Editing Honda MT50 / MT 5 Tornado

{{Infobox Motorcycle
|name             = [[Honda]] MT50 / MT 5 Tornado
|image            = [[File:Honda-MT5.jpg|frameless|Honda MT50 / MT 5 Tornado]]
|aka              = 
|manufacturer     = Honda
|parent_company   =
|production       = 1979 - 00
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Two stroke, single cylinder, [[reed valve]] induction
|bore_stroke      =
|compression      = 7.6:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         = CDI
|spark_plug       =
|battery          =
|transmission     = 5 Speed
|frame            = Steel spine
|suspension       =Front: 27mm Air adjustable [[hydraulic]] forks <br>
Rear: Dual dampers adjustable for preload
|brakes           =Front: Drum <br>Rear: Drum
|front_tire       = {{tire|2.50 x 19}} 
|rear_tire   	  = {{tire|3.00 x 16}} 
|rake_trail       =
|wheelbase        =
|length           =
|width            =
|height           =
|seat_height      =
|dry_weight       =
|wet_weight       =
|fuel_capacity    = 6.8 Litres / 1.8 US gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}



==Engine==
The engine was a Air cooled cooled Two stroke, single cylinder, reed [[valve]] induction. The engine featured a 7.6:1 [[compression ratio]].  

==Chassis==
It came with a 2.50 x 19 front [[tire]] and a 3.00 x 16 rear tire. Stopping was achieved via Drum in the front and a Drum in the rear. The front suspension was a  27mm Air adjustable hydraulic forks while the rear was equipped with a Dual dampers adjustable for preload. The MT50 / MT 5 Tornado was fitted with a 6.8 Litres / 1.8 US gal fuel tank.  
== Photos ==
[[File:Honda-MT5.jpg|600px|Honda MT50 / MT 5 Tornado]]
[[File:Honda-MT5-1.jpg|600px|Honda MT50 / MT 5 Tornado]]

== Overview ==

Honda MT50 / MT5 Tornado


















The Honda MT50 is an off-road styled moped, common in
Scandinavia and the Netherlands but also sold in other countries including
UK and USA, that is more commonly known as the Honda MT5. Some countries had
restricted versions designed to be ridden by learners. Production for
European markets was mainly carried out in Belgium, Spain, and Sweden. Its
leading competitor was the Yamaha DT50MX. Production started 1979 and ended
2000. It stopped being imported in 1983 to be replaced by the Honda MTX50
but was reintroduced in 1990. Its sister was the MB50/MB5 which was the
road-styled version of the bike.


Overview
Having spent the 70s sat well out of the sports moped scene
with the underpowered and heavy SS50, Honda returned to the fray with a
brace of new models aimed at getting the best out of the new regulations of
1977. The all new 2-stroke, reed-valve MT and MB series were machines that
Honda figured would attract the teenagers. The 2-stroke was a U-Turn for the
mighty H, it is well documented that Mr Honda hated the simple stroker
design, but had no choice but to begin making them in order to win in the
heat of competition, after all the PR men claimed When Honda race, Honda
win and with it came credibility in the showrooms.
The M series could have been a stroke of genius from a production point of
view at least, if only Honda had chosen to use the same chassis and
components for both machines, but looking in detail reveals the MT and MB
are actually quite different in every respect. A good example of this is the
main frame, each model is similar looking from the outside but, once
stripped of their bodywork, the two machines are actually completely
different. Its the same story with the fuel capacity, the MB has a larger
range, 9litres compared to the MTs 6.8, with the former machines tank
running right under the seat to provide the extra space. This area under the
seat on the MT is home to the 1.5 litre two stroke oil tank while strangely
the MB, has the smaller oil tank at 1.1ltrs and situated right up front near
the head stock.
In typical Honda style, the MT and MB engines were complex,
overly so in many eyes. The engine features a balance shaft, driven from the
large straight cut primary gear on the clutch basket. This wasnt a direct
drive either, but rather via an idler gear mounted on the casing, adding
weight and power sapping complexity in the process. The use of potentially
noisy, straight cut gears, was a relatively good one, as the usual helical
primary gears do eat up even more power and, with a mere 2.55 BHP to play
with, all attempts at saving even the smallest part of a horse power were
most welcome. The noise issue was addressed with a complex anti backlash
arrangement on the idler gears. The balancer shaft also spins above the
5-speed gearbox helping to spray the lubricant over the gear wheels as it
dampens out the vibes.
Owners of the Honda MT soon came in for a shock when it came
to unrestricting the engine to liberate a bit more power. This practice was
commonplace among ped owners and, although dealers may have been reluctant
to get involved, the knowledge was freely available, as were a host of go
faster parts. Unfortunately the Honda was not a simple machine to do this
sort of work to, whereas the majority of 50s are held back by a restriction
in the exhaust, the MT suffered a more complete method, with the
carburettor, barrel, exhaust and even the CDI ignition all being used to
downsize the power output and keep it within the letter or the UK learner
law. This meant in effect that there was little that could be done, save for
importing parts from countries that didnt have such restrictive laws,
which, being a time well before global trade, the internet etc, was simply
not possible.
As machines go the MT was, and still is a looker, with a
futuristic take on how such a bike should be, but not quite the real deal
when it comes to off road machinery. This didnt really add up to much of a
disadvantage as neither were any the traillie 50s of the period, they may
have looked the part but the woeful lack of power negated an kind of serious
use on the dirty stuff. Instead the Honda was made to look like it could
handle the dirt, but still perform well on the road, after all that is where
it was going to see most of its use. All three of the leading Japanese
manufacturers had viable trail style alternatives, with Kawasaki and Suzuki
having the business like AE50 and TS50ER respectively, and Yamaha producing
the best selling DT50M. The MT was deliberately priced to make it an
attractive proposition, so much so that at £389, it was a good £100 less
than most models in the category with only the Yamaha DT50M, at £390 to
compete on price.
Despite all being limited to the 30mph top speed, there was
still a marked difference between the various models when it came to
performance, certainly in acceleration in the case of the Honda. The MT
always being the slower of its generation to get a move on from a standing
start, losing pace that it never gets the chance to make up. On the flat,
and with a lightweight rider on board, the top speed could just nudge over
the 30mph mark, however, the slightest incline would see this drop quite
dramatically. The need to drop a couple of gears soon arises once the engine
has dropped out of its narrow power band and it can be quite difficult
keeping the relatively smooth engine spinning up and producing useable power
once this process has begun. Thankfully the rest of the bike is well
designed, with lots of room on board thanks to the long seat and low
footrests that allow the larger rider great comfort, and the brakes work
well too. The C90 style stoppers at each end give tons of feel and braking
power, almost on a par with the MBs hydraulic single disc.
The MT50 didnt hang around long as in 1982 Honda introduced
a greatly revised version the MTX50, a machine featuring a more conventional
steel cradle frame and Pro Ink suspension, with beefier 31mm forks doing the
work at the sharp end. A tachometer was also added to the spec sheet of the
MTX, but the machine, still powered by the same engine, was also 10kgs
heavier come the weigh in. In 1985 the original MT, now called the MT50S-F,
returned to the line up, albeit with a list of small modifications that can
make ordering parts a nightmare for the unwary or eBay buyer. For example,
the engine casings and many engine parts of the G model are not compatible
between the earlier and later versions due to a revised kick start mechanism
making engine and chassis numbers essential when ordering any part for the
MT series. This was the story almost every year until 1990 when the changes
to the MT abated, however, it remained in production until well into the
next decade making it the last survivor of the 80s sports moped scene by a
good margin.
Honda MT50 Timeline
1980 MT50 S-A  Chassis number starting AD01-5000882
The first of the MT models arrived in January of this year
and was phased out in September 1982 as the MTX replaced it. Towards the end
of its career the price was dropped considerably to clear stocks.
1985 MT50 S-F chassis number starting AD01-5109771
This model is often referred to as the S-E but in effect they are one and
the same, even so small differences mean care should be taken when ordering
parts
1986 MT50 S-G chassis number starting AD01-5200034
The G saw major changes to the kick start mechanism and many small
components like different indicator assemblies were introduced for this
version. A fuel tank breather was also introduced and a revised side stand
was also fitted, the ordinal suffering cracks around the mounting bolt hole.
1988 MT50 S-J chassis number starting AD01-5400001
a modification was implemented to the brake wear indicators and rear
sprocket mount. The revised side stand was also fitted to this model
1990 MT50 S-L chassis number starting AD01-5500002
The separate rectifier and regulator units of the earlier models are
combined into one single component on this model, a modification requiring a
new design of wiring loom too.
50s in the 80s
The period between being 16 and 17 years of age may only be
one year in a life, but for most bikers its the formative one. Like a first
kiss, or similar encounter with another human being, a first bike sticks in
the memory forever, spurring rose tinted thoughts of days gone buy and is
the reason behind the resurgence of interest in the sports moped scene.
Source

{|  class="wikitable"
|- 
!Make Model
|Honda MT 50 / MT5 Tornado
|- 
!Year
|1979 - 00
|- 
!Engine Type
|Two stroke, single cylinder, reed valve induction
|- 
!Displacement
|49 cc / 2.9 cu-in
|- 
!Bore X Stroke
|39 x 41.4mm
|- 
!Cooling System
|Air cooled
|- 
!Compression
|7.6:1
|- 
!Induction
|13mm Keihin PF05B carburetor
|- 
!Ignition
|CDI
|- 
!Starting
|Kick
|- 
!Max Power
|7 hp / 5.2 kW @ 9000rpm
|- 
!Max Torque
|5.4 Nm / 4 lb-ft @ 6000rpm
|- 
!Transmission
|5 Speed
|- 
!Final Drive
|Chain
|- 
!Frame
|Steel spine
|- 
!Front Suspension
|27mm Air adjustable hydraulic forks
|- 
!Rear Suspension
|Dual dampers adjustable for preload
|- 
!Front Brakes
|Drum
|- 
!Rear Brakes
|Drum
|- 
!Front Tire
|2.50 x 19
|- 
!Rear Tire
|3.00 x 16
|- 
!Weight
|78 kg / 172 lbs
|- 
!Fuel Capacity
|6.8 Litres / 1.8 US gal

|}
== External Links ==
* https://classic-motorbikes.net/honda-mt5/

[[Category:Honda motorcycles]]