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Difference between revisions of "Honda CB550F"
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{{Motorcycle | {{Motorcycle | ||
|name = Honda CB550F | |name = Honda CB550F | ||
| | |photo = 1976-Honda-CB550F-Orange-1266-0.jpg | ||
|aka = | |aka = Super Sport | ||
|manufacturer = [[Honda]] | |manufacturer = [[Honda]] | ||
|parent_company = | |parent_company = | ||
| Line 10: | Line 10: | ||
|successor = | |successor = | ||
|class =[[Standard]] | |class =[[Standard]] | ||
|engine = | |engine = 544[[cc]] Four Cylinder Inline, Air-cooled 4-stroke 0.H.C. engine | ||
|bore_stroke = | |bore_stroke = 58.!ix50.6mm | ||
|compression = | |compression = | ||
|top_speed = | |top_speed = | ||
| Line 23: | Line 23: | ||
|front_sprocket= 17T | |front_sprocket= 17T | ||
|rear_sprocket= 37T | |rear_sprocket= 37T | ||
|frame = | |frame = [[Double Cradle Frame]] | ||
|suspension = | |suspension = | ||
|brakes = | |brakes = | ||
|tires = | |tires = | ||
|rake_trail = | |rake_trail = | ||
|wheelbase = | |wheelbase = 1,405mm | ||
|length = | |length = 2,120 mm | ||
|width = | |width = 825 mm | ||
|height = | |height = 1,115mm | ||
|seat_height = | |seat_height = 805mm | ||
|dry_weight = | |dry_weight = 192 kg (423 lb) | ||
|wet_weight = | |wet_weight = | ||
|fuel_capacity = | |fuel_capacity = 14.0L (3.7 US gal) 5L reserve (1.3 USgal) | ||
|oil_capacity = | |oil_capacity = 3.0L (3.2 US qt) | ||
|recommended_oil= Honda GN4 10W-40 | |recommended_oil = Honda GN4 10W-40 | ||
|fuel_consumption = | |fuel_consumption = | ||
|turning_radius = | |turning_radius = | ||
|related = | |related = | ||
|competition = | |competition = | ||
|manuals = | |manuals = [[:File:Honda CB550F Factory Service Manual.pdf]] | ||
|front_tire= {{tire|3.25x19}} | |front_tire= {{tire|3.25x19}} | ||
|rear_tire= {{tire|3.78x18}} | |rear_tire= {{tire|3.78x18}} | ||
}} | }} | ||
The CB550F was the largest factory boring of the smaller block, air-cooled, 4 cylinder, single over-head cam motorcycles made by Honda during the mid- to late 1970s. The block of the CB550 was similar in appearance to, but considerably smaller than, the heavier casting of the CB750. These motorcycles had two stock gauge and exhaust configurations. The early models had a single gauge cluster and four individual exhaust tubes, each with its own muffling elements. The "Super Sport" model, featured a dual gauge cluster (with a separate speedometer and tachometer) and a stock 4-into-1 header. This configuration is shown in the adjacent photograph, repainted from the original "Candy Apple Blue" to yellow. A factory "Candy Apple Red" was also available. CB550s shared a similar emblem to the other "Fours" made by Honda: the triangular side covers had the upward-rounded displacement (550, in this case) with the word "Four" superimposed. | The '''Honda CB550F''' was the largest factory boring of the smaller block, air-cooled, 4 cylinder, single over-head cam motorcycles made by Honda during the mid- to late 1970s. The block of the CB550 was similar in appearance to, but considerably smaller than, the heavier casting of the CB750. These motorcycles had two stock gauge and exhaust configurations. The early models had a single gauge cluster and four individual exhaust tubes, each with its own muffling elements. The "Super Sport" model, featured a dual gauge cluster (with a separate speedometer and tachometer) and a stock 4-into-1 header. This configuration is shown in the adjacent photograph, repainted from the original "Candy Apple Blue" to yellow. A factory "Candy Apple Red" was also available. CB550s shared a similar emblem to the other "Fours" made by Honda: the triangular side covers had the upward-rounded displacement (550, in this case) with the word "Four" superimposed. | ||
As for the performance, the CB550F was over geared and could not reach yellow-line in 5th gear with the stock sprocket arrangements. With the stock gearing, the CB550F Super Sport was capable of reaching speeds in excess of 105 mph (169 km/h) with a 200 lb (91 kg) rider, while remaining well below 9200 rpm yellow line limit on the gauges. Valve floatation limited any desire on the part of the rider to extend the revolutions to red line, which was 11,000 rpm. The light weight of the motorcycle limited the appeal of the CB550 for longer distance rides, and though it was barely adequate for touring, it was superb for intermediate distance urban and freeway riding. A common modification was to add several teeth on the rear drive sprocket to make the motorcycle considerably quicker off the starting line and reduce some of the wear on the clutch. This was done at the price of some fuel economy and slightly higher levels of vibration. The single disk on the front was unbored and was prone to slipping in wet conditions until the disk was hot enough to evaporate off the water accumulation. Considerable care had to be exercised when riding in wet conditions due to a highly non-linear "grab" when the water film was squeezed dry. This posed a risk for loss of control under wet conditions for riders unfamiliar with this behavior. While there were both right-side and left-side caliper brackets on the stock forks, aftermarket modification of the front disk to a dual, bored-disk configuration was required for optimum all-weather, performance braking. Later, factory models of the small-block "Fours" included the slotted disk modification as a stock configuration. | As for the performance, the CB550F was over geared and could not reach yellow-line in 5th gear with the stock sprocket arrangements. With the stock gearing, the CB550F Super Sport was capable of reaching speeds in excess of 105 mph (169 km/h) with a 200 lb (91 kg) rider, while remaining well below 9200 rpm yellow line limit on the gauges. Valve floatation limited any desire on the part of the rider to extend the revolutions to red line, which was 11,000 rpm. The light weight of the motorcycle limited the appeal of the CB550 for longer distance rides, and though it was barely adequate for touring, it was superb for intermediate distance urban and freeway riding. A common modification was to add several teeth on the rear drive sprocket to make the motorcycle considerably quicker off the starting line and reduce some of the wear on the clutch. This was done at the price of some fuel economy and slightly higher levels of vibration. The single disk on the front was unbored and was prone to slipping in wet conditions until the disk was hot enough to evaporate off the water accumulation. Considerable care had to be exercised when riding in wet conditions due to a highly non-linear "grab" when the water film was squeezed dry. This posed a risk for loss of control under wet conditions for riders unfamiliar with this behavior. While there were both right-side and left-side caliper brackets on the stock forks, aftermarket modification of the front disk to a dual, bored-disk configuration was required for optimum all-weather, performance braking. Later, factory models of the small-block "Fours" included the slotted disk modification as a stock configuration. | ||