|Front Tire||3.50-18 '82|
|Rear Tire||120/90-17 '82|
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The race for technological supremacy was at its height at the beginning of the Eighties multi-cylinder, multi-valve engines were all the rage. and the latest novelty was the turbocharger. Costly, and often imperfectly engineered. The turbo proved a flash in the pan. but that didn't prevent the best of the turbo bikes from acting as a superb technological showcase for their makers.
Honda shocked the world when in 1982 they introduced the world to the first production turbo motorcycle ever seen. It was also fuel injected and had the most radical fairing yet to be seen. It was upgraded to become the CX650T the next year and soon the other manufacturers responded with their own turbo motorcycles such as the Suzuki XN85 in 1983 and the GPz 750 Turbo introduced by Kawasaki in 1984. The CX500T(also known as CX500TC) was based upon the Honda CX500 which was also the platform upon which the Honda Silverwing 500 was built. There were only a total of approximately 5400 CX500T’s built. The world's leading manufacturer at the time, Honda had chosen to turbocharge a relatively small engine, and complicated the problem further by choosing a v-twin. The CX500 was more of a example of Honda's engineering capabilites, as turbos are more ideally suited to large, multi-cylinder engines that give a smooth exhaust flow.
The CX500 Turbo produced 82 bhp, well above the standard CX500's 50 bhp and was capable of incredible acceleration, but the turbo lag and step-down made it difficult to ride. It was a quite complex motorcycle since it had conquered two firsts for Honda: turbocharging and fuel injection.
Honda achieved its aim in a masterly manner, though at the expense of fearful technical complexity. If the original CX500 was plagued by a turbo that came in too sharply, the CX650T that followed was one of the best sports-touring bikes ever built. But it came too late, the turbo craze was over soon, and performance-hungry motorcyclists began turning towards increasingly large naturally aspirated engines. Honda had done its best to make the CX Turbo a success by employing the renowned Italian automotive stylist Giovanni Michelotti, who created a shape that was as practical as it was innovative. The CX's fairing offered a rare level of protection while forming an integral part of the machine.
The CX500TC is known to have electrical system problems specifically with the charging system, often having to have the stator and rotor replaced.
The CX500TC'82 500 Turbo was sold in 1982 in one color scheme: Pearl Altair White with Moonstone Silver Metallic. The body stripes were Day-Glo red, dark gray, and light gray. The "CX500" decal was Day-Glo red. The speedometer had a 85 mph (135 kph) limit. The wheels, hubs, and fork legs were gold color. The engine was a 497cc OHV liquid-cooled turbocharged V-twin linked to a 5-speed transmission and a shaft drive. It was fuelled by CFI fuel injection. The serial number began JH2PC030*CM000017
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