Even the Pit Bikes Are Cool at Laguna Seca

Sitting in the paddock near a Shelby Cobra, this Honda CT70 belonged to Randy, an elevator inspector in Southern California who spends his free time restoring these small Hondas. After restoring a hangar full of CT70s, Randy arrived at Laguna Seca with just two of the 72cc models, intent on selling them both.

Often known as the Trail 70, Honda began producing this bike in the summer of 1969, following the release of what has become its hero bike—the CB750. It made all of 6 hp from its single-cylinder engine, weighed 150 pounds, and was priced at $395. That's $3180 in 2022 money, according to the US Bureau of Labor Statistics inflation calculator.

Honda introduced these bikes as a sort of entry-level encouragement for new riders to join the motorcycling ranks. It was light and easy to ride, with a capable engine, three-speed semi-automatic or four-speed manual transmission, and simplistic mechanical makeup. Produced from 1969 through 1982, the first batch of CT70s accounted for 380,000 sales, with the bike returning for the 1991 to 1994 model years.

These days, Honda's mini-moto creation rides the nostalgia train for baby boomers and Generation X riders, who remember the joy of owning a lightweight piece of simple transportation. Sale prices have skyrocketed, as restorations like the one seen here sell for more than $10,000. Honda has also caught onto this trend and has reintroduced modern versions of its most popular models, such as the Trail 125 and Super Cub.

Ah, the Honda Spree is arguably the pinnacle of retro mopeds. This particular model was accompanying a race team from Washington with a 1961 Cooper T56—talk about polar opposites! With a rear top box and some necessary flaming paint, the Honda Spree was this team's transportation to lunch and back.

Similar to Honda's CT series motorcycles, the Honda Spree was the company's entry-level moped, with a two-stroke 50cc motor and a single-speed belt drive. Getting a Spree to go beyond 30 mph in stock form was doubtful, and the model was even sold in states like Iowa with a mandated 25-mph speed limiter. Pricing for the Spree was similar to the CT70, coming in at $395 during its 1984 to 1987 run, though the inflation difference shows this model priced at a reasonable $1100 in today's money.

The Spree was built as barebones as possible, meaning it only weighed around 90 pounds. It has drum brakes front and rear with a mere 2 inches of suspension travel, though the Spree rarely saw more than city streets. A cult following has trailed the Spree, as the solid paint colors, boxy styling, and ease of use have made the moped a retro choice for urban commuters. The Spree has been subject to aftermarket tweaking, though the single-speed transmission and braking hardware make it tough to boost power for the Spree.

For hopeful Spree owners, these mopeds have remained largely affordable. Because the room for modification is slim and it was originally marketed as the cheapest transportation money could buy, these models will go for around $2000—if you can find one. The Spree was only sold in the US for four years.

By no slim margin, the Honda Cub EZ90 was the most prolific pit bike found at Laguna Seca. Everyone from suited-up racers to officials with headsets could be seen riding around on these jet-ski-looking mopeds. Even more interesting is that the Cubs seen here are technically part of the family that includes the legendary Super Cub and CT series models, though you wouldn't know by looking at them.

The Honda Cub EZ90 follows the path of the CT70 and Spree, in that it focused on providing accessible riding for all. What sets the EZ90 apart from these bikes is that it was explicitly designed for off-road use, which ended up making this a more affordable pit bike. With a 90cc single-cylinder engine, automatic transmission, and electric start, the EZ90 was a feat of technology when it was introduced in 1991. Honda packaged all the mechanical bits into the plastics of the bike, adding to the beginner-friendly nature of the package. Again, drum brakes are found front and rear, but a helping of suspension travel (3.9 inches front and 4.3 inches rear) made this scooter more capable on bumps and even the occasional off-road path.

What really makes the Cub EZ90 fascinating is its styling and design that screams adventure. It looks like a Dakar scooter and that made the model popular with families who weren't up for a full motorcycle. Maybe a full-sized bike, with a kick-start and manual controls, just seemed like too much, but the Cub could be taken in the back of your truck and ridden around the campground for full-family fun. Interestingly, the off-road prowess of the EZ90 wasn't just a marketing scheme. It came fitted with knobby tires, hand guards, and some additional suspension travel.

These days, a Cub EZ90 has become a rare commodity and has sold on Bring A Trailer for upwards of $9000. That's a pretty penny for a 90cc scooter, but the nostalgic design mixed with its rowdy engineering make this a collector's item. Who knew Laguna Seca was the haven for rare scooters?

Returning to Randy's paddock, we found an outlier in the pit bike brigade—a custom. While most of the bikes are preserved originals or simple beaters, this bike was a custom-built and modified Honda CT70. Even at a glance, it's clear this CT70 is not like other production models, but the true genius of the build is in parts that aren't immediately obvious.

Swapping out the 72cc engine for a bored-out 212cc single-cylinder version, the custom model is almost all new, even the the dash and foot pegs. Modern lighting has been installed on this version—a major pain, Randy says—in addition to a new seat and miniature ape-hanger bars. What's really cool about the modified model is its suspension setup: inverted front forks with a mono-shock rear setup bring the senile 1970s into the modern day. A larger disc brake and meaty tires were an integral part of this build, considering it can go nearly 90 mph now.

Randy said all this stress can actually bend the bike frame, so extra suspension reinforcement is a necessity. After sorting the mechanics, a black and white snakeskin paint scheme was chosen—appropriate for reminiscing on the 80s—and the license plate was relocated. While it may not be original and is certainly over the top as a pit bike, it's a wonderful example of how much of an aftermarket following these little machines have.

Tucked behind a vintage BMW racer, this Honda SL100 is probably one of the oldest pit bikes at the historic races. In opposition to the cars surrounding it, the SL100 is one of the most rudimentary motorcycles ever produced—a fact that makes it so great. Originally produced as an off-road enduro motorcycle, the SL100 is street-legal and helped create a class of motorcycles known as farm bikes.

These small CC dual-sport and enduro motorcycles are dirt bikes with a few more amenities and some lights, and boy are they fun. Thanks to a basic design and no fairings, these motorcycles have remained light and often have generous amounts of suspension travel, equipping them for just about anything. Of course, the SL100 was first built in 1970, so technology has come a long way since then, but that doesn't mean this 99cc, four-stroke single-cylinder bike can't excel in paddock transportation.

Contrary to many of the pit bikes shown today, the SL100 can actually hold its own on the road, as long as the traffic flow isn't too fast. With a 5-speed manual gearbox and a speedometer that runs up to 80 mph, the SL100 was equipped for 1970s rural riding but likely wouldn't keep up or slow down quick enough for California roads in the 21st century. That's why it's exciting to see such a pristine model preserved as a pit bike.

Separating itself from the others means a price drop. Due to its relatively old technology and lack of real-world usage, the SL100 hasn't risen too much in price, with examples selling on Bring A Trailer for around $3000.