Manual Cdi Honda Tiger 2015
Honda Super Cub in the in Japan Also called Cub, C100, C102, C65, CM90, CM91, C110, C50, C70, C90, Passport, EX5, Dream 100, EX5 Dream, C100EX, Super Cub 50, Super Cub 110 Production 1958-present Assembly 15 countries worldwide Horizontal 49–124 cc (3.0–7.6 cu in) 3- or 4-speed, with wet Front: (early), (late) Rear: Front: Rear: Weight 55–90 kg (121–198 lb) The Honda Super Cub is a with a ranging in from 49 to 124 cc (3.0 to 7.6 cu in). In continuous manufacture since 1958 with production surpassing 60 million in 2008, 87 million in 2014, and 100 million in 2017, the Super Cub is the most produced in history. Variants include the C100, C50, C70, C90, C100EX and C70 Passport.
Document about Manual Cdi Honda Tiger 2000 Download is available on print. 2018 honda ctx owners manual, yamaha yz250f a o 2015 service manual. Network Mental Health Aspects Of Nursing Practice,Manual Cdi Honda Tiger 2015,Chasing Amanda By Melissa Foster,Core Envy A 3 Step Guide To A Strong. The Honda Super Cub is a Honda underbone motorcycle with a four stroke single cylinder. The sequential shifting three speed gearbox was manually shifted, but clutchless. Later ones were upgraded to capacitor discharge ignition (CDI) systems. Badged 'Honda 50', 'Honda 90' etc. As the Triumph Tiger Cub preceded.
The Super Cub's US advertising campaign, You meet the nicest people on a Honda, had a lasting impact on Honda's image and on American attitudes to motorcycling, and is often used as a case study. Contents. Development The idea for a new 50-cubic-centimetre (3.1 cu in) motorcycle was conceived in 1956, when Honda Motor's and toured Germany and witnessed the popularity of and lightweight motorcycles. Soichiro Honda was primarily the engineering and production leader of the company, always with an eye towards winning on the racetrack, while his close partner Fujisawa was the man of finance and business, heading up sales and formulating strategies intended to dominate markets and utterly destroy Honda Motor's competitors. Fujisawa had been thinking about a long term expansion strategy, and unlike other Japanese companies, they did not want to simply boost production to cash in on the recent economic boom in Japan.
A small, high-performance motorcycle was central to his plans. Upwardly mobile consumers in postwar Europe typically went from a bicycle to a, then bought a, then a, and then a small car and onwards. Fujisawa saw that a motorcycle did not fit in this pattern for the average person, and he saw an opportunity to change that. Soichiro Honda was at the time tired of listening to Fujisawa talk about his new motorcycle idea; Honda came to Europe to win the race and wanted to think about little else. 1954 K50 Fujisawa and Honda visited and showrooms, as well as others, researching the kind of motorcycle Fujisawa had in mind. Fujisawa said these designs had 'no future' and would not sell well.
His concept was a two wheeler for everyman, one that would appeal to both developed and developing countries, urban and rural. The new motorcycle needed to be technologically simple to survive in places without up-to-date know-how and access to advanced tools or reliable spare parts supplies. The common consumer complaints of noise, poor reliability, especially in the electrics, and general difficulty of use would have to be addressed.
Because Honda was a large company growing larger, it needed a mass-appeal product that could be produced on an enormous scale. The design had to be sorted out before production began, because it would be too costly to fix problems in the vast numbers that were to be manufactured. The scooter type nearly fitted the bill, but was too complex for developing countries to maintain, and the small wheels did poorly on badly maintained or nonexistent roads. Another of Fujisawa's requirements was that it could be ridden with one hand while carrying a tray of noodles, saying to Honda, 'If you can design a small motorcycle, say 50 cc with a cover to hide the engine and hoses and wires inside, I can sell it. I don't know how many noodle shops there are in Japan, but I bet you that every shop will want one for deliveries.' Once interested, Soichiro Honda began developing the Super Cub on his return to Japan. The following year Honda displayed a mockup to Fujisawa that finally matched what he had in mind, Fujisawa declaring the annual sales would be 30,000 per month, half again as many as the entire monthly two-wheeler market in Japan.
His goal was to export motorcycles on a scale yet unseen in the economic disorder of postwar Japan, when most companies' halting trade efforts were handled through foreign trading companies. Honda would have to establish its own overseas subsidiary to provide the necessary service and spare parts distribution in a large country like the United States. To this end was founded in 1959. In 1961 a sales network was established in Germany, then in Belgium and the UK in 1962, and then France in 1964. The had been the first scooter to use, or fiberglass reinforced plastic (FRP), bodywork, and even though production of the Juno had stopped in 1954 as a result of Honda Motor's financial and labor problems at the time, Fujisawa continued to encourage research in polyester resin casting techniques, and these efforts bore fruit for the Super Cub.
The new motorcycle's would be, the most widely used, which reduced weight over FRP, but Honda's supplier had never made such a large before, so the die had to be provided by Honda. The Super Cub was the first motorcycle ever to use a plastic fairing.
Motorcycling historian Clement Salvadori wrote that the plastic front fender and leg shields were, 'perhaps the Cub's greatest contribution; plastic did the job just as well as metal at considerably lower cost.' The technology developed in the Isle of Man TT racing program was equally vital to the new lightweight motorcycle, making possible 3.4 kilowatts (4.5 hp) from a 50 cc four-stroke Honda, where the first engine the company built a decade earlier, a 'fairly exact copy' of the 50 cc war-surplus engine Honda had been selling as motorized bicycle auxiliary engine, had only a 0.37–0.75 kilowatts (0.5–1 hp) output. Honda's first four stroke, the 1951, had just a little more power than the Super Cub, 3.7 kilowatts (5 bhp), with nearly triple the displacement, 146 cc (8.9 cu in).
To make the new motorcycle, Honda built a new ¥10 billion factory in to manufacture 30,000, and with two shifts, 50,000, Super Cubs per month. The factory was modeled on the production line in, Germany. Until then, Honda's top models had sold only 2,000 to 3,000 per month, and observers thought the cost of the new plant too risky an expenditure. Of went to Japan to see the motorcycle industry in September 1960, and said that investments the size of the Suzuka plant were 'extremely dangerous' because the US motorcycle market was already. When completed in 1960, the Suzuka Factory was the largest motorcycle factory in the world, and was a model for Honda's mass production facilities of the future.
The achieved at Suzuka cut 18% from the cost of producing each Super Cub when Suzuka could be run at full capacity, but in the short term Honda faced excess inventory problems when the new factory went into operation before the full sales and distribution network was in place. The instruments of a 1966 CA100 and 2009 Super Cub 110 The plastic ran from below the handlebars and under the footpegs, protecting the rider's legs from wind and road debris, as well as hiding the engine from view. This design was like the full enclosure of a scooter, but unlike a scooter the engine and unit was not fixed to the rear axle.
This had several benefits. It moved the engine down and away from the seat, detaching the rear swingarm motion from the for lower. It also made more direct, and made it possible to fit larger wheels. Placing the engine in the center of the frame, rather than close to the rear wheel, greatly improved front-rear balance. The fuel tank was located under the hinged seat, which opened to reveal the fuel filler inlet. The 17 inch wheels, in comparison to the typical 10 inch wheels of a scooter, were more stable, particularly on rough roads, and psychologically made the motorcycle more familiar, having an appearance closer to a bicycle than a small-wheel scooter. The Super Cub early push-rod The pushrod (OHV) four stroke single cylinder engine had a 40-by-39-millimetre (1.6 in × 1.5 in) ×, displacing 49 cubic centimetres (3.0 cu in), and could produce 3.4 kilowatts (4.5 hp) at 9,500 rpm, for maximum speed of 69 km/h (43 mph), under favorable conditions.
The low meant the engine could consume inexpensive and commonly available low fuel, as well as minimizing the effort to the engine, making the extra weight and expense of an electric an unnecessary creature comfort. Though some of the many Super Cub variations came with both kick and electric start, the majority sold well without it. Even the latest 2011 (JDM) Super Cub 50 and Super Cub 110 versions, with modern technology and conveniences like and a, were not offered with an electric start option. The three speed gearbox was manually shifted, but, without the need for a clutch lever control, using instead a along with a plate clutch slaved to the footchange lever to engage and disengage the gearbox from the engine. While not intuitive to learn, once the rider got used to it, the semi-automatic transmission, 'took the terror out of motorcycling' for novice riders. Unlike many scooter, the centrifugal clutch made it possible to the Super Cub, a useful advantage if the need arose. The early Super Cubs used a 6 volt mounted on the, with a to help maintain power to the lights, while later ones were upgraded to (CDI) systems.
The lubrication system did not use an or, but was a primitive splash-fed system for both the and gearbox, with a non-consumable screen strainer to collect debris in the engine oil. Both the front and rear brakes were. On both the front and rear wheels were 2.25' × 17', with full-width hubs. Honda recommended daily checks of the lights, horn, tire pressure, brakes, fuel and oil level, and a weekly check of the level.
The new engine break-in maintenance was done at 320 kilometres (200 mi), requiring adjustment of the and points, and an oil change, and the rider was advised to stay under 48 kilometres per hour (30 mph) for the first 800 kilometres (500 mi). Every 1,600 kilometres (1,000 mi) the needed cleaning, and the chain adjustment checked, and every 3,200 kilometres (2,000 mi) an oil change, breaker point check, and valve adjustment was due. At 8,000 kilometres (5,000 mi), major maintenance was due, requiring the removal and cleaning of the, and. The rider closed a manual choke to aid in starting at cold temperatures. By the standards of the day, this was a simple motorcycle, with minimal maintenance demands, and it earned a reputation for high reliability. You meet the nicest people on a Honda.
'You meet the nicest people on a Honda' print advertisement, from poster or magazine page In June 1963 in US media, Honda began the 12-year-long advertising campaign 'You meet the nicest people on a Honda', created. Grey had bought the idea from a undergraduate student, who had created the concept for a class assignment. The event marked the beginning of the decline of domestic and British motorcycle brands in the US market, and the rise of Honda and the other Japanese companies. In December 1965, Edward Turner said the sale of small Japanese motorcycles was good for BSA, by attracting new riders who would graduate to larger machines, not anticipating that the Japanese would advance over the next 5 years to directly threaten British bikes with technically sophisticated models such as the, and the.
As a case study in business and marketing, the campaign is still remembered half a century later, with one strategic management textbook saying, 'Honda and the Supercub is probably the best known and most debated case in business strategy.' It was credited with having 'invented the concept of.' Specific elements of the Super Cub's design were integral to the campaign, such as the enclosed chain that kept chain lubricant from being flung on the rider's clothing, and the leg shield that similarly blocked road debris and hid the engine, and the convenience of the semi-automatic transmission. Presenting the Super Cub as a consumer not requiring mechanical aptitude and an identity change into 'a motorcyclist', or worse, 'a biker', Honda's offering, because, 'the dedication required to maintain bikes of that era limited ownership to a relatively small demographic, often regarded as young men known for their black leather jackets and snarling demeanors.'
The 50 cc CA100, a US version Rather than remaining limited to trying to convince traditional downmarket male buyers to switch to Honda from other brands with the macho approach of most motorcycle advertising at the time, Honda broke new ground. The ad campaign sought to improve the image of motorcycling in general and expand the overall size of the motorcycle market by attracting new riders. In a stroke of good fortune for Honda, and composed the 1964 song ', extolling the joys of riding the Honda 50, and even inviting the listener to visit their local Honda dealership, in language that sounded as if it could have been written, or at least paid for, by Honda's advertising copywriters, yet it was not a commercial. The song was released by in 1964, followed by the release of the original recording. In 1965 The Hondells released 'You Meet the Nicest People on a Honda', another song promoting the Super Cub, which was actually used in Honda's TV spots, as a B side to their version of '.' An example of the 'Young America' campaign The long-running campaign, including the slogan, the music, and the upbeat images of respectable, middle and upper-class people, particularly women, riding Hondas became closely associated with the Honda brand ever since.
The image Honda created was contrasted with the 'bad boy' biker and became a focal point of boosterism of US-made motorcycles. Aside from Harley-Davidson fans, the company itself had a more conflicted reaction to the successful Honda 'You meet the nicest people' campaign.
At first they were offended at the suggestion that Harley-Davidson riders were not 'nice people.' Harley-Davidson had, since its founding in 1903, scrupulously cultivated an image of staid respectability, and would not begin to tentatively embrace the 'outlaw' demographic of their customer base for at least another ten years. In 1964 they denied any association with one-percenter bikers, and so distanced themselves from the implications of Honda's campaign. But they also 'tried to have it both ways', and soon joined and in producing ads that were 'suspiciously similar' to 'You meet the nicest people.'
Whether they were being offended by or imitating Honda, at the time Harley-Davidson did not share the interpretation that Honda's advertisements, 'added to the macho Harley image.' Model history Production history. Annual Super Cub production from 1958 through 2008, the year cumulative production passed the 60 million units milestone. Timeline of production locations. 1958 Yamato Plant, Japan. 1959 Hamamatsu Factory, Japan.
1960 Suzuka Factory, Japan. 1961 Taiwan. 1963 Belgium.
1966 Bangladesh. 1967 Thailand. 1969 Malaysia.
1971 Indonesia. 1973 Philippines. 1980 Mauritius. 1981 Colombia. 1981 Nigeria. 1985 India.
1988 Mexico. 1989 Brazil. 1991 Kumamoto Factory, Japan. 1997 Vietnam. 2002 China. 2004 Laos.
2005 Cambodia. 2006 Argentina. 2007 Peru Sites no longer making Super Cubs in gray The Honda Super Cub debuted in 1958, ten years after the establishment of Honda Motor Co. The original 1952 had been a clip-on bicycle engine. Honda kept the name but added the prefix 'Super' for the all-new lightweight machine. The Super Cub sold poorly at first, owing mainly to the recession in Japan, and then three months after the 1958 launch, when customer complaints began rolling in about slipping clutches. Honda salesmen and factory workers gave up holidays to repair the affected Super Cubs, visiting each customer in person.
When it was imported to the US, the name was changed to Honda 50, and later Honda Passport C70, and C90, because the airplane trademark had precedence. Similarly, in Britain they were only badged 'Honda 50', 'Honda 90' etc. As the preceded.
The (in Japanese), included the 1958 Honda Super Cub C100 as one of their 240 Landmarks of Japanese Automotive Technology. Super Cub line The first Super Cub variation was the C102, launched in April 1960.: 39, 188 The C102 had electric start in addition to kick starting, and battery & instead of, but was otherwise the same as the C100.: 39 The enlarged 86.7 cc (5.29 cu in) OHV engine of the 1963 C200 was used on the 1965 CM90 step-through. New in 1965 was a 63 cc (3.8 cu in) engine with a chain-driven (OHC). This was used in two new models: the C65, a step-through with 4.1 kW (5.5 bhp), and the S65, with a frame like the C110/C200 and 4.6 kW (6.2 bhp) @ 10,000 rpm. 1972 C70 In 1982, for most markets, Honda fitted a new (CDI) system to replace the earlier ignition, thereby helping to meet in markets such as the US.
At the same time the electrical system was changed from 6 volt to 12 volt. In 1984, Honda released restyled versions of the Cubs on some markets, with square lamps and plastic-covered handlebars and rear mudguard. On the domestic Japanese market the square style was optional, but in some places such as the UK they replaced imports of the traditionally styled round lamp Cub. 2014 Dream 110i Super Cub In 1986, a larger 100 cc HA05E engine model was introduced especially for Asian markets. The newer 100 cc model was developed exclusively for Southeast Asian market, especially in Thailand, Malaysia and Vietnam, where underbones were very popular, with new features such as a telescopic front suspension to replace the older suspension, and a four-speed transmission to replace the older three-speed transmission used in older Cub variants. The 100 cc model was initially known as the Honda Dream in Thailand and Honda EX5 in Malaysia, before being standardised as the Honda EX5 Dream in 2003. In addition, Honda Japan began importing the made-in-Thailand Dream as the Super Cub C100EX in 1988.
The Japanese C100EX was later being facelifted in 1993, while the Southeast Asian EX5 Dream retains the 1986 design until the present day, with only minor cosmetic changes. In 2011, the carbureted EX5 Dream was phased out in Thailand and being replaced with the Honda Dream 110i, with the powertrain being derived from the fuel-injected. A 12v square headlight C90 In the late 1990s, Honda introduced their newer NF series motorcycles, known as, called the Honda Innova in some markets, which use steel tube frames, front disc brake and plastic cover sets in various displacement options: 100 cc, 110 cc and 125 cc. Though not Cubs, these bikes sold consistently well particularly in European countries, where the production of Honda Cub models had been previously discontinued.
However, the production of Honda Cubs in Asia, Africa and South America still continues today, even though the newer Honda Wave Series and other designs have been introduced alongside the Cub. In 2007, Honda began installing their system for the Honda Cubs in the Japanese market for lower smog-forming emission.
Sports Cub. The 1970, also called CD70, used the sport frame of the C110 and CD65, with the engine of the C70 The C110 Sports Cub debuted in October 1960.: 188 The C110 was more like a traditional motorcycle that the rider had to straddle, not a step-through. It had a different, with the fuel tank on top of the frame and in front of the seat, and the frame's steel tube spine ran horizontally from the head tube to the seat.
It also had a bit more power, increased from 3.4 to 3.7 kW (4.5 to 5 bhp) @ 9,500 rpm. Sub-variants of the Sports Cub were the C111, absent the seat, and C110D, also called C114, which had a low exhaust pipe. Early versions of the Sport Cub had a 3 speed gearbox but later this was changed to 4 speed. The C102 stayed in production for six model years, through 1965, and the C110 Sports Cub through 1966.
In 1963 came an enlarged OHV engine of 86.7 cc (5.29 cu in) and 4.8 kW (6.5 bhp). It was used first in the C200, which had a frame like the C110, with more upright handlebars. The S65's last year of production was 1967, and the CD65 and CL65 took its place for only one year, 1968.
These had the higher-revving 4.6 kW (6.2 bhp) 63 cc (3.8 cu in) engine of the CS65. Then the 4.6 kW (6.2 bhp) 71.8 cc (4.38 cu in) C70 replaced the C65 and CL65 in 1969.
It had the same peak horsepower, but at 9,000 rpm instead of 10,000, and more torque, 0.53 kg⋅m (5.2 N⋅m; 3.8 lbf⋅ft) at 7,000 rpm instead of 0.48 kg⋅m (4.7 N⋅m; 3.5 lbf⋅ft) at 8,000 rpm. It was introduced in the USA, Canada and Asia at launch and in the UK in 1972.
Mini bikes. Main article: An on- and off-road version of the Super Cub, what today would be classed as a but called a at the time, the CA100T Trail 50, came out in 1961.: 46 Jack McCormack, the first national sales manager of American Honda Motor Company, said the Trail 50, and even more so the later, was the result of Honda's willingness to listen to and respond customer demand.: 34–60 'When you talk about Japanese manufacturers, their strength (besides the quality of their equipment) was that they listened to the marketplace. People always suggest that it was about, but, to be frank, I was never impressed with Japanese management. They did what no other motorcycle make did—they listened.'
: 47 In 1960, McCormack noticed that one Honda dealer in was selling more Honda 50s than the combined total of all six dealers in Los Angeles. He found out that the Idaho dealer, Herb Uhl, was selling the CA100s as a trail bike by adding for off-road traction and a 'cheater,': 34–60 that is, increasing the ratio by using a larger rear sprocket with more teeth, which increased the of the rear wheel, trading off lower top speed as a result. At the The Super Cub was included in 's 1998 exhibition. In 2006, on the 's The Greatest Ever series, an episode on motorcycles placed the 1958 49 cc Super Cub in first place., a co-presenter on the popular television series, bought a Honda Super Cub for the. Author Roland Brown wrote that, 'of all the brilliant bikes Honda have built — the superbike, 's, the mighty, you name them — the most important of all is the C100 Super Cub of 1958.' In 2014, the Super Cub became the first vehicle in Japan to be granted a.
EV-Cub at the 2009 At the 2009, Honda presented the EV-Cub, an patterned after the venerable Super Cub, featuring by means of electric motors mounted in the hubs of each of the wheels. Honda said they felt keeping the 1958 layout for their 21st century concept bike made sense because, 'the human body has not changed in the past 50 years,' and, 'the size, shape and position of all the Super Cub parts had a kind of necessity to them, and that the design of the Super Cub was very rational and rider-centric.'
The additional space created by the absence of the engine in the center of the frame and the lack of a gas tank created room for underseat helmet storage, typical of a scooter. Integrated with the new electric motorcycle was an interactive communications system, to let riders converse while riding. Several other companies, including Christini, and have done development on two-wheel drive motorcycles, and have found that the addition of power to the front as well as the rear wheel aids in stability, particularly in corners and in the hands of novice riders. At the time Honda hinted that they would bring the EV-Cub to market in 2010.
Honda Tiger 2015 Pics
In a 2016 speech, Honda's President and CEO Takahiro Hachigo said they planned to release the EV Cub in Japan in about two years, followed later in other markets. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan. Retrieved August 12, 2013.
Shindengen Cdi Honda
It had a style all its own with features that set it apart from European and US-styled mopeds, including a step-through design for easy handling and plastic parts for lighter weight. (Press release).
October 19, 2017. Retrieved June 4, 2018.
Free motorcycle manuals for download lots of people charge for motorcycle service and workshop manuals online which is a bit cheeky i reckon as they are freely available all over the internet 5 each online or download them in pdf format for free here. The honda africa twin is a dual sport motorcycle made by honda in three versions 1988 to 1989 as the 650 cc 40 cu in v twin xrv650 then from 1990 to 2003 as the 750 cc 46 cu in v twin xrv750t and then from 2016 to present as the 1000 cc 61 cu in parallel twin crf1000l. Used cars for sale on auto trader find the right used car for you at the uks no1 destination for motorists. The honda super cub is a honda underbone motorcycle with a four stroke single cylinder engine ranging in displacement from 49 to 124 cc 30 to 76 cu in in continuous manufacture since 1958 with production surpassing 60 million in 2008 87 million in 2014 and 100 million in 2017 the super cub is the most produced motor vehicle in history variants include the c100 c50 c70 c90.