2024 Honda Ruckus: Performance, Price, And Photos

While it's built like basic transportation for the zombie apocalypse, find out why the Ruckus is so much more than an inexpensive urban commuter

If it ain't broke, don't fix it. This seems to be Honda's approach to its 2024 Ruckus, so it is, for all intents and purposes, a direct carryover. Well, unless you count the price increase for this year as a difference, I suppose. After a slow start overall, the Ruckus made it to our side of the world back in '03 and became one of the best-selling "50" models out there. Minimal bodywork keeps both weight and cost down while leaving little to the imagination.

Dual-surface tires make it equally at home both on-road and off-road to make it something of a go-anywhere little pitbike. Technically street legal, the Ruckus is only fast enough for neighborhood traffic and lower-speed areas, so this one may not be the best choice for most commutes that involve faster roads.

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Power for the Ruckus comes from a liquid-cooled, four-stroke thumper with Honda's V-Matic automatic transmission to finish out the drivetrain. The undersquare engine rocks a 37.8 mm bore and 44 mm stroke for a 49 cc actual displacement and spicy, 11.9-to-1 compression ratio that'll prefer higher-octane fuels.

An overhead cam times the two-valve head. The 2024 Honda Ruckus produces 4.3 horsepower and 3.35 pound-feet of torque. Mileage is also through the roof at a whopping 114 miles per gallon, but top speed is somewhere between 35 and 41 MPH depending on variables such as load, elevation, and such, so you'll have to keep to the slower roads. At least you have the option of heading off-road when necessary.

To Honda's credit, it stuck a good, old-fashioned kickstarter onto the drive unit for extra peace of mind when you do stray from the beaten path. The pushbutton starter function remains, but rather than mounting up a heavy starter unit, the alternator works in reverse as the starter then switches to a power generation mode once the engine is humming.

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To call the Ruckus "minimal" would be an exercise in understatement. The bodywork is rather Spartan with just enough coverage to mask the underpinnings. A full front fender provides good fling containment up front, while out back, a close-fit mudguard does the same for the rear wheel with an extra little kick at the end for even more containment.

Symmetrical, round, side-by-side, 35-watt headlights ride under a teensy luggage rack with the front blinkers mounted well up out of harm's way. The turn signals are audible, even with a helmet on, so you won't be "that guy" who is driving around the world making only left-hand turns. An analog speedometer serves as the only gauge with the usual array of idiot lights contained within and a low-fuel warning light. A small fairing hides the steering head, and the step-through has a nice flat deck for easy mounting/dismounting actions.

The well-padded seat rides on a pipe frame and rests your butt only 28.9 inches off the deck which will be confidence-inspiring at stops, even to the shortest of riders. Between the seat and the body is a void that you can use for some open-air storage, and of course, you can use the flat deck between your feet and helmet hook for a little more cargo capacity.

Like up front, the taillight and rear turn signals mounted high afford protection through visibility improvement to rearward traffic. It also keeps the lights themselves out of danger from terrain strikes and drops in the parking lot. Compact, clean, and classy, the air gap under the seat accentuates the minimalist build.

Length

73.2 inches

Width

28.9 inches

Height

40.4 inches

Seat Height

28.9 inches

Wheelbase

49.8 inches

Ground Clearance

5.7 inches

Fuel Capacity

1.3 gals

Curb Weight

194 lbs

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The underbone structure on the Ruckus relies on the strength of a two-piece, die-cast aluminum front frame section and steel rear frame, though none of it is visible under the close-fit bodywork. The front-end rake is very motorcycle-like at 26.5 degrees and toward the most agile end of the spectrum, but it's the dead-short 3-inch trail figure that really points to an uncommonly agile ride.

Telescopic forks float the front end on 1.9 inches of travel, while out back, the monoshock turns in a 2.6-inch stroke for an overall relatively plush ride. I expect the fat tires will absorb their fair share of energy as well, both on-road and off. Cast-alloy wheels mount a 120/90 ahead of a 130/90, both in a 10-inch diameter that is a little on the small side. The tread is all business with wide stealth knobbies that'll perform well on the blacktop and loose, off-road surfaces alike.

The mechanical brakes are rather quaint with 95 mm, cable-actuated drums at both ends. Needless to say, you can forget about ABS on this particular machine, so you'll have to rely on skill instead. If you have none, this bike will help you develop some to be sure.

Front Suspension/ Travel

Telescopic fork/ 1.9 inches

Rear Suspension/ Travel

Single shock/ 2.6 inches

Rake

26.5°

Trail

3.0 inches

Front Tire

120/90-10

Rear Tire

130/90-10

Front Brake

Mechanical 95 mm drum 

Rear Brake

Mechanical 95 mm drum 

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The 2024 Ruckus starts at $2,899, up $100 from the previous year. You can choose between beige with a brown seat and green subframe or black with a black seat and black subframe.

Colors

Black, Beige

Price

$2,899

Since the rest of the big-name scooter manufacturers cleave to either the metro style or the Italian style, none of them are appropriate here, so I went another route with the Mad Dog from Ice Bear ATV. Honestly, the front ends are very similar with rwu telescopic forks, twin headlights, and a small front fairing.

However, from there back, the Mad Dog is a slightly different animal with exposed framing, and a lot more of it, to leave the Mad Dog with nothing to hide. Credit where it's due, Ice Bear manages to get a disc brake on that front wheel. The engines are similar with a 50 cc displacement and a kick/electric starter system, but again Ice Bear shines with larger, 12-inch rims. The price works well in Ice Bear's favor with its $1,750 MSRP, but that may not be enough to overcome Honda's brand power.

"You can make arguments for the Ice Bear based on the merits, but name recognition carries a lot of weight, something the Maddog lacks never mind the price difference. In fact, I frequently see these Hondas around town, so I know they are selling in the Southern U.S. markets."

My wife and fellow Motorcycle writer, Allyn Hinton, says

"You know, you don't get any more old school than a carburetor and drum brakes. This is an awesome little Mad Max/zombie-apocalypse ride because there's nothing to it. It's easy to keep running, and it's the absolute base platform for customization. I would like to have 12-inch wheels on it, but it is what it is."

The Honda Ruckus has a claimed fuel economy of 114 MPG.

Downhill with a good tailwind, the Ruckus can manage about 40 MPH but not for long. This is strictly a low-speed, limited-range scooter.

Two people fit on a Ruckus as long as both of you are rather fit and good enough friends to snug up tight. Weight-wise, as long as both people are trim, you can count on getting up the road, however sluggishly.

With the 49 cc single-cylinder engine, the Ruckus produces 4.3 horsepower and 3.35 pound-feet of torque.

The engine in the Ruckus is a liquid-cooled 49 cc four-stroke overhead cam single-cylinder powerplant.

TJ got an early start from his father and other family members who owned and rode motorcycles, and by helping with various mechanical repairs throughout childhood. That planted a seed that grew into a well-rounded appreciation of all things mechanical, and eventually, into a formal education of same. Though primarily a Harley rider, he has an appreciation for all sorts of bikes and doesn't discriminate against any particular brand or region of origin. He currently holds an Associate's degree in applied mechanical science from his time at the M.M.I.