So here it is: a 1982 C70 Passport. Freshened up. Ready to roll for the 2026 riding season.
I know, I know. I should be finishing the C65. Or the Wave 100r. But this one’s different, let me explain.
This bike is not a project. One thing I’ve told myself time and time again. And some of you may know, my projects take time, and time is something I’ve little of at the moment. More so, this 82 was a goal.
See, I’m a collector of these small underbone bikes by nature. Maybe borderline hoarder. If it has two wheels and a small bore engine, I’ll find an excuse to buy it and keep it. But they often sit till I eventually decide what to do with it.
But this 1982? This one is different, this one deserves to be back on the road. So I thought, by purchasing it from the original owner back in August 2023, all I’d need to do is to put minimal work into it. To which I did…..BUT
Off loaded from transport
Another angle
Bike hasn’t been ran for many years, with lots of accumulated dirt
Close up of fuel staining on legshield
Sagging chain, and missing lower chain guard
Life happened. My second child was born early 2024, and things just spiraled into dad mode, feedings, diaper changes, nap times, play times etc etc.
And for nearly three years, it sat in my storage locker – silent, still, and collecting dust.
That is, until this year.
Something about the recent 2026 Pacific North West winter broke that thought cycle. Mild temps; 10 to 13 degrees Celsius in February, blue bird sunny days, and barely any snow on the local mountains. I started thinking about motorcycle insurance. About riding. About the bikes I actually could get back on the road. I have my Streetcub, and my C200 but then, my eyes landed on the ’82 tucked into the mix.
“This really doesn’t need THAT much work. Does it?”
So I told myself: one hour a day.
Since daycare pick up for kid 2 usually ends up with him napping in the cargo bike, why not use that time I’m sitting (either doom scrolling or doing nothing) and work on the 82, bit by bit, one hour or so a day. All of this starting late February to March. No more excuses, no more procrastination
First, I washed it.
Then I pulled the original fuel tank and let it soak in solvent—stale fuel, corrosion, years of neglect.
Used seafoam at full strength to soak the gelled fuel from the bottom of the tankUsed a file long enough to reach the bottom of the tank and scraped away some of the varnishUsed a file long enough to reach the bottom of the tank and scraped away some of the varnishAfter the tank soak, proceeded with corrosion removal
That alone took a few days. But while the tank worked in the background, I kept moving.
New brake lever.
Chrome mirrors to replace the broken plastic ones.
Fresh fuel lines.
Cleaned the aftermarket carb (the one I’d swapped in back in ’23, close to the original Keihin but running lean).
New battery.
Then came the moment.
First start-up.
The offshore carb sputtered lean—so I upjetted it. And when that was done? Oh, man. That little engine hummed like a sewing machine. Smooth. Patient. Alive.
I added accessories from my stash.
South East Asian Legshield Basket
Installed an external front dampener.
Got insurance.
And then I rode it!
It had been years since I’d been on a bone-stock C70—no engine upgrades, no hot-rod mods. Just Honda’s original recipe.
And riding this ’82 through the city?
Refreshing doesn’t cover it.
Every light works. Every switch. Even the electric starter.
This bike is 44 years old—and it shows its age in places if you look close. But I’ve done the work.
The kind of work that, in the right hands, could let this Passport run another 44 years.
So here’s the part that might surprise you:
I may put it up for sale soon!
Turn key. No problems. No “project for later.”
Just a 1982 C70 Passport that’s finally ready to roll—for someone who isn’t me.
And honestly? It maybe bitter sweet to let it go, but this will be a perfect bike for someone else.
When the first batch of Honda Cubs rolled off the assembly line in the late 1950s, few could have predicted the monumental impact it would have on transportation and society as a whole. This unassuming little bike, with its distinctive design and user-friendly mechanics, quickly became a symbol of mobility for millions around the world. As cities expanded and populations grew, the diminutive Honda Cub emerged not just as a mode of transportation, but as a catalyst for change, reshaping how people moved, worked, and connected with one another.
1958 Honda Super Cub C100 in a museum in Japan. Image courtesy of wikimedia commons
With over 100 million units sold, the Honda Cub is more than just a motorcycle; it represents a revolution in accessibility and freedom. Its influence can be seen everywhere, making it an indispensable part of daily life for countless individuals.
A Cultural Impact
The Honda Cub transcended its role as a mere mode of transportation to that of a cultural icon, influencing lifestyles and shaping identities across the globe. Its distinctive design and practicality resonated with diverse communities, making it a beloved fixture in everyday life. The Cub’s popularity gave rise to a unique subculture of enthusiasts, riders, and custom bike builders who celebrated its simplicity and versatility.
In many countries, the Honda Cub became synonymous with freedom and adventure. It’s not just a mini moto; it quickly became a symbol of youth and exploration. From the bustling streets of Tokyo to the vibrant markets of Southeast Asia, the sight of a Honda Cub zipping by evoked a sense of vitality and possibility. The bike was often featured in films, music videos, and advertisements, further cementing its status as a cultural phenomenon.
The bike also played a significant role in promoting social change. In many regions, it empowered women by providing them with a means of independent transportation. As more women embraced riding, the Honda Cub became a symbol of empowerment and liberation, challenging traditional gender roles and fostering a new sense of identity.
Moreover, the Cub’s presence in popular culture can be seen in art, fashion, and design. It inspired countless artists and designers who incorporated its imagery into their work, celebrating its iconic status. From graphic t-shirts to contemporary art installations, the Honda Cub became a canvas for creative expression, reflecting its enduring influence on modern culture.
The sense of community among Honda Cub riders is another facet of its cultural impact. Clubs and online forums dedicated to the Cub fostered connections among enthusiasts, allowing them to share experiences, modifications, and stories. This camaraderie helped create a global network of Honda Cub fans, united by their shared appreciation for this remarkable machine.
The (minor) evolution
While still being built to this day, the Honda Cub has undergone a minor, yet inevitable evolution, spawning a variety of models that cater to different markets and rider preferences. Since it’s initial launch as the C100 in 1958, the Honda Cub set the standard for simplicity and efficiency. Over the decades, numerous variants emerged, each offering unique features and specifications tailored to regional needs. Such as, the C50 and C70, models that were introduced to accommodate different engine sizes, while the C90 gained popularity in countries requiring greater power for hilly terrains. In markets like Europe and North America, the Cub’s charm continued to resonate through models like the Honda Super Cub, which not only retained the original’s essence but also embraced contemporary advancements such as fuel injection and improved suspension. Where as Southeast Asia, the Honda Wave (Honda Supra in Indonesia, or the Honda Innova in parts of Europe), a derivative of the original Cub, it quickly became a favoured choice, combining the classic Cub design with added modernity and performance. Today, the Honda Cub remains a versatile platform, with variants like the Hunter Cub and electric models catering to the evolving preferences of riders worldwide, showcasing its adaptability and enduring legacy in the motorcycle industry.
A new Wave
Debuting in 1995, the Honda Wave (NF series) was a bike, which includes models like the ANF 100, 110 and 125, has become a symbol of practicality and reliability in various markets, particularly in Southeast Asia.
The most striking difference between the Supercub, and the NF/Wave was the incorporation of body work, and on board storage known through Honda as the U-Box. Storage which is identical to that of many twist and go scooters. Pop the seat and you have enough capacity to hold a full face helmet, or a 12 pack of canned beverages if you see fit.
Disc brakes were eventually added to certain models, particularly the 110cc and 125cc. Those two models had also evolved to have PGM-FI technology, as carburation was limited to the 100 models.
The 3 differing engines, although similar in displacement, had varying degrees of differences. While initially the 100 and 110 shared the same block, and ability to be swapped over to a Honda cub easily, the 125 being larger, differed as it was mounted via 3 engine bolts. The 100 and 110 mounted via 2, same as the Cub’s and other Honda mini moto’s in the line up.
It was in 2009 where Honda then evolved the 110 to become fuel injected, and shared an engine block with the 125.
Wave 125i with the PGM-FI decal. Image courtesy of Moving Our World
An Array of Adaptations
With the debut, and eventual success, of the Honda Wave came a variety of adaptations that ventured laterally along the Honda line up in Asia.
Honda SEA (South East Asia) eventually spawned variants, all with horizontally mounted, air-cooled engines with outputs of 110 or 125cc respectively. These bikes all shared a common DNA with the original wave, but have minor varying degree’s of differences that have them stand out from one another. The offerings that have adapted are;
Ok, let me preface this by stating that I was lazy, unmotivated and got sidetracked with life, a new baby boy, and everything that surrounded that. But now, I’m hoping to get rolling on this again and aiming to finish it ASAP.
The idea.
As of writing this, in 2024 Honda Canada has yet to allow the sale of the C125 Supercub, a bike which I am fully ready to buy, I have always wondered what it would be like to build a retro cub and outfit it with a big motor, front disc brake, fresh repaint, document the overall cost and compare the two side by side. Something along the lines like this.
C70 restomod from the UK, outfitted with a 17 x 3.5 rear wheel and 17 x 3.25 front wheel. Powered by a YX160 manual shift motor.
Now, at the start of 2023, Honda Canada has released the CT125. A very close product to the C125 (albeit with a stark visual difference) and the price of an eye watering $6500.00 all in, with taxes and fees out the door.
As seen in this Facebook Marketplace listing.
Priced at $4971 before applicable sales taxes, the CT125 is a far fetched dream from some people.
Due to this, I want to rebuild a retro cub with modern components, that will perform as good, if not better than the modern day CT125.
As mentioned, I will try to document every single cost associated with this restomod and hope to have it cheaper and perform better than the CT125.
The challenger.
This 1968 Honda C65. I chose this bike out of all the others in my collection, as it’s the only one I have that is of a two piece frame design. Where the fuel tank and the frame actually separate into two pieces. I’ve always like the styling of the two piece frames, and when they’re properly restored, look fantastic.
This modded C70 with disc brakes from malaysia.
2 pce street cub from Malaysia. Wide wheels, disc brakes, and ANF125 swingarm.
For those that don’t know, the C65 is the predecessor to the modern C70’s. The only difference was the engine, everything else is practically the same. As it was a bike that was built and sold from 1965 up till 1969, which was then replaced with the C70.
The 65cc displacement engine was a 3 speed, overhead cam, alloy head, iron cylinder engine. It produced a whopper 4.5~HP.
The wheels, brakes and suspension are all the same as you’d see on C70’s in and around the world. 17 x 1.4/1×6″ wheels, 100mm braked drums, 300mm rear shocks/suspension, and leading link front shocks/suspension
Honda C70 Super Cub vs. Honda C125 Super Cub: A Classic Meets Modern Evolution
The Honda Super Cub has been a staple of world wide two-wheeled transportation since its inception in the late 1950s. The most iconic and longest running version, the C70, had laid the groundwork for what would become one of the best-selling motorcycles (let alone vehicles) of all time. (As of writing this, over 100 million units have been sold)
Fast forward to today, and we have the Honda C125 Super Cub, a modern interpretation of this classic. This post will explore the differences between these two models, focusing on engine displacement, fueling, suspension, handling, chassis improvements, and cost.
Engine and Displacement
C70 Super Cub
The Honda C70 was powered by a 72cc, single-cylinder, four-stroke engine. This small displacement was sufficient for urban` `commuting and short-distance travel while providing a balance of performance and fuel efficiency. It’s anemic by today’s standards. Putting down a paltry 6hp, but it’s a Honda and it’s reliable.
Most, but not all C70’s are offered in electric start, but all do offer a kickstart for a backup in getting the motor going. The engine on the C70 is one that has been shared with a variety of mini bikes within the Honda range in the 60’s, 70’s and 80’s.
CT90
CT90
CT70
Z50 w/rear suspsnsion
Z50 Hard Tail
The Z50, CT70, ST90, CT90, and CT110, bikes shared the basic engine design as the Cub, all with varying bore and stroke differences. This short list, doesn’t include the mini quads as well. This is a short list of the past generations of bikes that all shared the same engine and design of the C70 engine.
C125 Super Cub
In a stark contrast, the Honda C125 features a larger 124cc, 9-ish HP single-cylinder, four-stroke engine, which feel enormous in comparison to it’s older sibling. The increase in displacement provides improved acceleration and better performance, all while still maintain it’s epic efficiency, especially when carrying a passenger or cargo. This makes the C125 more versatile for modern-day commuting, where higher speeds and greater power may be necessary. all C125 engines are offered in electric start, but none are offered with a backup kick starter. Thus, having a dead battery does mean a bit more fiddling to get the engine going.
The new supercub does share the engine with other bikes within the mini motor line up, but it’s a stark difference in numbers compared to it’s predecessor.
The MSX125 Grom, Monkey 125, Trail 125, the new Dax125 (currently Europe and Asia only) The ANF 125, and the CRF110 also share basic engine design to the new C125, but the numbers are far less in comparison to the older Cub.
MSX125 Grom
Monkey 125
Dax 125
CT125 Trail
CRF110
ANF125 Wave
Engine Fueling
C70 Super Cub
The C70 utilized a simple carburetor system for fuel delivery, which was reliable and easy to maintain. Carburetors are less complex than modern fuel injection systems but can require more frequent tuning and maintenance to ensure optimal performance. Especially where elevation changes and winterization comes into play.
Modification of fueling is arguably simpler, as you can find the carburetor jets of varying sizes OR replace the carb for a larger one entirely.
Inside the bowl of a carb, where you can see the brass carb jets that alter the amount of fuel given during engine operation. Carburetor tuning is an art all to itself.
C125 Super Cub
The C125, on the other hand, is equipped with a fuel injection system, which provides more precise fuelling and improved fuel economy. This modern technology not only enhances performance but also reduces emissions, making the C125 a more environmentally friendly option.
Modification of fuel injection requires a little more work, as you’d need to alter the ECU to change the parameters and/or programming to provide a leaner or richer condition (more or less fuel based on demand)
The fuel “mapping” and table of a fuel injected bike.
Suspension and Brakes
C70 Super Cub
The suspension on the C70 consisted of leading link front and dual shock absorbers at the rear. While effective for its time, the suspension was basic and offered limited adjustability. Braking power was provided by front and rear 100mm drums actuated by cables. They did a sufficient job at slowing down the bike and rider, but often results in longer braking distances compared to modern disc brakes. If you’ve ever ridden a C70 and used the brakes, you’re very aware of the Honda Cub hop, as the front end rises due to the suspension design.
C125 Super Cub
The C125 features an upgraded suspension system with telescopic forks in the front and twin shock absorbers in the rear. The new setup is designed to offer better handling, improved comfort, and enhanced stability, particularly when navigating urban environments with uneven pavement. The C125 is also equipped with a front hydraulic disc brake system with a single channel ABS. Offering better stopping feel and modulation when it comes to slowing down or regulating speeds.
Handling
C70 Super Cub
The compact size and lightweight nature of the C70 made it nimble and easy to handle, perfect for city riding. However, its leading link front suspension with it’s often worn out suspension bushings, and it’s pressed steel frame can sometimes hamper performance especially at higher speeds. Often, with worn out front leading link suspension bushings, there is often side to side play on the wheel. Often mistaken for worn wheel bearings, it’s usually the cause of the suspension bushings.
C125 Super Cub
The C125 maintains the lightweight design but benefits from improved handling characteristics thanks to its steel framed backbone and upgraded suspension. The new model offers a more stable ride, particularly at higher speeds and on varied road surfaces, making it a better choice for diverse riding conditions.
Chassis Differences and Improvements
C70 Super Cub
The C70’s chassis was simple, a pressed steel frame, a stamped steel swing arm, the bike was strong yet relatively heavy. It provided a solid foundation for the bike but lacked any modern refinements.
C70 frame, pressed molded steel, which was the essential shape of the bike. Less plastic, more metal.
C125 Super Cub
The C125 has a modernized tubular steel chassis along with an aluminum rear swingarm, which is lighter and more rigid, all this creates much improved handling and ride quality. The overall design and dimensions also incorporates a more comfortable seat and ergonomic improvements, making longer rides more enjoyable. Additionally, the C125 has a more contemporary aesthetic, blending classic styling with modern design elements.
C125 frame.
Cost Comparison (Adjusted for Inflation)
C70 Super Cub
When it was first released in the 1970s, the Honda C70 had a price tag of approximately $500. Adjusting for inflation, that equates to roughly $2,500 today.
C125 Super Cub
The Honda C125 Super Cub, released in recent years, typically retails for around $3,600. While this may seem more expensive than the adjusted price of the C70, it’s important to consider that the C125 offers modern technology, improved performance, and enhanced comfort that the C70 simply could not provide.
Whichever you decide to go with,
The Honda C70 Super Cub and the Honda C125 Super Cub represent two different eras of motorcycle design and technology. The C70 stands as a beloved classic with its simple charm and reliability, while the C125 has modern advancements in performance, handling, and efficiency.
Ultimately, choosing between the two comes down to personal preference and more so availability: If you’re like me, and opt for nostalgia and simplicity of the C70 or want the advanced features and capabilities, and arguably the reliability of the C125. You really can’t go wrong with either model.
Expectation: Pulling out your phone, turning on your computer, logging into Facebook Marketplace, or your local Craigslist then finding a moderately priced C70 with title, with a key, and not to mention running for $1500.00 locally. You don’t have to do a thing, but transfer the title and ride it home! You really do meet the nicest people on a Honda.
Reality: Pulling out your phone, turning on your computer, logging into Facebook Marketplace or your local Craigslist and finding an overpriced C70, with a lost title, no keys (but starts by twisting ignition wires) running (but only with full choke or by dousing the intake with starter fluid) for $2500.00 in the next city/town/county. Seller won’t budge on the price, I know what I got and I know what it’s worth. You buy it, you’re excited, because, “you will meet the nicest people on a Honda”
Riding the Honda Cub
Expectation: Turning the key into the on position on the ignition. pulling the choke lever/knob to engage the choke. Squeezing the brake lever and pressing the start button to the reliable Honda engine ticking over at 800rpm. Kicking the gear lever up one notch to engage first gear, then twisting the throttle and go. Brakes feel good, and you’re riding at a good pace. You see other smiling faces and give a friendly toot of the horn to let know “you’re meeting the nicest people on a Honda”
Reality: Connect the two wires that close the ignition circuit. Fiddling with the choke lever on the carb through a broken leg shield. Kicking over the engine furiously because you’ve realized the battery on your bike is beyond saving, but you’ve left it in to close the ignition circuit. The bike starts, but barely, it idles high because the carb is all gummed up. kicking up the gear lever to engage first, it jolts you. Brakes work, but the drums don’t retract, but they work. You set off down your street because you’ve been wanting to ride this bike ever since you’ve seen that Discovery channel documentary of the best bike in the world. You’re frustrated but smiling, and people smile back at you, just because “you’ll meet the nicest people on a Honda”
Fixing and maintaining the Honda Cub
Expectation: Theres absolutely nothing major that needs done! You ride the most popular vehicle in the world and it’s been maintained regularly up until your ownership! The wheels spin freely. The tires are new-ish. The brake shoes are good. The oil is fresh. The clutch basket oil slinger and screen are all cleaned from the previous owner. The spark plug is new and properly gapped. The chain and sprocket are new and properly tensioned. The battery is holding a steady charge. The gas tank is free from corrosion. The fuel lines are soft and flexible. The seat cover is mint, and the seat is soft. All the lights work, including the turn signals. The suspension is solid and the shocks are functional. Because really “you do meet the nicest people on a Honda”
Reality: You first look at your bike, and you facepalm at the amount of little things needed to bring this bike up to speed. You were told online there is a small tool kit and owners manual inside the left side frame cover. But your bike doesn’t have the cover, let alone the manual or tool kit. You break out your box wrenches and socket set, a flat head and a #2 phillips, only to realize that you’ve stripped the screw heads that look a lot like phillips head, but they’re actually JIS screw heads. Your tires are over 30 years old, and while the tubes hold air, the tires are cracked and dry rotted. The brake shoes, while they’re good-ish, the lever and cam on the drums backing plate is seized and your wheel can’t spin till you free that up. The oil hasn’t been changed in who knows how long, so you empty it, and nothing comes out. In that process, you also figure it ought to be fitting to clean out the oil slinger in the clutch basket, but you don’t have a replacement clutch cover gasket, and you tore the one that was in there during removal. The sparkplug, probably one of the easiest thing to replace, you changed that no problem. You want to inspect the chain and sprocket, maybe oil the chain, it’s old, it’s rusted. After all it’s been sitting. Battery is toast, but that’s okay, you can order a replacement. Another one of the easier things to replace. The fuel tank? Oh man, now you’re really shaking your head in disbelief. There was half a tank of old nasty fuel in the tank, leaving the upper half exposed to rust, and the lower half essentially fermenting and congealing. This also meant that the outlets for the fuel lines are blocked due to gumming, and leaving the rubber fuel lines to dry rock hard. You search online for a replacement tank, since these bikes are the most popular bikes in the world. It’s either no luck, or someone is willing to sell one to you, but wants your first born in the process. And because the gas tank, and fuel lines are all old and rotten, this probably means the carburetor has also succumbed to it’s possible demise. Easy! you can rebuild it. You do, it doesn’t work. You order new jets and gaskets. It doesn’t work. You consider an offshore carb, it half works. You don’t give up, but you’re getting more frustrated day in and day out. The seat has more duct tape than seat, and the foam cushion has dried to the point where it crumble if you breath on it. Your tail lights and turn signals work, but you ran the bike without a battery, or you ran the bike with a weak battery and realized that the headlight is a sealed unit, and a replacement costs 60+ bucks. You’ve fixed all that you can fix, and you take the beast for a spin, and find that the suspension is more in tune to a fitness trampoline than motorcycle suspension. You’re happy it’s all up and running, but you could always refresh the paint at some point. But hey, you’re still smiling because you have to remember, “you will still meet the nicest people on a Honda”
The bottom line?
Do your research, read the forums/the Facebook groups/the subreddits, and ask the pertinent questions
A C70 Supercub is and will always be a bike that stands the test of times. It may not be the fastest, it may not be the prettiest, but it’s a bike that works the way Honda intended.
But after the last week, I had a surge of inspiration and had thought that I really ought to get this website rebuilt, loaded with some images, and create some mildly entertaining content that is relevant to the world of small displacement bikes.
The goal of this website is simple, to log in all the work I’ve done, all the work I plan on doing, and educate any and all of you that are looking to buy, build, or restore an older Honda Supercub.
If I can help one or two of you in the process, then there is one or more vintage c70’s pulled from being junked, scrapped or tossed to the wayside.
I still plan on documenting my $6500.00 C65 vs C125 challenge, and intend on uploading media pertaining to motorcycle events in and around the Pacific North West.
But bear with me as I get back up to speed with the posts and media.
