SHORROCKSStandard MemberPosts: 334
Joined: Apr 2010
Joined: Apr 2010
Hello People, found this the other day thought it would be interesting to put on the site. 
Now take a deep breath and...........................................................
Genesis of the CT70 and ST70
In 1968 Honda also started work on a prototype of a bigger version of the Monkey that could carry two people. The engine was upgraded a 70cc version to meet the demand for more power. The first prototype is very similar to the official first series produced in 1969. Differences between those two were a smaller headlight, like those used on the US "Z50A Minitrail" versions, with a small round speedometer. The seat, designed for an extra passenger, was slightly longer. It had an upswept exhaust but the openings in the heat shield were of a horizontal striped pattern. The front fender was high-mounted to the front fork as was done with the CT70 models. The side emblems were missing and the main decals between the front fork and the seat were the aluminum pressed "Honda" sign, screwed onto the frame. The carburetor was larger and the inlet manifold had a straight 90-degree angle. The prototype, unlike production models, had no turn signals. Like the Monkey Z50Z, Honda launched its first model in 1969 with a detachable front fork named the "Dax" ST70Z General Export. The name Dax is a reference to dachshunds, the silhouette of which bears a resemblance to the frame shape of the ST70.
The ST70Z model came with a 70cc semi-automatic 3-speed engine. It came in two versions, Type one, a road-oriented bike and Type Two, which was more of a dual-purpose machine, like the CT70 model sold in the US. Type one had a low-mounted exhaust and metal frame decals like the prototype. It was also fitted with bigger "ducktail" fenders painted in silver. It was issued in three colors: candy ruby red, candy sapphire blue and candy Gold.
The second type had smaller, CT70-style, chrome fenders and an upswept exhaust. The decals were the familiar black/white stripe “Honda” version. The type two was available in: candy ruby red, candy sapphire blue and candy special yellow. Both models had larger headlights with triangular-shaped speedometer and small chrome turn signals.
For the US market, Honda introduced a second model, based on the ST70 called the CT70. This model was intended more for off road use. It had no detachable front fork and no turn signals. The front fender was mounted directly onto the front fork, higher than the Japanese version, which had a chrome mounting bracket. The CT70 was also equipped with an engine guard and spark plug guard to protect the engine while riding in rough terrain. Honda launched the CT70 K0 in 1969with a 3 speed semiautomatic gearbox. The CT70H model with a 4 speed manual gearbox was introduced in 1970. The first series came in 6 colors. The CT70K0: Candy Ruby Red, Candy Sapphire Blue and Candy Gold; the CT70HK0: Candy Topaz Orange, Candy Emerald Green and Candy Blue Green.
Honda also produced the Dax for the European market. This took longer because of differing laws and regulations for road vehicles in different countries. The First European Daxes were sold in 1970 and carried the K1 designation. In Europe, the Dax sold in two versions. Besides the ST70, there was also a model called the ST50 with a 50cc engine. This was because in many European countries the ST50 is considered a moped and the ST70 a motorcycle. One must be 18 years of age and licensed to legally ride a motorcycle in most EU countries. There are a number of small differences between the Daxes depending upon the market for which they were intended. Tail lights, turn signals, headlights, mirrors etc. are mostly the same, but the biggest differences involve the German types ST50 and ST70. The German type was equipped with the type one "ducktail" fenders but in combination with an upswept muffler, larger headlight and a square shaped speedometer. The turn signals on the ST70 version were placed further away from the body and it was equipped with a chrome luggage rack. The taillight was round and colored half orange/ half red. The special 50cc version was marked as ST50G (Germany)
In addition to the normal production models of the ST70, Honda also produced a special edition called the White Dax. Also known as Lady Dax. It was painted in ceramic white and had white/black/green decals and a special seat with green top with printed flower pattern. Today, these are a rare find.
In 1972 Honda stopped selling the Type 1 and only sold Daxes with an upswept muffler and chrome fenders except for Germany where they kept the "ducktail” fenders. That same year the K2 model was introduced. Due to new regulations, this version was limited to a speed of 45km/h (28mph) it had a governed flywheel, smaller carburetor, smaller intake and milder cam.
A footnote in 1972 was the ST90, the big brother of the CT70 and ST70, which was also called "Mighty Dax" The ST90 was equipped with a 90cc engine similar to that found in the CT90 model. It was a larger, heavier engine with a beefier transmission and clutch. The frame was similar in design and construction to the CT70 and ST70 models but was larger. It had 14" wheels and was only sold in the US. Sadly, it didn't last long and after 3 years Honda produced the last ST90.
In 1978 Honda brought out the K3 model. The biggest differences from the previous versions are the colors and restyled decals. It came in 4 versions: candy ruby red with white/blue/black "flame" striped decals, candy Riviera blue with yellow/white/black "flame" striped decals, mighty green with yellow/black/white" flame striped decals or shiny orange with yellow/black/white "flame" striped decals. In this year Honda stopped selling the ST70 in Germany. In the United Kingdom they continued selling the ST70 and Honda also produced a candy smoke brown version with yellow/black/white "flame" striped decals. The last ST50/70s for Europe were produced circa 1979/1980, followed up by the CY50 "Naughty Dax" or "R&P", another short-production-run bike with a vertical cylinder engine, plastic fenders, and wider tires.
US market CT70 models had their own evolution. The KI and HK1 models were produced in 1972 and came in candy ruby red and candy yellow special. This was a unique and, to many, the most desirable model combining the best of the old classic aesthetics, available 4-speed manual and no turn signals. It was the first year for hydraulic front forks and the only year they were “gatorless”, using metal covers in place of the accordion-like rubber fork “gators”. In contrast, the ST70 Dax models would not get the hydraulic forks until the “AB” model Dax was introduced many years later. The round speedometer/separate headlight, seat trim strip and redesigned muffler heat shield were also introduced on this model.. Unfortunately, it was also the last year for the 4-speed manual “H” model. The K1/HK1 CT70 also had the largest taillight Honda ever used on these bikes. Today, the HK1 is the rarest of the CT70 models produced in the 1970s.
In 1973 the K2 model was introduced. Fork gators replaced the painted metal lower fork covers of the K1s and the upper fork covers/headlight mounts were chrome. The K2 could be had in either candy Riviera blue or candy topaz orange. The 1974 K3 model was the same as the K2, except that turn signals were added for the first time. In 1975, the K4 was produced. The decals were unique to this model and beginning with this model, candy colors were no longer offered. The only color available was “mighty green”. The spark plug guard was now painted black, instead of chrome plated. Rapid inflation during the 1970s was forcing Honda to cut costs and the paint and plug guard were the first casualties of a long-term cost-cutting program.
In 1976, the “K” model designation was dropped. Due to U.S. federal regulations, manufacturers were required to declare model year designations. The 1977 models saw a return to body color upper fork covers/headlight mounts. Shiny orange was the only color offered. The 1978 model was the only model CT70 ever painted black and this was the last year for the engine/spark plug guards, chrome plated muffler heat shield and folding handlebars. 1979 saw the introduction of BMX-style handlebars and was the last year for the second type hydraulic forks, upper fork covers and seat trim strip. Muffler heat shields were painted black and the rear shock covers were gone from 1979 on, as the last of the chrome disappeared due to cost. The only color available was bright yellow
1980’s & 90`s Reinvention
From the introduction through the mid `70s, the little bikes kept getting better and better, with numerous small running changes.
Although the production for the European ST70 and ST50 ended in 1980, a Japanese version of the Dax, called the ST70M, was sold in 1979. This Dax had a very distinct appearance with its megaphone muffler, 4-speed trans, 3 spoke rims, lowered front fender and a chopper-style seat with luggage rack.
For the U.S. market, Honda kept producing CT70. By 1980 it bore relatively little resemblance to the earlier model CT70s or the ST70, although parts such as the frame and engine were always the same. To better suit off-road riding, as well as further reduce costs, the fenders were made of plastic beginning with the 1980 model and mounted much higher on the fork. This was also the first year for another new fork design with sweeper-style seals and internal springs. Along with the new fork, a new, more softly padded seat and better rear shocks were introduced. The 1980-82 models had the nicest ride quality (as well as the longest suspension travel) of the CT70s produced up to that time. The ignition lock was moved from the LH side of the frame to the triple tree and the speedometer had a redesigned face. The future series of the CT70 type were based on this model and produced by Honda until US model production ceased at the end of 1982. Tahitian red would be the only color offered on CT70s.
Honda re-launched the Dax in 1986 with a few but significant technical improvements and designated it the AB23 instead of ST70. Now it had a 12V engine with camshaft ball bearings, a hydraulic front fork and a chrome rear fender, with a plastic mud flap The upswept muffler was painted black and the heat shield had round holes the same as the CT70. The turn signals were replaced by bigger, square, plastic units on flexible stalks, replacing the better-looking-but-damage-prone chrome ones found on the earlier bikes. This model was issued in 3 colors: candy ruby red. Candy sapphire blue and silver. The 70cc version was only sold in France.
Introduced in 1987 were the Honda Monkey ZB and Monkey R/RT, a new type of bike with an all-new aluminum frame and monoshock rear suspension. These were based on bigger motorcycles of the day for reasons of both aesthetics and performance. They were equipped with 8-inch wheels, but the bike appears bigger than the Z50J Monkey. The Honda Monkey ZB and R models came in black/red and white/red, the RT version in metallic blue.
The U.S. model CT70 was reintroduced in 1991. It is virtually the same as the 1982 model except that the seat has a new latching mechanism that also allows the seat to be locked, and the wheels were painted white instead of the “cloud silver” that had been the norm since 1969. The tank decals were also new. In 1991 the first AB23 Dax was finally updated. This time a black painted engine, black muffler, painted fenders, white rims, and again new decals. It appeared in the colors Italian red, Shasta White and black. The red version was similar in appearance to the US market CT70 of the same era. The main difference being the low -mounted fender and original-style folding handlebars on the Dax. The two models which had evolved into distinctly different bikes, had finally come full circle at the end of their production runs. In august 1991, at the age of 85, Soichiro Honda died in Tokyo.
There is some debate as to whether 1994 or 1996 was the last year for CT70 production. (There is also disagreement over whether `90 or `91 was the year that they were reintroduced, however, we have a 1990 model in the shop as this is written) In 1996 the third and last generation of the AB23 was launched with some retro style improvements. It was once again equipped with chrome fenders, silver engine and rims, a black muffler & chrome heat shield. The colors are classic candy ruby red and candy sapphire blue.. This model was produced until 1999 for the European market. During this time, the Japanese market had it's own version, the AB26 Dax.
The new millennium
Despite its popularity, Honda ceased production of the Dax in 1999. Around this time Honda's patents on the Dax design expired and Honda sold the production rights to Jincheng, a Chinese motor manufacturer. Jincheng already bought the designs of the Honda Monkey and Honda CF Chaly, and launched their first replica at the end of the 90's under the names Panda, Funrider, Singa, Quickfoot and others. Honda had one demand when selling the Monkey designs. Honda retained the rights to use the Monkey moniker and to produce a new series in small numbers of 3 models (including gorilla) every year. This Monkey was so popular with collectors, especially in Japan, that Honda didn't stop the production completely. Another reason could be the huge inventory of parts for these bikes, which were still in stock. This way they could slowly reduce these amounts.
2 years later, Jincheng rolled out a reproduction of the Dax/CT70 model nearly identical to the original, which was marketed under a number of different names in different countries. This model has almost all the specifications as the most recent Dax. After the launch of both Monkey and Dax clones, the distributors and end users started to complain about the poor quality of the first series. The frames were welded badly and finishing seemed to be an afterthought. The paint was applied in a single thick layer, without primer and frequently bubbled and blistered since the frames had been stored outdoors for weeks prior to painting. Other problem areas were bad chrome plating and faulty electrical system components. Later production was improved, and slight changes implemented, such as the seat, which was replaced with the nicer old style unit.. There is also a model with a front disc brake, called the DX90, a model Honda never produced.
The discussion if it’s right or wrong to ride Honda clone/knockoff will likely never be resolved. A lot of Honda lovers will probably never accept the Chinese repops, while a majority of youngsters looking for a trendy bike, but not a scooter, will not be too concerned where their new CT70/Dax was manufactured. Some people are buying the newer Chinese bikes as project bikes without dents and rust, using them as the basis for their own custom machines, discarding the shocks, decals, and even engines in some cases and replacing these components with Honda and JDM aftermarket items. We’ve seen a few add old style CT70 engine guards, giving the bike the look of the older, classic, models. One issue looming large in the future is that the Chinese replicas can be difficult to register for road use. There are huge variations in registration requirements from one country to another and even from state-to-state in the U.S. 17-digit VINs have been a U.S. federal requirement since the early 1980s and new EPA regulations may come into play. None of the Chinese knockoff bikes can be registered in Japan, ostensibly due to quality concerns. The positive side to this is that most parts are interchangeable between the Hondas and the reproductions, thus parts are certain be produced and be available for many years to come. Almost unbelievably, Honda still offers replacement parts for their CT/ST and Z50 models after all these years. Honda, in addition to producing top quality, does the best job in the industry of supporting their old models for years, even decades. There are also new generation Honda parts available, such as engines, which are of a superb quality standard, albeit at a higher price than similar items from China, large displacement engines in particular. For some that won’t matter, but you do get what you pay for and it is reassuring to have the option of top-quality pieces.
Another important factor that keeps the CT70, Dax and Monkey alive is the large number of collectors and owners who like to customize and tune their bikes. In Japan this hobby is enormous and the Japanese have shown boundless imagination in finding new ways of customizing these bikes. This has resulted in a proliferation of tuning/performance parts manufacturers in Japan, like Kitaco, Takegawa, Daytona, Dragon Racing Parts along with a number of newer, smaller companies. There is a large number of specialty parts available from these companies such as exhausts, tuned engines, carburetors, body parts, custom wheels, brakes, backstep kits, engine tuning parts, transmissions, plus appearance items. Because of the weak dollar, shipping costs, limited production and in some cases distribution (i.e. limiting the number of dealers) these items are not cheap or widely available for everyone, especially in the U.S. This can make the hobby an expensive proposition, however, it isn't in all instances.
In 2001 Honda introduced another new mini under the name of "APE". This bike is built for the Japanese domestic market, and some claim it is because Honda got stuck with a large stock of CY50 and CB50 engines .One question remains, will the original Honda Mini disappear forever after this one? Somehow, we doubt it…
And breeth...............
Now take a deep breath and...........................................................
Genesis of the CT70 and ST70
In 1968 Honda also started work on a prototype of a bigger version of the Monkey that could carry two people. The engine was upgraded a 70cc version to meet the demand for more power. The first prototype is very similar to the official first series produced in 1969. Differences between those two were a smaller headlight, like those used on the US "Z50A Minitrail" versions, with a small round speedometer. The seat, designed for an extra passenger, was slightly longer. It had an upswept exhaust but the openings in the heat shield were of a horizontal striped pattern. The front fender was high-mounted to the front fork as was done with the CT70 models. The side emblems were missing and the main decals between the front fork and the seat were the aluminum pressed "Honda" sign, screwed onto the frame. The carburetor was larger and the inlet manifold had a straight 90-degree angle. The prototype, unlike production models, had no turn signals. Like the Monkey Z50Z, Honda launched its first model in 1969 with a detachable front fork named the "Dax" ST70Z General Export. The name Dax is a reference to dachshunds, the silhouette of which bears a resemblance to the frame shape of the ST70.
The ST70Z model came with a 70cc semi-automatic 3-speed engine. It came in two versions, Type one, a road-oriented bike and Type Two, which was more of a dual-purpose machine, like the CT70 model sold in the US. Type one had a low-mounted exhaust and metal frame decals like the prototype. It was also fitted with bigger "ducktail" fenders painted in silver. It was issued in three colors: candy ruby red, candy sapphire blue and candy Gold.
The second type had smaller, CT70-style, chrome fenders and an upswept exhaust. The decals were the familiar black/white stripe “Honda” version. The type two was available in: candy ruby red, candy sapphire blue and candy special yellow. Both models had larger headlights with triangular-shaped speedometer and small chrome turn signals.
For the US market, Honda introduced a second model, based on the ST70 called the CT70. This model was intended more for off road use. It had no detachable front fork and no turn signals. The front fender was mounted directly onto the front fork, higher than the Japanese version, which had a chrome mounting bracket. The CT70 was also equipped with an engine guard and spark plug guard to protect the engine while riding in rough terrain. Honda launched the CT70 K0 in 1969with a 3 speed semiautomatic gearbox. The CT70H model with a 4 speed manual gearbox was introduced in 1970. The first series came in 6 colors. The CT70K0: Candy Ruby Red, Candy Sapphire Blue and Candy Gold; the CT70HK0: Candy Topaz Orange, Candy Emerald Green and Candy Blue Green.
Honda also produced the Dax for the European market. This took longer because of differing laws and regulations for road vehicles in different countries. The First European Daxes were sold in 1970 and carried the K1 designation. In Europe, the Dax sold in two versions. Besides the ST70, there was also a model called the ST50 with a 50cc engine. This was because in many European countries the ST50 is considered a moped and the ST70 a motorcycle. One must be 18 years of age and licensed to legally ride a motorcycle in most EU countries. There are a number of small differences between the Daxes depending upon the market for which they were intended. Tail lights, turn signals, headlights, mirrors etc. are mostly the same, but the biggest differences involve the German types ST50 and ST70. The German type was equipped with the type one "ducktail" fenders but in combination with an upswept muffler, larger headlight and a square shaped speedometer. The turn signals on the ST70 version were placed further away from the body and it was equipped with a chrome luggage rack. The taillight was round and colored half orange/ half red. The special 50cc version was marked as ST50G (Germany)
In addition to the normal production models of the ST70, Honda also produced a special edition called the White Dax. Also known as Lady Dax. It was painted in ceramic white and had white/black/green decals and a special seat with green top with printed flower pattern. Today, these are a rare find.
In 1972 Honda stopped selling the Type 1 and only sold Daxes with an upswept muffler and chrome fenders except for Germany where they kept the "ducktail” fenders. That same year the K2 model was introduced. Due to new regulations, this version was limited to a speed of 45km/h (28mph) it had a governed flywheel, smaller carburetor, smaller intake and milder cam.
A footnote in 1972 was the ST90, the big brother of the CT70 and ST70, which was also called "Mighty Dax" The ST90 was equipped with a 90cc engine similar to that found in the CT90 model. It was a larger, heavier engine with a beefier transmission and clutch. The frame was similar in design and construction to the CT70 and ST70 models but was larger. It had 14" wheels and was only sold in the US. Sadly, it didn't last long and after 3 years Honda produced the last ST90.
In 1978 Honda brought out the K3 model. The biggest differences from the previous versions are the colors and restyled decals. It came in 4 versions: candy ruby red with white/blue/black "flame" striped decals, candy Riviera blue with yellow/white/black "flame" striped decals, mighty green with yellow/black/white" flame striped decals or shiny orange with yellow/black/white "flame" striped decals. In this year Honda stopped selling the ST70 in Germany. In the United Kingdom they continued selling the ST70 and Honda also produced a candy smoke brown version with yellow/black/white "flame" striped decals. The last ST50/70s for Europe were produced circa 1979/1980, followed up by the CY50 "Naughty Dax" or "R&P", another short-production-run bike with a vertical cylinder engine, plastic fenders, and wider tires.
US market CT70 models had their own evolution. The KI and HK1 models were produced in 1972 and came in candy ruby red and candy yellow special. This was a unique and, to many, the most desirable model combining the best of the old classic aesthetics, available 4-speed manual and no turn signals. It was the first year for hydraulic front forks and the only year they were “gatorless”, using metal covers in place of the accordion-like rubber fork “gators”. In contrast, the ST70 Dax models would not get the hydraulic forks until the “AB” model Dax was introduced many years later. The round speedometer/separate headlight, seat trim strip and redesigned muffler heat shield were also introduced on this model.. Unfortunately, it was also the last year for the 4-speed manual “H” model. The K1/HK1 CT70 also had the largest taillight Honda ever used on these bikes. Today, the HK1 is the rarest of the CT70 models produced in the 1970s.
In 1973 the K2 model was introduced. Fork gators replaced the painted metal lower fork covers of the K1s and the upper fork covers/headlight mounts were chrome. The K2 could be had in either candy Riviera blue or candy topaz orange. The 1974 K3 model was the same as the K2, except that turn signals were added for the first time. In 1975, the K4 was produced. The decals were unique to this model and beginning with this model, candy colors were no longer offered. The only color available was “mighty green”. The spark plug guard was now painted black, instead of chrome plated. Rapid inflation during the 1970s was forcing Honda to cut costs and the paint and plug guard were the first casualties of a long-term cost-cutting program.
In 1976, the “K” model designation was dropped. Due to U.S. federal regulations, manufacturers were required to declare model year designations. The 1977 models saw a return to body color upper fork covers/headlight mounts. Shiny orange was the only color offered. The 1978 model was the only model CT70 ever painted black and this was the last year for the engine/spark plug guards, chrome plated muffler heat shield and folding handlebars. 1979 saw the introduction of BMX-style handlebars and was the last year for the second type hydraulic forks, upper fork covers and seat trim strip. Muffler heat shields were painted black and the rear shock covers were gone from 1979 on, as the last of the chrome disappeared due to cost. The only color available was bright yellow
1980’s & 90`s Reinvention
From the introduction through the mid `70s, the little bikes kept getting better and better, with numerous small running changes.
Although the production for the European ST70 and ST50 ended in 1980, a Japanese version of the Dax, called the ST70M, was sold in 1979. This Dax had a very distinct appearance with its megaphone muffler, 4-speed trans, 3 spoke rims, lowered front fender and a chopper-style seat with luggage rack.
For the U.S. market, Honda kept producing CT70. By 1980 it bore relatively little resemblance to the earlier model CT70s or the ST70, although parts such as the frame and engine were always the same. To better suit off-road riding, as well as further reduce costs, the fenders were made of plastic beginning with the 1980 model and mounted much higher on the fork. This was also the first year for another new fork design with sweeper-style seals and internal springs. Along with the new fork, a new, more softly padded seat and better rear shocks were introduced. The 1980-82 models had the nicest ride quality (as well as the longest suspension travel) of the CT70s produced up to that time. The ignition lock was moved from the LH side of the frame to the triple tree and the speedometer had a redesigned face. The future series of the CT70 type were based on this model and produced by Honda until US model production ceased at the end of 1982. Tahitian red would be the only color offered on CT70s.
Honda re-launched the Dax in 1986 with a few but significant technical improvements and designated it the AB23 instead of ST70. Now it had a 12V engine with camshaft ball bearings, a hydraulic front fork and a chrome rear fender, with a plastic mud flap The upswept muffler was painted black and the heat shield had round holes the same as the CT70. The turn signals were replaced by bigger, square, plastic units on flexible stalks, replacing the better-looking-but-damage-prone chrome ones found on the earlier bikes. This model was issued in 3 colors: candy ruby red. Candy sapphire blue and silver. The 70cc version was only sold in France.
Introduced in 1987 were the Honda Monkey ZB and Monkey R/RT, a new type of bike with an all-new aluminum frame and monoshock rear suspension. These were based on bigger motorcycles of the day for reasons of both aesthetics and performance. They were equipped with 8-inch wheels, but the bike appears bigger than the Z50J Monkey. The Honda Monkey ZB and R models came in black/red and white/red, the RT version in metallic blue.
The U.S. model CT70 was reintroduced in 1991. It is virtually the same as the 1982 model except that the seat has a new latching mechanism that also allows the seat to be locked, and the wheels were painted white instead of the “cloud silver” that had been the norm since 1969. The tank decals were also new. In 1991 the first AB23 Dax was finally updated. This time a black painted engine, black muffler, painted fenders, white rims, and again new decals. It appeared in the colors Italian red, Shasta White and black. The red version was similar in appearance to the US market CT70 of the same era. The main difference being the low -mounted fender and original-style folding handlebars on the Dax. The two models which had evolved into distinctly different bikes, had finally come full circle at the end of their production runs. In august 1991, at the age of 85, Soichiro Honda died in Tokyo.
There is some debate as to whether 1994 or 1996 was the last year for CT70 production. (There is also disagreement over whether `90 or `91 was the year that they were reintroduced, however, we have a 1990 model in the shop as this is written) In 1996 the third and last generation of the AB23 was launched with some retro style improvements. It was once again equipped with chrome fenders, silver engine and rims, a black muffler & chrome heat shield. The colors are classic candy ruby red and candy sapphire blue.. This model was produced until 1999 for the European market. During this time, the Japanese market had it's own version, the AB26 Dax.
The new millennium
Despite its popularity, Honda ceased production of the Dax in 1999. Around this time Honda's patents on the Dax design expired and Honda sold the production rights to Jincheng, a Chinese motor manufacturer. Jincheng already bought the designs of the Honda Monkey and Honda CF Chaly, and launched their first replica at the end of the 90's under the names Panda, Funrider, Singa, Quickfoot and others. Honda had one demand when selling the Monkey designs. Honda retained the rights to use the Monkey moniker and to produce a new series in small numbers of 3 models (including gorilla) every year. This Monkey was so popular with collectors, especially in Japan, that Honda didn't stop the production completely. Another reason could be the huge inventory of parts for these bikes, which were still in stock. This way they could slowly reduce these amounts.
2 years later, Jincheng rolled out a reproduction of the Dax/CT70 model nearly identical to the original, which was marketed under a number of different names in different countries. This model has almost all the specifications as the most recent Dax. After the launch of both Monkey and Dax clones, the distributors and end users started to complain about the poor quality of the first series. The frames were welded badly and finishing seemed to be an afterthought. The paint was applied in a single thick layer, without primer and frequently bubbled and blistered since the frames had been stored outdoors for weeks prior to painting. Other problem areas were bad chrome plating and faulty electrical system components. Later production was improved, and slight changes implemented, such as the seat, which was replaced with the nicer old style unit.. There is also a model with a front disc brake, called the DX90, a model Honda never produced.
The discussion if it’s right or wrong to ride Honda clone/knockoff will likely never be resolved. A lot of Honda lovers will probably never accept the Chinese repops, while a majority of youngsters looking for a trendy bike, but not a scooter, will not be too concerned where their new CT70/Dax was manufactured. Some people are buying the newer Chinese bikes as project bikes without dents and rust, using them as the basis for their own custom machines, discarding the shocks, decals, and even engines in some cases and replacing these components with Honda and JDM aftermarket items. We’ve seen a few add old style CT70 engine guards, giving the bike the look of the older, classic, models. One issue looming large in the future is that the Chinese replicas can be difficult to register for road use. There are huge variations in registration requirements from one country to another and even from state-to-state in the U.S. 17-digit VINs have been a U.S. federal requirement since the early 1980s and new EPA regulations may come into play. None of the Chinese knockoff bikes can be registered in Japan, ostensibly due to quality concerns. The positive side to this is that most parts are interchangeable between the Hondas and the reproductions, thus parts are certain be produced and be available for many years to come. Almost unbelievably, Honda still offers replacement parts for their CT/ST and Z50 models after all these years. Honda, in addition to producing top quality, does the best job in the industry of supporting their old models for years, even decades. There are also new generation Honda parts available, such as engines, which are of a superb quality standard, albeit at a higher price than similar items from China, large displacement engines in particular. For some that won’t matter, but you do get what you pay for and it is reassuring to have the option of top-quality pieces.
Another important factor that keeps the CT70, Dax and Monkey alive is the large number of collectors and owners who like to customize and tune their bikes. In Japan this hobby is enormous and the Japanese have shown boundless imagination in finding new ways of customizing these bikes. This has resulted in a proliferation of tuning/performance parts manufacturers in Japan, like Kitaco, Takegawa, Daytona, Dragon Racing Parts along with a number of newer, smaller companies. There is a large number of specialty parts available from these companies such as exhausts, tuned engines, carburetors, body parts, custom wheels, brakes, backstep kits, engine tuning parts, transmissions, plus appearance items. Because of the weak dollar, shipping costs, limited production and in some cases distribution (i.e. limiting the number of dealers) these items are not cheap or widely available for everyone, especially in the U.S. This can make the hobby an expensive proposition, however, it isn't in all instances.
In 2001 Honda introduced another new mini under the name of "APE". This bike is built for the Japanese domestic market, and some claim it is because Honda got stuck with a large stock of CY50 and CB50 engines .One question remains, will the original Honda Mini disappear forever after this one? Somehow, we doubt it…
And breeth...............
