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Difference between revisions of "Category:Honda CX series"
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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>{{citation|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> | 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>{{citation|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 | 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 [[fuel tank]] tapered toward the front and a huge half-moon tail light jutted out from a short [[Motorcycle fairing|fairing]] behind the radically stepped seat. The end result was a mix of standard, sport, and cruiser features. | The [[fuel tank]] tapered toward the front and a huge half-moon tail light jutted out from a short [[Motorcycle fairing|fairing]] behind the radically stepped seat. The end result was a mix of standard, sport, and cruiser features. | ||
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===CX500 Custom=== | ===CX500 Custom=== | ||
The "Custom" variant, introduced in 1979, had a smaller, narrower tank and buckhorn handlebars that made the bike more [[Harley-Davidson|Harley-esque]]. The headlight and gauges were similar to the CX500 Deluxe. | {{main|Honda CX500C}} | ||
The "Custom" variant, introduced in 1979, had a smaller, narrower tank and buckhorn handlebars that made the bike more [[Harley-Davidson|Harley-esque]]. The headlight and gauges were similar to the CX500 Deluxe. Turn signals were now mounted along the fork tubes, below the level of the headlight. This model set its sights on more of a cruiser style and image-conscious rider.1982 was the last model year for the CX500. In 1983 it was bumped up to 673 cc and became the CX650. The CX650's styling was radically different, and the engine was painted black instead of silver. The CX650 could not compete against the comparably-priced, but much more powerful [[Honda Magna|VF750 Magna]], and was dropped the following year. | |||
===CX500 Deluxe=== | ===CX500 Deluxe=== | ||
{{main|Honda CX500D}} | |||
The "Deluxe" model appeared in 1979. This bike looked nearly identical to the original CX500 Standard, with the exception of regular (85mph) gauges and headlight (the mini fairing was removed) and black reversed Com Star wheels - 19 inch front and 16 inch rear. 1981 was the final year for the CX500 Deluxe model. | The "Deluxe" model appeared in 1979. This bike looked nearly identical to the original CX500 Standard, with the exception of regular (85mph) gauges and headlight (the mini fairing was removed) and black reversed Com Star wheels - 19 inch front and 16 inch rear. 1981 was the final year for the CX500 Deluxe model. | ||
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===CX650C=== | ===CX650C=== | ||
{{main|Honda CX650C}} | |||
The CX650 Custom was a one year model produced in 1983 for the US market. Its unique cruiser type styling sets it apart from all other CX variants. The frame is completely different, and the styling was marketed to accommodate the American desire for the low stretched look of American cruiser bikes. Its semi chopped fork, tear drop tank, low seat and truncated exhaust gave it a very rakish and appealing look. However, it was very similar in styling and price range to the 750 Shadow and Honda elected to have only one cruiser bike in that class, thus the reason for its short model life. | The CX650 Custom was a one year model produced in 1983 for the US market. Its unique cruiser type styling sets it apart from all other CX variants. The frame is completely different, and the styling was marketed to accommodate the American desire for the low stretched look of American cruiser bikes. Its semi chopped fork, tear drop tank, low seat and truncated exhaust gave it a very rakish and appealing look. However, it was very similar in styling and price range to the 750 Shadow and Honda elected to have only one cruiser bike in that class, thus the reason for its short model life. | ||
===CX650ED=== | ===CX650ED=== | ||
{{main|Honda CX650ED}} | |||
The CX650ED or Eurosport was also introduced in 1983 and was cosmetically very similar to the CX500 Eurosport produced to previous year. It was aimed at the UK, European, Canadian, and Australian markets and is really a superb motorcycle. The brakes, suspension and handling were far in advance of the CX500 variants, except for the Turbo of course, with which it shares many common features (TRAC anti-dive forks, Pro-Link rear suspension, twin-pot brakes and disc front and back. Unfortunately this model was not sold in the US although some have been imported by private owners. | The CX650ED or Eurosport was also introduced in 1983 and was cosmetically very similar to the CX500 Eurosport produced to previous year. It was aimed at the UK, European, Canadian, and Australian markets and is really a superb motorcycle. The brakes, suspension and handling were far in advance of the CX500 variants, except for the Turbo of course, with which it shares many common features (TRAC anti-dive forks, Pro-Link rear suspension, twin-pot brakes and disc front and back. Unfortunately this model was not sold in the US although some have been imported by private owners. | ||
===CX650T=== | ===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 [[Glass-reinforced plastic|GRP]]. 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. | 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|GRP]]. 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. | ||