Honda CX series bikes, including the GL500 and GL650 variants of the Silver Wing, developed and released by Honda in the late 1970s, with the end of production in part big market in the mid-1980s. This design includes innovative and unusual features and technologies that are unusual or unused at times such as liquid cooling, electric starter, low maintenance shaft drive, modular wheels, and dual CV type carburetors tuned to reduce emissions. The electronic ignition system is separate from other electrical systems, allowing the motorcycle to run and drive in the event of a total failure of the electrical system.
Video Honda CX series
Power train
Engine
The CX Series has a longitudinal aligned crankshaft configuration with a bicycle axis, similar to the Moto Guzzi layout. Unlike flat-boxer, the cylinder protrudes at an angle above the horizontal. The included angle of the CX is 80 °, and the head is twisted 22 ° so the inlet line does not interfere with the rider's feet. A camshaft nestles at the base V between the cylinders. Although Honda generally liked the OHC engine, the cylinder head rotation required the use of pushrods grease to operate four overhead valves per cylinder, with branched rocker sleeves that functioned to turn off any pushrod. The 5-speed transmission lies beneath the crankshaft, with both in the same housing, the setting that makes the machine short (wise length) but high enough. The machine has a compression ratio of 10.0: 1 and redala of 9.650 rpm. Just like with the Honda Gold Wing, the transmission spins counter to the engine speed to help ward off engine torque tendencies to tip a bike slightly to one side when the throttle is opened or closed.
CX is the first V-twin motor ever made by Honda. Originally designed as 90 ° V-twin. Honda built the prototype CX350 but never released to the public. In that version the cylinder head has no cylinder head rotation.
Transmission
The last drive is via the axis. Power is transferred through a closed spiced driveshaft with one universal connection. The bevel gear drive shaft to which the wheels are joined through the cush-drive, which absorbs and dampens vibration and driveline vibrations. The bevel drive spins in an oil bath, and a grease nipple is provided for greasing the shaft bearing.
Wheel
The ComStar wheel combines the versatility of wheels labeled with the strength and tubeless characteristics of a one-piece wheel. Honda introduced the Com-Star wheels a year earlier in the CB250T/400T Dream as well as on the CB750F2 and GL1000 Gold Wing, although it features a standard rim that requires deep tires to be used. The CX500 is the first production bike to use tubeless tires.
Maps Honda CX series
Chassis
The initial version has a conventional suspension, consisting of a hydraulic wetted front fork telescoping and a dual-coil over shock on the back. The newer version has an air-assisted fork and features a rear suspension of the Honda Pro-Link monoshock. US bikes (except GL500I, GL650I and Turbo) are equipped with single front disc brakes whereas all other bikes have dual front disc brakes. In addition to the 'vanilla' CX500B, the model after 1980 double piston caliper sport replaces the single piston caliper of the previous model. For Turbo and Eurosport models, the rear drum is replaced with double piston calipers and discs. All models have a steel tube frame with a large backbone, with a machine used as a member of stress. The dual shock model uses a single tube backbone while the Pro-Link models then use a triple tube backbone.
Variant
CX500
The 1978 CX500 Standard has a large fuel tank, stepped chairs, a rotary brake fluid reservoir and a mini fairing plastic that was seen to be unusual at the time, and gave the bike the nickname "plastic maggot". The turn signal extends through the mini fairing of the centerline of the headlights. The CX500 standard has a Comstar silver wheel, 19 inches in front and 18 inches at the rear.
While the V-twins are nothing new, since Moto Guzzi has installed it with crankshaft parallel to the frame with the shaft drive for years, this Honda is distinctly different. Not only the 497 cc water-cooled engine, it also has four valves per cylinder operated by pushrods rather than the overhead cams favored by Honda in the previous four-stroke engine design.
This style is a radical and upright fork and short machines contribute to a fat wheelbase on a rather high bike. The CX500 was one of Comstar Honda's new first wheel receivers (and later, on model B, revstar Comstar and rectangular brake fluid reservoir), measured 19 in (480 mm) in front and 16 in (410 mm) in return.
The fuel tank was tapering toward the front and a large, half-moon tail light came out of the short fairing behind the radically treaded chair. The end result is a mix of standard features, sports, and cruiser.
CX500 Custom
The "Custom" variant, introduced in 1979, has a smaller and narrower tank and stump handlebars. The main lights and gauges are similar to the CX500 Deluxe. Turn signal is now installed along the fork tube, below the headlight level. 1982 is the last model year for the CX500. In 1983 it crashed up to 673 cc and became the CX650. The CX650 style is different, and the engine is painted black, not from ordinary aluminum.
CX500 Deluxe
The "Deluxe" model appeared in 1979. This bike looks almost identical to the original CX500 Standard, with the exception of gauges and ordinary lights (85 mph) (mini fairing deleted) and Com Star black wheels upside down - 19 inches front and 16 inch rear. 1981 is the last year for the CX500 Deluxe model.
The CX500 meets with a great success rate. It proved to be reliable and economical, being the most inexpensive motor-drive shaft. Many examples still exist today, and along with GL Silverwings, quickly became a cult bike. There are club owners all over Europe and all over the world.
Sports CX500EC
Introduced in 1982 EC variant is a much better motorcycle compared to the original 500. Share many parts with the CX500 Turbo introduced the same model year, Sport (after the launch of CX650ED 'Eurosports', many people are referred to the CX500EC as well as' Eurosports 'although technically incorrect) features air-assisted pre-load forks with anti-dive mechanisms, known as TRAC (Torque Reactive Anti-dive Control), and air-pre-loaded air pre-loaded air suspension suspensions. The wheels are also modified, with a 18-inch (460 mm) round circular comstar with a front tire of 100-90H18, while at the rear is 120-80H18. The brakes are much better with more effective double pot calipers on the front and new disc brakes with twin caliper pots on the back replacing the original drum. Sport is also significantly improved with larger fuel tanks, nose fairing, side panels, chairs, and tail units that share a much more modern line. In the UK there are only two color choices: white pearls with blue and red lines, or black with orange and silver stripes. Instrumentation is enhanced by the introduction of fuel gauges and like the rest of the bike, a much more updated appearance. Plastic mudguards replace the chrome steel version on the previous machine that cured the associated rust problem. Early bicycle headlights are also replaced with rectangular lenses that provide better nighttime lighting.
This change extends to the engine where the late 1970s Honda with cam chains were handled through the introduction of automatic tensioner replacing the manual version on the previous model. Other changes also mean that the standard valve clearance is reduced, perhaps through tighter manufacturing controls. Sport modeling machines can be identified through the lack of cam chain tensioner bolts and revised valve covers featuring black painted stripes and flat-field satin alloys.
Changes make the Sports 500 significantly better to see and climb, and more reliable than previous versions. Then the CX650ED shares the majority of cosmetic changes introduced by 500EC, while in Japan the 400 cc version is introduced in the same style to comply with the license rules.
GL500 Silver Wing and GL650 Silver Wing
In 1981 Honda released the GL500 Silver Wing, which is an intermediate touring bicycle based on the CX500 engine. The GL500 engine is similar to the CX500 engine, but uses a more reliable transistor ignition system, which means the stator will only contain the discharge windings and will thus extinguish more power to operate the lights and other devices normally added to touring motorcycles. The GL500 also uses the Pro-Link Honda monoshock rear suspension and is available either as a bare bike or as an Interstate model with a fairing. Interstates include a large factory fairing, hard saddlebags, and luggage. This makes Silver Wing look like a miniature Gold Wing GL1100 Interstate. The 1981 model has a small tail rod, which was replaced by a larger rod in 1982. The trunk was interchangeable with the rear seat - the bike is the only rider with installed luggage, though there are aftermarket available to allow the luggage to be mounted behind the passenger seat.
In 1983 GL500 was upgraded to GL650. Regardless of the larger engine, the GL650 has slightly different fairing mounts and front engine hangers mounted than the GL500, and parts of the GL650 engine are painted black. The GL650's fuel economy is improved over GL500 due to significantly higher gearing and replacement of CX/GL500 mechanical radiator fan with an electric fan.
The CX-based Silver Wings were discontinued after the 1983 model. Overproduction of the 1982 GL500 caused some to be sold until late 1984. It remained to be titled as a 1982 motorcycle, but in some cases they were mistakenly labeled as later.
Turbo CX500
Turbo CX500 was released in 1982. The Turbo CX500 (also known as the CX500TC) was only produced for the 1982 model. It was replaced by the 1983 CX650 Turbo (D = 1983) model, which itself was discontinued in the same year. CX500T 1982 is Honda's first production motorcycle that has a programmable fuel injection system. With a fail-safe redundant system that works in conjunction with a separate ignition system. Electronic system failures are reported to the driver via two dashboard views: problems with the fuel injection system will turn on the "Fuel System" lights on the dashboard and problems with the ignition will flash the "TURBO" indicator.
Due to the uniqueness of bicycle technology, many bikes are sold to motorcycle care trade schools for the class.
The Powerplant CX500TC is based on a water-cooled V-twin with four overhead valves operated by pushrod per cylinder configuration used on the CX500 introduced several years earlier. The engine casing display is maintained almost intact from the original CX500. Turbocharger, at peak increase provides about 19 psi increases almost double the power output of the engine. The engine casing was changed to receive larger crankshaft bearings from the CX650 released in the same year, while suspensions, brakes, frames and fairings all differ significantly from the previous CX500 and the Pro-Link and TRAC (Torque Reactive Anti-dive Control) used on the CX500EC model (released 1982) and CX650ED (released 1983).
CX650C
The Custom CX650 is a one-year model manufactured in 1983 for the US market. Like other CX customs, especially the CX400C designed for Asia-Pacific, this model is a cruiser. The frame is completely different, and the style is marketed to accommodate American desires for the low look of an American cruiser bike. His semi-chopped semitic tank, tears, low seats and a clipped exhaust made him look like a dashing man. However, it is very similar in styling and price range to the 750 Shadow and Honda was chosen to have only one bike cruiser in that class, thus the reason for the short model life.
CX650ED
CX650ED or Eurosport was also introduced in 1983 and is cosmetically very similar to the CX500 Sports produced the previous year. It is intended for UK, Europe, Canada and Australia markets. Rem, suspension and advanced handling compared to the CX500 variant. This model shares many common features with CX500TC. Tubular frame design, TRAC anti-dive fork, Pro-Link rear suspension, twin-pot brakes, and front and rear discs. Although this model is not sold in the US, some have been imported by private owners.
CX650T
For the 1983 model year, the Turbo CX500 engine increased to 673 cc, along with increased power. In addition to the increase in displacement, the compression ratio increases and the maximum thrust pressure is lowered so as to make smoother transitions from off-boost to on-boost. The fuel injection control system is substantially revised for the Turbo CX650, and the rear shock receives updates as well by adding a manually operated damping control mechanism in addition to the pre-load "air" of the previous model.
Cosmetically, the Turbo CX650 is slightly different from its predecessors other than in color and badging. However, in a cost-cutting exercise, Honda produced 650 Turbo fairings of ABS plastic compared to 500 turbo GRP. Honda built 1,777 models, with less than 1,200 imported into the US and Canada.
In the fall of 1982, Honda intends to provide a new single CX650T for every American Honda Dealer for sale. Sales are sluggish due to high retail bike costs and expensive insurance rates. At the end of the year, dealers located in the Midwest began sending unsold bicycles to California where the bike was more popular and could be sold.
Other variants
The Japanese and European markets see the 400Ã, cc version of CX and GL, called CX400 and GL400. In Japan, GL650 SilverWing Interstate was released as a Limited Edition GL700 Wing Interstate, although it uses the same 674 cc engine used on the GL650. Also in Australia, the 1980-1982 CX500 standard model is known as the "CX500 Shadow".
References
Source of the article : Wikipedia
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