Gb500 honda


Honda GB500. - Пролетарский мужской журнал .

Любовь японских мотопроизводителей паразитировать на чужом дизайне хорошо известна. Примеров этого множество. Honda GB500 типичный пример из этого множества.

Дизайн Honda GB500 выдержан в типичном для британских кафе-рейсеров стиле. В восьмидесятые годы любителей двухколесной техники в Европе и США накрыла первая волна любви к классическому дизайну из пятидесятых-шестидесятых. К этому времени все производители британской классики практически передохли, выпущенные в шестидесятые кафе-рейсеры уже укатали. Желающим утолить жажду по ретростилю оставалось только обращаться к тюнинговым ателье и мастерским разного пошива.

Первыми новый тренд на рынке учуяли итальянцы и американцы. Harley, Moto Guzzi выдали на гора свои кафе-рейсеры. Естественно вскоре подключились японцы. Honda в своем желании сыграть на ностальгических чувствах ушла дальше всех. Появившаяся в 1985 году Honda GB500 почти в точности воспроизводила черты британских кафе-рейсеров шестидесятых годов, но не только их. В дизайне мотоцикла можно было увидеть влияние Norton Manx, AJS 7R. Это уже сильно не кафе-рейсеры а вполне серьезные болиды для гонок.

Сама Honda GB500 вряд ли показала бы велики результаты в мотоспорте, появись этот мотоцикл в шестидесятые. Двигатель GB500 взяли от Honda XL600. Силовой агрегат одноцилиндровый, рабочий объем 498 куб.см., мощность 33 л.с.. КПП пятискоростная. Привод клапанов в классическом для Honda стиле — цепью. Четыре клапана на цилиндр. Для японского рынка имелись 400 и 250 кубовые версии мотоцикла.

Экипажная часть Honda GB500 большим откровением не была. Рама можно сказать что довольно простовата для пятисотки. Но это было не главным. Главное дизайн. Если не вчитываться в название фирмы, то практически британская классика под ключ, но с японской надежностью.

Продажи в США Honda GB500 начались в 1989 году. Продержался мотоцикл на рынке не долго. Примерно два года. На момент начала продаж в США и Европе мода на классику пошла на спад. Еще одна причина скромного спроса. Honda поскупилась на двигатель для GB500. Все таки одноцилиндрового силового агрегата было мало, нужен был твин. Как это не удивительно мотоцикл, встретивший холодный прием в восьмидесятые, вполне востребован сейчас. Мода на кафе-рейсеры хоть и периодически идет на убыль, но этот тип мотоцикла остается востребован публикой. Honda GB500 это готовый кафе-рейсер, это если кто не хочет заморачиваться с тюнингом. Да у мотоцикла не буйный характер, но для некоторых это плюс. За Honda GB500 в приличном состоянии просят от 5 до 6 тысяч долларов.

amonov.livejournal.com

Honda gb500 - Wikipedia

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Honda gb500 • Wikipedia

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wikipedia.moesalih.com

Honda GB500TT, ,

:
HONDA
GB250 club man
MC10
, cc249 cc
132 kg
(/)52.2 km/L (at the time of 50 km travelling)
(**), 2090 mm x 685 mm x 1035 mm
(Tokyo area) 448,000 Yen
Air cooled 4 cycle DOHC4 valve one cylinder
type MC10E
, cc249 cc
10.2
()72.0 mm
()61.3 mm
Carburetor
VE17
CDI type magnetic ignition
Force splash combined use system
Self system
()1.8 L
()15 L
, (..) /.- kw (30 ps)/9000 rpm
*(*)/.- N m (2.5 kg m)/7500 rpm
, /-
, 52.2 km/L (at the time of 50 km travelling)
, 2.4 m
-
-
-
-
-
-
-
-
Semi-double cradle
26 degrees/30 minutes
96 mm
90/90- 1851 S
110/90- 1861 S
-
-
-
-
Hydraulic type disk
Mechanical cable type leading [toredeingu]
Telescopic system
Swing arm system
()-
()-
Wet multiple plate coil springs
type Regular gearing type 6 step return
1st gear 2.923
2nd gear 2.000
3rd gear 1.550
4th gear 1.304
5 speeds 1.125
6 speeds 1.000
2.826
2.714
Variable speed car change gear ratio -

www.autobike.ru

Honda GB500 TT Cafe Racer – BikeBound

The Honda GB500 TT (“Tourist Trophy”) was inspired by the Isle of Man TT racers of the 1960s, bikes like the Manx Norton and BSA Gold Star. Then, as now, TT riders braved the 37-mile Snaefell Mountain Course, blasting through tiny villages and between stone walls at unbelievable speed.  Like those old trophy racers, the GB500 is an air-cooled single, and even fresh from the showroom floor, the bike offered a slew of cafe racer design cues:  clip-ons, wire wheels, solo seat, and tank with knee grips. Though not the most powerful or sophisticated machine, the bike garnered a cult following, and many owners got hold of their bikes via the gray market.

Steve Jones, the owner of this beautiful GB, has invested in a number of tasteful modifications that retain the original identity of this rare machine while improving the performance, looks, and handling. We will let him give you the full scoop.

Custom GB500 TT:  In the Builder’s Words

The bike was in need of much TLC when I purchased it privately from a Velocette enthusiast; he had used this machine as a general runabout and neglected the maintenance. Despite this I paid over the odds for it because it was a very rare bike here in the UK; they were never officially sold here by Honda.

The first thing I did was completely strip it so I could repaint the frame and soda-blast the years of grime on the engine. While this was being done I sent the tank, side panels and front fender off to the paint shop to have it repainted in the original Honda Black/Green with Gold pin striping and new graphics.

After reading a few articles about the California models having the anti-smog pump and very restrictive exhaust system, I decided to remove it all. I sourced a custom-made Jack Batson stainless steel exhaust system, which is considered by fellow GB owners to be the best money can buy.

The removal of the anti-smog pump is very easy, but you need to blank off the front of the engine and fit rubber caps on the vacant nipples left on the Keihin Carb.

I decided that I wanted to café race the appearance to my own personal taste, but did not want to take away its original identity. I obtained some classic shrouded Hagon shocks to give it the more 60s classic look. The fairing is a universal Ducati 900ss style, but I had to make the cradle and mounting brackets.

The standard clip-ons were not suitable with this fairing and the only way around the problem was to purchase a set of Tommaselli fully adjustable clip-ons. Then, because of the extreme angle of the bars, I had to fit a remote master cylinder with reservoir. The fairing also went to the paint shop to be colour-matched.

The Rearsets are from an XBR500 and were a perfect fit, although my very old aching knees are finding them a little too extreme. The seat is a standard GB item but I got it reupholstered in calf skin and faux suede, just to be different. The engine is standard although it spent five hours on a race Dyno trying suitable jets for the carb. It is now pulling about 45bhp at the back wheel.

She is a fabulous machine to ride and is completely at home on the fast twisty roads, with a top speed of 110mph which isn’t bad for a 500 thumper and considering that awful thing from India only puts out 27bhp.

 

Tags: Cafe Racers, Exclusives, Honda, Honda GB500

www.bikebound.com

отзывы владельцев. Отзывы об автомобиле Хонда ГБ 500 Клабмен

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110km.ru

Honda Gb 500 Motorcycles for sale

$5,995

Seattle, Washington

Year 1989

Make Honda

Model -

Category -

Engine 499

Posted Over 1 Month

1989 Honda GB500 Tourist Trophy single-cylinder motorcycle showing 23,665 miles and climbing in this beautiful Summer weather here in the Pacific Northwest. This is the fourth GB I have owned and I have enjoyed them all. When I came across this bike a little over a year ago it was in less-than-perfect condition and, with some of the very difficult to find parts missing I decided it would be one to do a cafe' job on. My intent was to build a GB as it might have been if offered for sale in 1969 instead of 1989; an era pre EPA, DOT and the pox of accident/injury lawyers under which we currently suffer. To this end, I wanted to build a bike that was still a GB but a lighter, faster, louder GB and, to my eye, I got it right. The bike had a few miles on it, around 23,500 so the first thing was to make sure the engine was sound and running properly. Compression and leakdown tests were done and the numbers found to be satisfactory so the next step was to service the engine and address runability. The valves were set, sparkplug replaced, air filter changed, (the snorkel atop the airbox was removed to facilitate better breathing) and oil & filter changed. The smog pump was already off the bike and in a box, (where it belongs) so the carb was removed, cleaned, kitted, needle adjusted and re-jetted from it's skinny CARB-mandated OEM jets, (this is/was a CA-spec GB) with guidance from the great guys at Sigma Jet Kits. This simple act totally transformed the bike! It starts instantly, idles smoothly and pulls very strong through all five gears to redline. I would be willing to put this bike up against the 4,000-mile, Jack Batson Exhaust equipped GB I owned recently in terms of both straight-line and twisty-road performance...which brings us to the next issue to be addressed, weight. GB's are not heavy bikes to begin with, but their stock exhaust with huge resonator box is an abomination on such a small, sporting machine. Fortunately, that all beef wiener was already off the bike, replaced with a very simple little system that mimics the OEM unit's shape but...there's simply less of it. I don't know who made this thing or where it came from. It's not as lovely as that stainless steel work of art from Mr. Batson but it suits this little bike very well. So, that got rid of at least 15 pounds but now where else to go paring weight without resorting to a torch or saw? I wanted to clean up the look of the front end and while I love the rubber gaiters on my 60's & 70's CB's and CL's I remember when the Ceriani look was all the rage so, off with the fork boots! The OEM front fender, while not particularly heavy being made of ABS, was still too much so eBay yielded a nice little bolt-on chrome shorty and, problem solved! Next came that abomination of a rear fender with it's enormous tail light and stanchion; here I was gonna' get a two-fer gaining style and losing pork. Another off the shelf fender was found; small, chrome and lightly radiused and, when fitted along with the minimalist tail light suddenly that underseat grab bar had a reason for being as a fender support ala' period Triumphs and BSAs. Now I was getting somewhere and the huge stock turn signals were looming bigger by the minute. I found some LED units which were not only made of real metal but had the winker-clamped-to-a-separate-stem thing like my old Hondas, (a pair of resistors mounted under the seat got them flashing properly.) The bike needed a chain and sprockets so I went with a black chain with polished rivets to compliment the bike's overall black and alloy theme. The rear sprocket is really a favorite detail as it looks so old-school and does not suffer from that ugly safety-police chain guide riveted to the original. Tires, tubes and rimbands were replaced; the tyres being AVON AM26 RoadRiders which are available in the correct sizes and absolutely brilliant regardless of road conditions, (it rains a lot up here.) The OEM mirrors stuck up like a pair of rabbit's ears and simply had to go so a pair of tiny barends was fitted to the stock weights. The last issue was paint and upholstery...oh, and the missing seat cowl! Those cowls are unobtanium and stupid expensive if/when you can find one but I found a pattern part here on eBay hand-made by some guy in Germany, what a deal! The seat had been poorly recovered at some point so off to Mac's Upholstery in Seattle it went, returning as it's lovely self which you see here; with fresh foam for me bum! Now the paint... I've never been that big a fan of the OEM Black Green Metallic; it always looked a little muddy, ('though I like the stock graphics a lot.) I've been lusting after a Toyota Tacoma X-Runner recently and the Black Sand Mica finish available on that truck knocks me out so...you guessed it. Strangely enough, there is quite a bit of green in the pearlescence of this paint; the darn stuff almost looks stock, (but still better!) The stock graphics went back on and the bike was done. I'm not sure exactly why I'm selling this bike; it's a GB my way and I like it better than any I've owned. But there are soooo many bikes around here! My KTM Duke is giving me the stink-eye and begging me for that Keihin FCR I've been promising it. The Monster needs that damned valve inspection and belt replacement. My CB750K0 is due to go up on the lift for a freshening. OK, the GB's gotta' go. So, let's be clear; GB's have become collector bikes. I have friends who have spent north of $10K on them and I know how much some folks just love to trailer their bikes to shows and come home with a trophy and their self-esteem freshly repaired...this ain't that bike. It's not cosmetically perfect, it has miles, it's been MODIFIED for God's sake! It's a rider. It still draws attention from the uninitiated and GB guys as well. I like a little Wabi Sabi; I don't know if I've ever owned a perfect bike, (I've had new, does that count?) but I know that I want to ride my bikes without fear of a little wear and tear or worry with each mile that ticks by on the odometer. If you want perfect, they're out there; just plan on paying half again to twice as much as I'm asking for this one. If you buy it and you're not in town I can recommend and work with any shipper but it's on your dime. The bike has a clean, clear Title. No tool kit or Owner's Manual I'm afraid. 'Need more info? (206) 200-7014

Trim Tourist Trophy

tonersave.us


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