HONDA ELITE S / SR / LX (SA50) The story with Honda’s 50cc Elite scooters may be a bit confusing as Honda sold quite a few different models and each model usually came in several versions with differing names. This article deals with the 1988 - 2001 Honda SA50 scooter, which used the names Elite LX, Elite SR and Elite S. This scooter was introduced to the USA market for 1988 as a replacement for the and. The SA50 was not sold in the Canadian market. The physically smaller ’88 - ’90 Elite E or Elite ES was also sold during the Elite SR / LX years and is dealt with separately on page.
The SA50 was initially introduced for 1988 as the just the Elite LX. After a few years (for 1992), Honda switched to using the Elite SR name instead of LX for no apparent reason. For 1994 Honda switched the motor to a newer design and at the same time added a restricted speed version called the Elite S (model code SA50P, P = moped legal). This naming created a little bit of confusion, as the 1987 Honda Elite S (SE50) also used this name, despite being an entirely different scooter (and not restricted speed). When it was introduced, the SA50 was an entirely new machine except for the motor, front suspension, rims and a few other tiny bits. So the frame, bodywork and most other parts were a fresh design.
The new SA50 frame was a tube style frame rather than beam frame used in the SE50. The wider SA50 frame was both stronger and lighter. Overseas the SA50 was offered in a few European countries.
It was typically called the ‘Vision’, but Honda used this name for a few other scooters as well over the years so be careful when buying parts. Motors From 1988 to 1993, the SA50 used the same AF05E motor found in the (and the before that).
Then for 1994 Honda decided to switch the SA50’s motor from the aging AF05E to the newer vertical AF16E engine found in worldwide (including Canada since 1992). With the motor updated, Honda also added a moped legal version capable of 30mph called the Elite S (SA50P). Both motors were capable of top speeds of 40-43mph unless you buy a restricted example. Fuel milage is typically for a 50cc 2-stroke at 65-75mpg. While the core engine is the same between the ’94 - ‘01 Elite SR and the Canadian the airbox, carb and mufflers were all different so be careful when buying parts.
The Dio had the same carb, airbox and exhaust found on the Japanese Dio’s (AF18E motors), whereas the ’94 Elite 50 retained the airbox and carb from the earlier ’88-’93 Elite SA50 and used a different muffler. Overseas many versions of the ‘Dio’ scooter are sold with a range of engines so be careful when buying parts intended for an asian Dio.
Overseas the Dio is really a whole family of scooters that includes many 2-stroke and 4-stroke engines. The AF18E motor found overseas is basically the same engine as the AF16E (just Japanese vs. American spec), so if you're looking for aftermarket parts you'll want to focus on AF18E parts as that is what most aftermarket parts are marketed as being for. Mid way through the 1998 model year, Honda made a change to the rear axle shaft that is important to know if you are replacing your rear axle or piecing together an SA50 Elite. The '94 - '98 axles were 15mm in diameter where they fit into the transmission, whereas 1999 and later models were 16 or 16.5mm. Accordingly, the axles are non-compatible between earlier and later years unless you also acquire the corresponding case cover (thx Wheelman111). The Elite S was restricted via a washer behind the variator, a smaller main jet and a highly restrictive exhaust.
If you are going to de-restrict one, you should also know that the restricted version has a different throttle cable that does NOT open the oil pump like the full speed version. Accordingly, the oil pump just runs at the set idle level at all times. If you derestrict yours, you can either run premix, replace the throttle cable with the regular version cable that ‘Y’s to open the oil pump or you can zip tie the oil pump to the wide open position and raise your emissions and oil bill a bit. The SA50P was very popular in areas that have legislation strongly favoring ‘mopeds’. A decent selection of aftermarket parts are still available for early ’88 - ’93 SA50’s. You can get 63cc big bore kits, variators, clutch springs and CDI’s.
The selection isn’t as abundant as it is for the ’94 - ’01 SA50 but it’s not bad. Since these scooters share the same engine as the ’85 - ’87 Aero 50 and ’87 SE50, you can use parts from that scooter. However, Honda did make a number of small changes to the intake manifold, oil pump and crankshaft (and perhaps more) so be careful when buying parts.
You can also use the intake manifold and reeds from the Aero 80 scooter as detailed. With the switch to the newer ‘AF16E’ engine for ’94, the aftermarket parts options grew immensely. Camry 2018 manual audio. You can get 80cc big bore kits which can take this scooter to well over 100cc with the addition of a stroker crank.
70mph is attainable with a moderate 80cc build for a few hundred dollars. A good source for these parts is.
Design and Amenities Compared to the SE50 scooter than it replaced, one of the most welcome changes was the addition of a proper glovebox instead of the open cubby holes in the legshield. All SA50's also have moderate underseat storage space which can swallow most full face helmets, although retrieving larger helmets can be a bit tricky as the storage area leaves no way to reach under the helmet to pull it out, so you’ll want to place it in upside down The Elite SR / LX / S used drum brakes at both ends of the scooter. Accordingly, braking performance is nothing special. It would have been nice to see a front disc brake included like the ones Honda uses many of their 50’s overseas. Discussion After 2001 the SA50 was dropped, making the 2001 Elite SR the last street legal 2-stroke vehicle from Honda sold in the USA. These scooters have proven to be very reliable.
You can find one relatively easily for $600 - $1200 depending on milage, year and condition. These scooters are often great buy because they are quite cheap yet reliable and fast. One questionable decision Honda made regarding the Elite LX / SR was the color offerings. For a number of years (1996 - 1999) Honda only offered this scooter in purple and yellow which surely hurt sales. Purple stuck around for 2000, but Honda wisely added black and grey options as well. In the final year (2001) Honda offered both black and red, which is probably what they should have been doing all along. At the time, the primary competition to the Elite SR / LX was Yamaha’s and scooters.
Suzuzki also sold a competitor up in Canada called the ‘ ’ but that scooter didn’t make it to the USA. The Elite SR / LX was a good all around choice, as it offered a reliable and peppy 2-stroke engine and quite a bit of storage, making it a fun and capable scooter for around town use. It’s also a popular scooter with speed enthusiasts due to the immense quantity and variety of parts available for it.
Scooter Userテつ xA0 manuals assisting Honda scooter owners with scooter safety, components, features, maintenance, specifications, storage guide, and cleaning can be found below. AT125 150-125 150 ES.
C90. CD250U. CH250. CHF50S. CHF50-S. CJ250T-CJ360T.
CL250S. CM250C.
CM250T. CMX250C. FES250. FJS400D-A. FJS600DA.
FJS600D-A SILVER WING. NC700D.
NH80. NSC110. NSS300.
NH125. NSS250S - NSS250A. NSS250SA. NSS250X NSS250EX.
FJS600 SILVERWING. NIFTY 50 NQ50.
NIFTY 50 NQ50F. NVS TODAY. PCX125. PCX150. SCV100 LEAD. SH150. SH300.
SK50M.
HONDA ELITE S / R (SE50) The story with Honda’s 50cc Elite scooters may be a bit confusing as Honda sold several different versions, generations and even entire scooters. This page deals with the SE50 scooter and its restricted counterpart: the SE50P. This scooter was sold only in 1987 in the USA, while in Canada it was sold from 1986 until 1991. This scooter was normally badged as the Elite S in the USA and Elite R in Canada, but restricted speed versions (SE50P) were called the ‘Elite’, ‘Elite 50’ or ‘Iowa Elite’. In some literature, the Canadian Elite R’s were also occasionally referred to as the ‘Aero Sport RR’.
The Aero name is fitting for this scooter, since Honda traditionally used it for their 2-stroke offerings, while up until this scooter all their Elite models were 4-strokes. Perhaps name recognition was the reason why Honda used the Elite based names. It could have also been because Honda continued to sell the alongside this Elite S / R for 1987. During this same time period, Honda also sold the from ’88 - 2001 and the from 1988-1990, so check out those scooters if you aren’t sure which Elite you have.
Honda Elite Lx 50cc Service Manual Pdf
After 1987, Honda USA replaced this scooter in the USA market with the. Canadians continued to receive this scooter until 1991, after which Honda Canada switched to the 50cc.
Versions When considering the regular, restricted and Canadian market models, all together four different versions of the SE50 were sold in North America. Moped and Motorcycle laws vary considerably from state to state, which is why Honda offered the different versions. Many states have a moped class of vehicle that is limited to either 25mph or 30mph, and then vehicles capable of more than that are deemed as motorcycles. Often for insurance or licensing reasons, buyers will opt for the 'moped' compliant model, so Honda usually sold both the full speed SE50 and the appropriately restricted SE50P in each state. To learn about the restrictions between the SE50, SE50P and Iowa SE50P read.
The main difference between the Canadian market Elite R (shown above) and the American market Elite S (left) is the sporty look of Canadian examples. Honda used red grips, red rims, large Honda logo’s on the sides of the floorboard and the large colorful decals to give the Canadian Elite R a sportier appearance. The Elite R did not have a higher performing parts, such as an expansion chamber exhaust found on some asian versions of the SE50 (ie.
Motor (AF05E) When the SE50 was released, it used an all new frame and bodywork but utilized the same AF05E motor previously found in the ’85 - ’87 Aero 50 (NB50). After the SE50 was replaced, this motor lived on in the ’88 - ’93 Elite SR / LX (SA50) before that scooter switched to the Dio (AF16E) motor in 1994. Honda made a few tweaks to this motor over the years, so parts may not be 100% compatible but most. Parts should be interchangeable between these scooters. The 1985 Aero 50 is the only year that is different enough to be wary. You can read more about that on the. The full speed versions of the SE50 (Elite R and Elite S) were capable of about 40-43mph, while the restricted versions (SE50P) were capable of 25-30mph.
The 30mph ‘Elite’ is mainly restricted by the variator/ramps, exhaust and smaller main jet, while the 25mph Iowa Elite goes a step further and uses a smaller airbox as well. Of lesser importance, the SE50P uses a different emulsion tube in the carb, and some models use different final drive gears which can have a significant effect on the top end.
To derestrict an SE50P you'll need a better exhaust (sourced from a regular SE50, '88-'93 SA50/Elite LX/SR or '85-'87 Aero 50/NB50), a larger main jet (85-88 normally) and the variator ramp plate from an unrestricted SE50 to start. You also may want to look into the final drive gears if the top end still isn't what you are expecting. A decent selection of aftermarket parts are still available for this motor. You can still get 63cc big bore kits, variators, clutch springs and CDI’s from places like. The selection isn’t as awesome as it is for the ’94 - ’01 Elite and Dio but it’s not bad. Since these scooters share the same engine as the ’85 - ’87 Aero 50 and ’88 - 93 Elite LX / SR, you can use parts from that scooter but Honda did make a number of small changes to the intake manifold, oil pump and crankshaft (and perhaps more) so be careful when buying parts. Primarily you need to watch out for ’85 Aero 50 parts as that scooter has a difference intake manifold, crankshaft and oil pump.
Design & Amenities One of the downsides to the SE50 is the lack of enclosed storage space. The SE50 used the same underseat gas tank as was found in the ’83 - ’84 Aero 50’s, which left no room for storage under the seat. Unlike the Aero 50, the SE50 did not have storage in the right side panel, nor did it have a proper glovebox. Instead the SE50 has a pair of cubby holes in the legshield which are barely useful. For a better look at these cubby holes, click to enlarge the photo at right. Honda USA sold quite a few accessories for this scooter including a windscreen, front rack, front box, a sporty ‘under cowl’, seat cover, floor mat, rear ‘tote’ box, rear basket, a cover and decal and stripe kits.
Check out brochure from Honda to get more info and pictures of these parts. Is a picture of an ’87 Elite 50 decked out with many of these options. Discussion The Elite S / R is quite a rare scooter in the USA, having just been sold there one year. It’s fortunate to have shared its motor with the early years of the Elite LX / SR.
Because otherwise virtually no aftermarket scene would exist for this scooter and OEM engine parts would be harder to come. As it is, the Elite S / R is well supported for a scooter of this scarcity. The Elite S / R is a bit less practical than a lot of 50cc’s in the sense that it lacks storage space. The lack of any stow space under the seat combined with the barely useful cubby hole on the legshield mean that you won’t have too many good spots to store a spare spark plug and some 2-stroke oil. This is a really well built and reliable little Honda though.
This Owner's Manual is intended to familiarize you with the details of your BMW car radio. In addition, we recommend that you read the instructions for using the. Everything you need to know about your BMW. Get the Owner's Manual for your specific BMW online. It's odd that BMW doesn't have the manuals online for easy access. It's for the Owners Manual - 2003 Z4 PDF Format. The owners manual doesn't have include the radio operations but the older manual answers some of. Archived PDF BMW radio, media & entertainment devices manuals. 848| 2.7 KB| Download; 2005| Z4| BMW CD Radio (Scan) Owner's Manual| Part No. Bmw z4 radio manual.
If you can find one that is well taken care of, it can still provide years of reliable use. The 80’s vintage style is quite apparent with this Honda, and it’s arguably the last Honda introduced to really embody the style of the 80’s, with the SA50 having more of a sleeker 90’s style.
The SE50 was a fitting conclusion to the amazing scooter years in the 80’s, with it’s peppy 2-stroke engine, quirky yet likeable style and superb reliability. Browse Elite S / R Owner Reviews - Add Your Review Pros:. Peppy. Reliable. Sporty graphics (Canada) Cons:. Poor storage capacity Colors: American Market: Blue, Shasta Red and Black Canadian Market: Black/Grey and White/Red. Links: - Extremely useful for working on your SE50 - Aftermarket goodies - Visit the forum on this site to chat about your scoot.
Great Forum for the small Elite, Aero and Spree scooters.
Honda Elite 50cc New Price: Old Price: You Save: found here at the best price. In today's economy it's critical to get the most you'll be able to for your buying dollar when searching for what you need.
The ultimate way to get the most your money can buy these days in by shopping online. EBay is recognized as the very best internet shopping site with the cheapest pricing, quickest shipping and best customer support. This website is authorized by eBay to show you the items you were seeking determined by their stock.
Clicking any link below will take you to that product on eBay’s main site for your country. If you do not find the item you were hunting for, please use the custom search box on your right.
Bonesv wrote:Welcome. Perhaps a wire is loose? A ground wire? Try giving it a thorough inspection. Start with the least expensive items.
It could very well be an ignition or kill-switch, but I would rule out other possibilities first. Good Luck and Happy Trails! Bonesv your electrical troubleshooting is not very helpful. We can probably assume that both switches did not go bad at the same time. So that only leaves one possibility.the kill wire has opened up somewhere. It is a black wire with a white stripe that starts at the cdi box and runs to the key switch then to the kill switch on the handle bars.
Start your search there. Bonesv wrote:Welcome.
Perhaps a wire is loose? A ground wire?
Try giving it a thorough inspection. Start with the least expensive items. It could very well be an ignition or kill-switch, but I would rule out other possibilities first.
Good Luck and Happy Trails! Bonesv your electrical troubleshooting is not very helpful. We can probably assume that both switches did not go bad at the same time.
Honda Elite 50
So that only leaves one possibility.the kill wire has opened up somewhere. It is a black wire with a white stripe that starts at the cdi box and runs to the key switch then to the kill switch on the handle bars. Start your search there. Either that or the two switches lost the ground in the head set. Bonesv wrote:Welcome.
Perhaps a wire is loose? A ground wire? Try giving it a thorough inspection. Start with the least expensive items.
Honda Elite 80 Service Manual
It could very well be an ignition or kill-switch, but I would rule out other possibilities first. Good Luck and Happy Trails! Bonesv your electrical troubleshooting is not very helpful. We can probably assume that both switches did not go bad at the same time.
So that only leaves one possibility.the kill wire has opened up somewhere. It is a black wire with a white stripe that starts at the cdi box and runs to the key switch then to the kill switch on the handle bars. Start your search there. Either that or the two switches lost the ground in the head set.
Do the key switch and the kill switch share the same ground wire on the LX? Mc1092 wrote:I checked continuity between both the killswitch and ignition switch and both worked fine.
There is also continuity from the killwire and groundwire from the front to the cdi unit. What else could be keeping the killswitch and ignition switch from killing the motor? Also the service manual does not address this problem in troubleshooting or wiring diagrams. NO GROUND TO THE SWITCHES MEANS NO SHUT OFF OF THE IGNITION! All the continuity in the world between the switches and the CDI means nothing if you do not have a good ground to the switch. Mc1092 wrote:Ok so can anyone tell me how the whole engine kill works from the killswitch or ignition key turned to the engine being turned off, where the electricity flows?
The engine kill wire is black with a white stripe. The black/white wire comes from the cdi and goes to the key switch, then goes to the kill switch on the handle bars. If this black/white wire gets shorted to ground (always a green wire), the cdi stops sending pulses to the coil.
Both switches in the 'run' position are open (not shorted to ground).
Comments are closed.
|
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |