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being part of the fuel tank to behind the right hand side panel, the final drive chain casing was relieved for a sleeker, chrome plated top cover, the clocks were made separate from the headlight to allow for a new tachometer, and, strangely, the CDI ignition system was replaced by a contact breaker system (points).
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The H100-S was introduced alongside the H100-A which continued in production until stocks were exhausted. The H100-S is a heavily revised version of the original, losing some of its more practical features as a result. This was felt necessary to give it a wider appeal. The oil tank was moved from
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introduced in June 1983, alongside the original Honda H100-A, which was released to the UK in
February 1980. The H100-A was built for fulfilling the role of an economical, practical, lightweight commuter machine. It was designed for riders who preferred the simplicity of the two-stroke engine. In
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March 1986 saw a largely cosmetic reworking of the H100-S, to form the H100-SII. This model received bolted-on frame down tubes which gave the appearance of a conventional cradle-frame motorcycle. The ignition system was reverted to CDI, and all other changes were in terms of paint and graphics.
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electronic ignition (CDI), and a separate oil injection system allowed easy operation of the motorcycle with the minimum of maintenance and attention. The lowly-tuned engine gives adequate performance for use in normal traffic conditions, but does not consume high amounts of fuel. Under normal
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operating conditions, mileage to the gallon figures regularly exceed 80, often close to 100, impressive for a two-stroke and not far off Honda's own four-stroke commuting machines. The engine uses a
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Production of the H100-SII ended in 1992, it is very rare to see these in use or for display as of 2020.
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This motorcycle, scooter or moped-related article is a
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Honda style, equipment such as a fully enclosed chain,
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104:December 2009
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