Riding a classic motorcycle with an A2 license can be the dream of many. At first glance, it seems simple: any model with less than the famous 63 hp (47 CV) (35 kW) should be valid.
However, the reality is much more complex. Even motorcycles that seem calm, reliable, and attractive, like the Honda Dominator, can fall outside the legal limits.
When these motorcycles were built, the A2 did not exist | formulamoto
The appeal of classic motorcycles for the A2
In the midst of the retro craze, riding a truly "authentic" classic is a very special experience. However, it is important to keep in mind that a motorcycle that is too old or delicate may not be the most practical option for daily use.
The real interest lies in those that are already starting to be considered classics for legal purposes. That is, over 30 years old and registered before 1995.
Among them are Japanese models from the first generations, the last national motorcycles, and some outstanding European ones that, if well kept and tuned, can be perfect for an A2 license.
The problem arises when we try to determine with certainty which ones meet the requirements and which ones do not.
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The evolution of the regulations
In the eighties and nineties, there was no power limit like the one set by the A2 today. The legislation was basically divided into two categories.
On one hand, A1 motorcycles, which had to have less than 4.6 cu. in. (75 cc). On the other hand, all the others for which the A license was required, the only one that existed at that time.
In addition, the publication of technical data was not always rigorous, which adds difficulty when verifying compatibility with the A2.
For example, a first-series Gilera KZ 125 could be ridden with this license. Meanwhile, a 1992 Honda NSR 125 in naked version was not allowed.
Similarly, a Yamaha XT 600E from the early nineties falls within the legal limits. But a Honda Dominator, with similar figures, is excluded.
No, you can't ride a motorcycle as calmly as the Dominator: it goes beyond the weight-to-power ratio. However, check its technical specifications | Honda
Maximum power and power-to-weight ratio
The A2 limit is not only about not exceeding 47 hp (35 kW). It is also mandatory to respect a maximum power-to-weight ratio of 0.2 kW per kilogram.
This means that a motorcycle with the 35 kW power limit must weigh at least 386 lbs. (175 kg). If the weight is lower, it will be excluded even if the power remains within the legal limit.
The Honda Dominator, for example, was rated at 63 hp (46 CV) (34.30 kW) for a weight of 335 lbs. (152 kg), resulting in a ratio of 0.22, thus exceeding the maximum allowed. In contrast, a 1991 Yamaha XT 600E, with 61 hp (45 CV) (33.55 kW) and 370 lbs. (168 kg), stands at 0.19, within the margins.
The case of the 1994 BMW F 650 is even clearer: its 65 hp (48 CV) leaves it out directly for exceeding the power limit.
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The particular case of two-stroke 125s
In two-stroke 125 sport bikes, maximum power is usually not a problem. The most powerful ones rarely exceeded 49 hp (36 CV). However, the reduced weight of many of them raises the power-to-weight ratio above the legal limit.
A 1991 Cagiva Freccia C-12, for example, was rated at 40 hp (30 CV) (22.37 kW) and a weight of 276 lbs. (125 kg). This means 0.17 kW/kg, well below the limit.
In contrast, a 1993 Honda NSR 125 F, with 40 hp (29.8 CV) (22.22 kW) and only 238 lbs. (108 kg), reaches a ratio of 0.205, placing it outside the permitted range.
Although the difference may seem minimal, the regulations are clear: exceeding the figure of 0.2 means you can't ride it with an A2 license.
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When the technical sheet works in your favor
The good news is that in the eighties and nineties, the power figures published by manufacturers had their tricks. Many times they were inflated for marketing reasons and did not always match those listed in the approved technical sheets. It is the latter that have legal validity, not the data found in catalogs or magazines of the time.
I experienced a clear example recently. A friend's son owns a first-series Honda CB 500 Four and wanted to know if he could ride it with an A2 license.
According to the published figures, it was rated at 67 hp (50 CV), which would leave it out. However, when checking the official technical sheet, it appears exactly as 35 kW, so it is suitable for this license.
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Examples of national and international motorcycles
With this in mind, we reviewed catalogs from the eighties and found several cases where the surprise is positive.
Among national 15 cu. in. (250 cc) road motorcycles, such as the Bultaco Metralla or OSSA Copa, the power was between 34 and 36 hp (25 and 27 CV), with no problems for the A2.
The big four-strokes, such as the Ducati 500 Twin and Desmo, were around 54 hp (40 CV) and had a high weight. The same goes for the Sanglas, including the 400Y with Yamaha engine, which also keeps them within the limits.
This is not the case with the OSSA Yankee 500, which exceeded 67 hp (50 CV). Nor with the OSSA Copa F3, which, although rated at only 46 hp (34 CV), weighed 238 lbs. (108 kg) and exceeded the 0.2 kW/kg limit.
In off-road motorcycles, identification is even more complex, but there are well-documented exceptions. Like the Bultaco Frontera 370 "A", a white and more civilized version launched in the eighties. With just over 27 hp (20 CV), it is fully within the permitted range.
Even so, it is always advisable to check the technical sheet, since some current OSSA Copa F3s come from conversions of regular Copas. This reduces their value as collector's items, but can even be advantageous for riding with the A2.
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The opening of the European market
The eighties marked the arrival of more European brands to the Spanish market. Among them, BMW, which was already synonymous with reliability and value as a classic.
A good example is the R45, although with nuances. In 1980 it was rated at 61 hp (45 CV), but a few years later the same motorcycle went up to 67 hp (50 CV), thus falling outside the limit.
With Moto Guzzi, something similar happened. The first V50s offered 44 hp (33 CV), while from 1982 onwards they went up to 66 hp (49 CV), thus exceeding the permitted limit.
Benelli also left interesting models for the A2. Beyond its legendary "Sei" six-cylinder and large-displacement models, unattainable for this license, the Benelli 354 is an attractive option.
With 21 cu. in. (350 cc) and four cylinders, it was rated at 51 hp (38 CV) and 399 lbs. (181 kg). Its character was peculiar: it revved up cheerfully, but without reaching high speeds.
Among the most exclusive Italian models are the Laverda SFC 500. It was a replica of its racing sisters, with 61 hp (45 CV) and 428 lbs. (194 kg). Also the Ducati Pantah SL.
In its 500 cc version, it was rated at 63 hp (46 CV) for 448 lbs. (203 kg), making it suitable for the A2. The 600 cc version, on the other hand, with 76 hp (57 CV), is automatically excluded.
What happens with many also happens with this R45: It depends on the year and the version | formulamoto
Japanese motorcycles in Europe, but not in Spain
In the early eighties, there were still no Japanese motorcycles in the Spanish market, but they could be found in other European countries.
In some cases, it is possible to import and register them as historic vehicles, although it should be noted that this process is neither simple nor cheap.
An example would be the Suzuki GSX 400 E. It was a kind of "mini Katana" that, in certain versions, could be valid for the A2.
Although not all meet the requirements. The authentic Katana 400s that arrived shortly after already exceeded the permitted power.
At that time, the German market applied tax benefits to motorcycles that did not exceed 36 hp (27 CV), which led to many 24 cu. in. (400 cc) models being approved with that power.
This was the case with the Yamaha RD 250, a smaller version of the legendary RD 350, which had 36 hp (27 CV) variants. Also the well-known SR 500, the big sister of the Spanish SR 250, was offered at this power figure.
There were even versions of the legendary XT 500 limited to 36 hp (27 CV). They are highly valued today and with prices that exceed those of many modern A2s.
However, not all versions were like this: a XT 350 from those years without the "German limitation" delivered 51 hp (38 CV) for only 287 lbs. (130 kg), exceeding the permitted power-to-weight ratio.
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New options arrive in the mid-eighties
In the mid-eighties, in 1985, some very interesting motorcycles arrived in Spain. The Honda XBR 500, for example, was a "neo retro" single-cylinder with 56 hp (42 CV) and 381 lbs. (173 kg), suitable for the A2.
Also included, just barely, were trail bikes like the Kawasaki KLR or the first Suzuki DR 600. However, their power increased and their weight decreased over the years, which requires checking the technical sheet in each case.
In 1986, the high-performance two-stroke 125s arrived. The Aprilia F-1 was rated at 35 hp (26 CV), although without an official published weight. The Gilera KZ and KK offered the same power, with 249 and 251 lbs. (113 and 114 kg) respectively, thus meeting the legal ratio.
This was not the case with the Aprilia Tuareg 125, which was rated at 47 hp (35 CV) and barely 207 lbs. (94 kg). These were figures that seemed hard to believe but were official. Nor did the first Honda trail bikes in our country, such as the XL 600, with 59 hp (44 CV) and only 295 lbs. (134 kg), fall within the limits.
On the other hand, models like the Honda CB 450 DX fit perfectly within the A2 limits, with 58 hp (43.5 CV). The case of the first Yamaha XS 400s that arrived in Spain is more doubtful. They were rated at 61 hp (45.5 CV) for 366 lbs. (166 kg), resulting in a coefficient of 0.204 kW/kg, slightly above the limit.
In addition, the only official technical sheet we have been able to consult for this motorcycle confirms that weight. For power, it only shows the "fiscal horsepower" data (3.84). It is a calculation system of the time based on displacement, number of cylinders, and engine type, with no direct relation to actual kW.
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The years of the power race
In the following years, choosing a classic motorcycle for the A2 license becomes more complicated. This is the era in which practically all displacements and styles enter a race to increase power and performance.
Models as attractive as the Gilera Saturno 500, a sporty single-cylinder as rare as it is spectacular, may seem like a possibility at first glance. However, when you do the math, it is ruled out: 59 hp (44 CV) and 298 lbs. (135 kg) result in a ratio of 0.24 kW/kg, above the limit.
Something similar happens with the first Honda CBR 250R with four cylinders and four strokes. Its 61 hp (45 CV) at 15,000 rpm for 306 lbs. (139 kg) give it a figure of 0.24, clearly outside the A2.
Even the popular Suzuki GS 500E is surprising: the first units, launched in 1988, were rated at 70 hp (52 CV). Only the versions from a couple of years later, depending on the engine and market, dropped below 63 hp (47 CV). And kept a weight of 373 lbs. (169 kg), so you would have to check the technical sheet of each specific unit.
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Ducati and custom options from the early nineties
In 1989, one of the first Ducati options for the A2 appeared after the 500s made in Spain and the Pantah 500 SL. It is the Ducati Indiana 350, an unusual custom in this displacement, which was rated at 51 hp (38 CV).
A few years later, the brand introduced the Ducati 400 SS Junior. It is a scaled-down "SuperSport" with 56 hp (42 CV) and 379 lbs. (172 kg). This gives a ratio of 0.18 and makes it a gem suitable for the A2, although very hard to find.
In 1992, one of the most highly regarded classic customs of all time arrived: the Honda Shadow 600. With 55 hp (41 CV) and 456 lbs. (207 kg), its suitability for the A2 is unquestionable.
Harley-Davidson, on the other hand, is ruled out in all those years: in 1993 the Sportsters were rated at 64 hp (48 CV) and other models reached 66 hp (49 CV). In any case, it is always advisable to check the technical sheet to confirm the registered figure.
That same year, the Yamaha Virago 535 also appeared, a legendary custom with 62 hp (46.2 CV) and 401 lbs. (182 kg), perfectly legal for the A2.
This is not the case with models that, despite their displacement or image, do not meet the regulations. The Suzuki Bandit 400 was rated at 72 hp (54 CV) and the Kawasaki ZZR 250 reached 64 hp (48 CV). The Kawasaki KLX 250, with 43 hp (32 CV), had such a low weight that it exceeded the power-to-weight ratio limit.
90s gem: Honda CBR 250RR: No, it exceeds the power-to-weight ratio | Honda
1994: the last "classic" year without new A2 options
In 1994, the last full year whose motorcycles are currently considered classics, no relevant new models were added for the A2.
Among the models that arrived, the BMW F 650 stands out, with 65 hp (48 CV) and therefore outside the limits. Also the new Ducati SS 600, which reaches 71 hp (53 CV). Or the Honda CB 500 twins, highly valued for their reliability and ease of use, but with 74 hp (55 CV) in their first versions, a figure that would soon rise to 80 hp (60 CV).
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