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Difference between revisions of "Category:Honda CX series"
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{{ | {{Motorcycle | ||
| name = CX series | | name = CX series | ||
| | | photo = honda cx500 1981 blue rhs.jpg | ||
| aka = | | aka = | ||
| manufacturer = | | manufacturer = Honda | ||
| parent_company = | | parent_company = | ||
| production = 1978–1983 | | production = 1978–1983 | ||
| Line 26: | Line 26: | ||
| wet_weight = | | wet_weight = | ||
| fuel_capacity = | | fuel_capacity = | ||
| recommended_oil = Honda GN4 10W-40 | |||
| related = | | related = | ||
| similar = | | similar = | ||
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The transmission spins opposite the engine crank to counteract the engine torque's tendency to tip the bike slightly to one side when the throttle is opened or closed. The gear shift lever is moved with the usual up-down motion of the left foot, but instead of rocking in a forward-backward motion as on regular bikes, it moves left-right. This difference is transparent to the rider, however, and requires no change in shifting technique. It also means that it is not possible to adjust foot peg and gear lever setup when personalizing riding position. | The transmission spins opposite the engine crank to counteract the engine torque's tendency to tip the bike slightly to one side when the throttle is opened or closed. The gear shift lever is moved with the usual up-down motion of the left foot, but instead of rocking in a forward-backward motion as on regular bikes, it moves left-right. This difference is transparent to the rider, however, and requires no change in shifting technique. It also means that it is not possible to adjust foot peg and gear lever setup when personalizing riding position. | ||
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 zerk fitting is provided for greasing the shaft bearing. This reduces the motorcycle's maintenance costs. | 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 zerk fitting is provided for greasing the shaft bearing. This reduces the motorcycle's maintenance costs. | ||
===Wheels=== | ===Wheels=== | ||
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The 1978 CX500 Standard had a large fuel tank, stepped seat, a round brake fluid reservoir and a plastic mini-fairing that was thought to look unusual at the time, and gave the bike the nickname "plastic maggot". Turn signals extend out through the mini fairing from the headlight's centerline. The CX500 Standard had silver Comstar wheels, 19 inch in front and 18 inch in the rear. | The 1978 CX500 Standard had a large fuel tank, stepped seat, a round brake fluid reservoir and a plastic mini-fairing that was thought to look unusual at the time, and gave the bike the nickname "plastic maggot". Turn signals extend out through the mini fairing from the headlight's centerline. The CX500 Standard had silver Comstar wheels, 19 inch in front and 18 inch in the rear. | ||
While [[V-twin]]s were nothing new, [[Moto Guzzi]] had been mounting them "in line" with the frame with [[Driveshaft|shaft drive]] for many years, this Honda was decidedly different. Not only was the 500 cc [[motorcycle engine|engine]] water cooled, but it had four [[Poppet valve|valves]] per [[cylinder (engine)|cylinder]] that were operated by [[Pushrod engine|pushrods]] rather than more conventional [[overhead cam]]s. <ref>{{ | While [[V-twin]]s were nothing new, [[Moto Guzzi]] had been mounting them "in line" with the frame with [[Driveshaft|shaft drive]] for many years, this Honda was decidedly different. Not only was the 500 cc [[motorcycle engine|engine]] water cooled, but it had four [[Poppet valve|valves]] per [[cylinder (engine)|cylinder]] that were operated by [[Pushrod engine|pushrods]] rather than more conventional [[overhead cam]]s. <ref>{{cite web|url=http://www.motorcycleclassics.com/Restoration-Technical/2008-03-01/Honda-CX500.aspx|title=1978-1982 Honda CX500|publisher=Motorcycle Classics|date=March/April 2008|accessdate=2009-02-25}}</ref> | ||
The styling was radical, upright forks and a short engine contributed to a stubby [[wheelbase]] on a bike that was rather tall. The CX500 was one of the first recipients of Honda's new Comstar wheels (and later, on B models, reverse comstar and a square brake fluid reservoir), which measured 19inch in front and 18inch at the back. | The styling was radical, upright forks and a short engine contributed to a stubby [[wheelbase]] on a bike that was rather tall. The CX500 was one of the first recipients of Honda's new Comstar wheels (and later, on B models, reverse comstar and a square brake fluid reservoir), which measured 19inch in front and 18inch at the back. | ||
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===CX500EC Eurosport=== | ===CX500EC Eurosport=== | ||
{{main|Honda CX500EC}} | {{main|Honda CX500EC}} | ||
Introduced in 1982 the EC variant is a much improved motorcycle compared to the original 500. Sharing many parts with the CX500 Turbo introduced the same model year, the Eurosport features air assisted front forks with anti-dive mechanism and air assisted prolink single shock rear suspension. The wheels are also modified, with an 18 inch diameter restyled round hole comstar front with a 100–90H18 | Introduced in 1982 the EC variant is a much improved motorcycle compared to the original 500. Sharing many parts with the CX500 Turbo introduced the same model year, the Eurosport features air assisted front forks with anti-dive mechanism and air assisted prolink single shock rear suspension. The wheels are also modified, with an 18 inch diameter restyled round hole comstar front with a 100–90H18 tire, whilst on the rear is a 120–80H18 tire. The brakes are vastly improved with much more effective twin pot calipers on the front and a new disc brake with twin pot caliper on the rear replacing the original drum. The Eurosport is also significantly restyled with a larger fuel tank, a nose fairing, side panels, seat, and tail unit that share much more modern lines. In the UK only two color options were made: white metallic with blue and red striping, or black with orange and silver stripes. The instrumentation is improved with the introduction of a fuel gauge and like the rest of the bike a much updated appearance. Plastic mudguards replace the chromed steel versions on the earlier machines curing the associated rust problems. The round headlight of the early bikes is also replaced with a rectangular lens which gives improved night lighting. | ||
The changes extended to the engine where Honda's early 1980s issues with cam chains were dealt with via the introduction of an automatic tensioner replacing the manual version on the earlier models. Other changes also meant that the standard valve clearances were reduced, possibly through tighter manufacturing control. Eurosport model engines are identifiable via the lack of a cam chain tensioner bolt and the revised valve covers which feature black painted stripes and satin alloy flat areas. | The changes extended to the engine where Honda's early 1980s issues with cam chains were dealt with via the introduction of an automatic tensioner replacing the manual version on the earlier models. Other changes also meant that the standard valve clearances were reduced, possibly through tighter manufacturing control. Eurosport model engines are identifiable via the lack of a cam chain tensioner bolt and the revised valve covers which feature black painted stripes and satin alloy flat areas. | ||
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===CX650T=== | ===CX650T=== | ||
{{main|Honda CX650T}} | {{main|Honda CX650T}} | ||
In 1983, the engine of the [[Honda CX500T|CX500 Turbo]] was bumped up to 673 cc which meant an increase from 77 to 97 horsepower, making it one of the more powerful motorcycles available that year. In addition to the increase in displacement, the compression ratio was increased while the maximum boost pressure was lowered, making for a less abrupt transition from off-boost to on-boost than was present in the earlier CX500 Turbo. The fuel-injection control system was substantially revised for the CX650 Turbo, and the rear shock received an update as well by adding a manually operated damping control mechanism. Cosmetically, the CX650 Turbo differs from its predecessor primarily in color and badging. However, in a cost cutting exercise, Honda manufactured the 650 Turbo fairing from [[Acrylonitrile butadiene styrene|ABS]] plastic as opposed to the 500 turbo's | In 1983, the engine of the [[Honda CX500T|CX500 Turbo]] was bumped up to 673 cc which meant an increase from 77 to 97 horsepower, making it one of the more powerful motorcycles available that year. In addition to the increase in displacement, the compression ratio was increased while the maximum boost pressure was lowered, making for a less abrupt transition from off-boost to on-boost than was present in the earlier CX500 Turbo. The fuel-injection control system was substantially revised for the CX650 Turbo, and the rear shock received an update as well by adding a manually operated damping control mechanism. Cosmetically, the CX650 Turbo differs from its predecessor primarily in color and badging. However, in a cost cutting exercise, Honda manufactured the 650 Turbo fairing from [[Acrylonitrile butadiene styrene|ABS]] plastic as opposed to the 500 turbo's Glass-reinforced plastic. It is one of the rarest production Hondas ever, with only 1,777 built and fewer than 1,200 imported to the U.S. and Canada.<ref>{{cite web|url=http://www.motorcycleclassics.com/motorcycle-reviews/1983-honda-cx650t.aspx|title=1983 Honda CX650T|publisher=Motorcycle Classics|accessdate=2009-08-04|date=May/June 2009|author=Margie Siegal}}</ref> The rest were distributed around the world but not sold in the Australian market. | ||
With their complex fuel injection systems and related sensors and actuators, the CX Turbos carried high prices and were a nightmare for shade-tree mechanics. And while spiraling insurance rates were affecting all performance bikes, many insurers looked unfavorably at turbocharged models in particular, assessing them with exorbitant premiums. So although the whistle of the turbo and resulting kick of acceleration boiled the adrenaline of those who rode one, the CX650 Turbo—along with the imitators that soon followed—sadly suffered a premature extinction. | With their complex fuel injection systems and related sensors and actuators, the CX Turbos carried high prices and were a nightmare for shade-tree mechanics. And while spiraling insurance rates were affecting all performance bikes, many insurers looked unfavorably at turbocharged models in particular, assessing them with exorbitant premiums. So although the whistle of the turbo and resulting kick of acceleration boiled the adrenaline of those who rode one, the CX650 Turbo—along with the imitators that soon followed—sadly suffered a premature extinction. | ||