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| | 1969 Z50 Mini Trail
According to impressions printed on an article by Cycle World Magazine, 1968, the Z50A would sell very well, crediting Honda’s “finesse in Engineering and a high level of quality control in manufacturing.”
Honda’s systematic approach to never building a vehicle that would not sell dates to a far past. According to Cycle World Magazine, Honda’s question on importing the slightly above $200.00 Z50A Mini-Trail to The US was whether or not they could compete with the U.S.-made two-tube briggs-engined two-wheeled unit that sold for $129.95. If the answer was yes, the Z50A would be imported in vast numbers and if the answer was no, the Z50A was certain to be become market research.
“Minibikes were undergoing a stage of staggering proliferation in the late 60’s. With posted forecasts of over 30,000 units in a calendar year, the garage type builder to the slick, automated factory were eager to build them. Honda could hardly be blamed from wanting a piece of this burgeoning minibike action.
This minibike’s powerplant is the familiar 49-cc four-stroke engine that has powered a variety of Honda trail and street machinery. In its Z50A configuration, it develops 1.95 bhp at the rear wheel at 5000 rpm. This engine is coupled to a three-speed transmission, which is driven through the Honda automatic centrifugal clutch. As with some Honda 50s and 90s, gear changes are made simply by rolling off throttle and tip-toeing the left foot lever down for an up change. The handlebar clutch lever is eliminated. Final drive is through single chain and sprocket.
Engine and gearbox unit castings are glossy smooth in finish. The cylinder head and cam cover are cast and aluminum alloy. The cylinder barrel is of gray cats iron. Front suspension consists of a pair of fairly spongy springs, in a telescopic fork. Rigid rear suspension and low 14 psi inflation on 3.50-8 tires provide modicum comfort over trail irregularities.
Folding handlebars, a fuel tank air vent stopper, a positive fuel shut-off valve and carburetor float bowl drain are the Z50A’s concession to the fold-and-stow-it concept presented by Bennelli and Tecnomoto Junior in 1968.
Unfortunately, even folded the Z50A still weighed at 108 pounds dry, 115 pounds wet. It was ok for the steel thewed Adonis whose bag is repeat curls, and clean and jerk, but for a lot of Americans, especially youngsters and women, that 115 lbs. was too much to raise to the liftover height of a Chevy station wagon tailgate, too much to press into the baggage compartment of a cessna 172, or too much to carry up the gangway of an Owens power cruiser.
In performance the engine and gearing offered a top speed of something approaching 25 mph in top, and singular climbing ability in first gear. As with any other mini, the Z50 A could be lifted over boulders, paddled through sand and turned in a 50-in. circle, by the simple expedient of grabbing hold of the bike and hefting it around.
The Z50A entered the American market as a warm, friendly little bike.”
The Z50A became a huge sales success since its inception. Put very simply, Honda would never build anything that would not sell.
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