Honda CX500
1981 Honda CX500 (B-spec with minor modifications from standard)
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| Manufacturer | Honda |
|---|---|
| Production | 1978–1983 |
| Successor | GL500 Silverwing, ST series (influenced) |
| Engine | 500–673 cc water-cooled longitudinal OHV 80° V-twin, 4 valves per cylinder |
| Power | 50-77 hp (97 hp turbo) |
| Manufacturer | Honda |
|---|---|
| Production | 1981-1982 (GL500) 1983 (GL650) |
| Class | Touring motorcycle |
| Engine |
OHV, liquid-cooled V-twin engine 495 cc (GL500) 674 cc (GL650) |
| Power | 48 hp (36 kW; 49 PS) (GL500) 60 hp (45 kW; 61 PS) (GL650) |
| Transmission | 5-speed, shaft drive |
| Suspension | Front: Air-adjustable forks Rear: Pro-Link |
| Brakes | Dual front disc |
| Wheelbase | 1496 mm (58.9 in) |
| Seat height | 775 mm (30.5 in) |
| Weight | 217 kg (478 lb) (dry) 240 kg (530 lb) (wet) |
| Fuel capacity | 17.5 L (4.6 US gal) |
The Honda CX series motorcycles, including the GL500 and GL650 variants, were developed and released by Honda in the late 1970s, with production ending in most markets by the mid 1980s. The design included innovative features and technologies that were uncommon or unused at the time such as liquid cooling, electric-only starting, low-maintenance shaft drive, modular wheels, and dual CV-type carburetors that were tuned for reduced emissions. The electronic ignition system was separate from the rest of the electrical system, enabling the motorcycle to be push-started and ridden in case of a total electrical system failure.
The CX series feature a crankshaft configuration aligned longitudinally with the axis of bike, similar to the Moto Guzzi layout. Unlike a "boxer" flat-twin, the cylinders protrude at an angle above the horizontal. The included angle of the CX is 80°, and the heads are twisted 22° so that the inlet tracts do not interfere with the rider's legs. A camshaft nestles at the base of the V between the cylinders. Although Honda generally favors OHC engines, the cylinder head twist necessitated the use of stubby pushrods to operate the four overhead valves per cylinder, with a forked rocker arm acting off each pushrod. The 5-speed transmission is located below the crankshaft, with both in the same housing, an arrangement which keeps the engine short (length wise) but quite tall. The engine has a 10.0:1 compression ratio and 9,650 rpm redline. Just as with the Honda Gold Wing, the transmission spins contrariwise to the engine's rotation to help counteract the engine torque's tendency to tip the bike slightly to one side when the throttle is opened or closed.
The CX was the first V-twin motorcycle that Honda ever built. It was initially designed as a 90 ° V-twin. Honda built a prototype CX350 but it was never released to the public. In that version the cylinder heads did not have the cylinder-head twist.
Final drive is via a shaft. Power is transferred via an enclosed splined driveshaft with one universal joint. The shaft drives a bevel gear to which the wheel is joined via a cush-drive, which absorbs and dampens driveline shocks and vibrations. The bevel drive spins in an oil bath, and a grease-nipple is provided for greasing the shaft bearing.
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