My Custom Restoration HONDA ST-70 DAX

This is my honda st-70 dax
the concept restoration is MINE'S edition wannabe,like a race car on the video game grandturismo.

the original history of this bike :
The Honda ST-series minibikes are known as the Dax in Europe, the Trail 70 in Canada and the USA, and the Daschund in Japan.

The ST70 was exported to Canada and the USA as the CT70. This is an exception to Honda's usual practice of prefix letters indicating the bike family, followed by engine size. The CT70 is mechanically unrelated to other CT-series bikes such as the CT50 Motra, and the CT50, CT90 & CT110 Trail Cubs. The ST90 was sold in the USA as the Trailsport, and was not given a CT designation.

The ST50, ST70, and CT70 were introduced in August 1969 and produced through 1981. The larger ST90 was produced from 1972 through 1974. The ST50 was reissued in 1995, and produced through 2000.

The CT70 was also sold in the USA from 1981 through 1994 with a new serial number format: JH2Dxxxxxxxxxxxxx, rather than the CT70-xxxxxxx format used since 1969. These 'JH2D' bikes are not listed in Honda Japan's production figures above, and are perhaps licensed production.

A key feature of the ST-series is the pressed-steel "T-bone" frame that distinguishes it from Honda's other minibikes: the Z50 Monkey & Gorilla, the Ape, the CF50 & CF70, and the CY50 & CY80 Nautydax.

As a general description, the ST-series bikes have a bench-style saddle, small fat tires, and folding handle bars. They have an air-cooled 4-stroke engine with either a semi-automatic 3-speed transmission or a 4-speed manual gearbox. The ST90 uses larger 3.00-14 tires, compared to the 3.50-10 and 4.00-10 of the smaller bikes. For more detail about individual models, see the accompanying Infoboxes and the External Links section below.

Due to the diminutive wheel-size and limited speed, the ST-series bikes do not always qualify as road-legal vehicles, and were sold in some markets for off-road recreation only. Their licensing status varies with locale and time period during their nearly 40 years of existence.

Corolla DX

Toyota Corolla 4th Generation (1980-1983)
The fourth-generation model released in 1979 in Japan, was boxy and was the last generation to have the entire lineup in rear-wheel-drive. Although most of the fourth generation was replaced by 1984, the station wagon and van versions were offered into 1987. In 1980 Corolla daily production reached an all-time high, averaging 2,346 units.

This generation (apart from the wagon) got a new rear coil spring five-link rear end with a panhard rod, and the wheelbase was longer at 94.5 in (2400 mm). A new underwhelming 1.8 L (1770 cc/108 in³) 3T engine was optional to some markets, while parts of the world retained the old 4K. The most notable engine advancement came in 1983, however, as Toyota began offering the 1.6 L (1587 cc/96 in³) 4A-C. The aluminum head, SOHC engine, although bulkier in size and weight than the K and T engines it was offered alongside, was a grand step up in performance. This would be the last generation of Corollas to use any pushrod or iron cylinder head engines, as Toyota made the decision to focus exclusively on aluminium head, OHC engine design from this point forward. This was the first generation to have power steering. In the USDM market, this was introduced in the 1982 model year.

Various facelifts were made during production. In 1979-80, a 4-round headlamp setup was used in most markets. A restyle for 1981 involved two rectangular headlamps. A more extensive facelift was given for 1982, involving wraparound headlights, remodeled taillights and new bumpers, which on some models were rubber moulded.

Design work was started in 1974 by Fumio Agetsuma. The goals he told his team were[1]:

* Quiet cars will have a definite edge. Conservation of both resources and fuel will be very important. Economy and value will also carry considerable weight.
* Our new Corolla must be as aerodynamically perfect as the parameters allow. It must be comfortable, with enough interior room to move about in. It will need all the modern features that future customers will want as well.
* Corolla must change. But we should never destroy the popular base upon which Corolla sales are built. Our new car must reflect the wishes of the consumer, the ordinary people who drive Corollas.
* There should be no generation gap with Corolla. It should appeal to young and old alike. Corolla must also transcend national boundaries. It must perform as well in sub-zero temperatures as it does in the tropics or in the heat of the deserts of the world. Above all, Corolla must be a car that pleases.
* Corolla has an illustrious tradition. Now, let us build our new Corolla on that tradition, the kind of new Corolla we know the drivers of the world will expect.


Japan

Japanese market engines:

* 4K-U — 1.3 L (1290 cc) I4, 8-valve Pushrod, carb, 74 hp (55 kW)
* 5K-C — 1.5 L (1495 cc) I4, 8-valve Pushrod, carb
* 3A-U — 1.5 L (1490 cc) I4, 8-valve SOHC, carb, 80 hp (60 kW)
* 2T-G — 1.6 L (1587 cc) I4, 8-valve DOHC, carb, 115 hp (86 kW)


North American market engines:

* 3T-C — 1.8 L (1770 cc) I4, 8-valve Pushrod, carb, 75 hp (56 kW)
* 4A-C — 1.6 L (1587 cc) I4, 8-valve SOHC, carb, 90 hp (67 kW)

North American market chassis:

* E-71 — Sedan, 2-door/4-door (Std, DX)
* E-71 — Wagon, 5-door (Std, DX)
* E-71 — Hardtop, 2-door (SR5)
* E-71 — Sports Coupe, 2-door (SR5)
* E-71 — Liftback, 3-door (Std, SR5)
* E-72 — Sedan, 5-door (Std, DX)
* E-72 — Wagon (Std, DX)
* E-72 — Sports coupé 2-door (Std, SR5)
* E-72 — Liftback, 3-door (Std, SR5)
* E-72 - Hardtop, 2-door (Std, SR5)
* E-75 - Hardtop, 2-door (SR5)
* E-75 — Sports Coupe, 2-door (SR5)
* E-75 — Liftback, 3-door (Std, SR5)


Australian market engines:

* 4K-C — 1.3 L (1290 cc) I4, 8-valve Pushrod, carb, 65 hp (48 kW)
* 4A-C — 1.6 L (1587 cc) I4, 8-valve SOHC, carb, 90 hp (67 kW)