         Swing arm bushings David Silver Spares

Parts         Horn                         M Shop

Parts         Fork oil seals                 ebay

Parts         Mirrors x 2                 M Shop

Parts         Fuel tap                         M Shop

Parts         Tyres Metzler ME22 Tweeks

Parts         Number Plate (custom) Retro Plates

Plating         Zinc plating                 Local

Stickers         Sticker kit                 ebay

Stickers         Tank warning sticker CMSNL     87560375680ZB

Stickers         Tyre inflation sticker ebay     87505GE3610

Used Parts Tail unit                        German ebay

Used Parts Side panels                German ebay

Used Parts Front mudgaurd        German ebay

Part 1 of the restoration guide here

Part 2 of the restoration guide here

view the complete restoration here

Visit CMSNL here

Visit the Honda M Shop - now Honda M Parts here

Visit David Silver Spares here