Honda cx series


Honda CX series - Infogalactic: the planetary knowledge core

CX series Manufacturer Production Successor Engine Power

1981 Honda CX500 (B-spec with minor modifications from standard)

Honda
1978–1983
GL500 Silverwing, ST series (influenced)
500–673 cc water-cooled longitudinal OHV 80° V-twin, 4 valves per cylinder
50-77 hp (97 hp turbo)

The Honda CX series motorcycles, including the GL500 and GL650 variants, were developed and released by Honda in the late 1970s, with production ending in most markets by the mid 1980s. The design included innovative features and technologies that were uncommon or unused at the time such as liquid cooling, electric-only starting, low-maintenance shaft drive, modular wheels, and dual CV-type carburetors that were tuned for reduced emissions. The electronic ignition system was separate from the rest of the electrical system, enabling the motorcycle to be push-started and ridden in case of a total electrical system failure.

Power train

Engine

The CX series feature a crankshaft configuration aligned longitudinally with the axis of bike, similar to the Moto Guzzi layout. Unlike a "boxer" flat-twin, the cylinders protrude at an angle above the horizontal. The included angle of the CX is 80°, and the heads are twisted 22° so that the inlet tracts do not interfere with the rider's legs. A camshaft nestles at the base of the V between the cylinders. Although Honda generally favors OHC engines, the cylinder head twist necessitated the use of stubby pushrods to operate the four overhead valves per cylinder, with a forked rocker arm acting off each pushrod. The 5-speed transmission is located below the crankshaft, with both in the same housing, an arrangement which keeps the engine short (length wise) but quite tall. The engine has a 10.0:1 compression ratio and 9,650 rpm redline. Just as with the Honda Gold Wing, the transmission spins contrariwise to the engine's rotation to help counteract the engine torque's tendency to tip the bike slightly to one side when the throttle is opened or closed.

The CX was the first V-twin motorcycle that Honda ever built. It was initially designed as a 90 ° V-twin. Honda built a prototype CX350 but it was never released to the public. In that version the cylinder heads did not have the cylinder-head twist.[1][better source needed]

Transmission

Final drive is via a shaft. 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 grease-nipple is provided for greasing the shaft bearing.

Wheels

The ComStar wheels combine the flexibility of spoked wheels with the strength and tubeless characteristics of one-piece wheels. Honda introduced the Com-Star wheels a year or so earlier on the CB250T/400T Dream as well as on the CB750F2 and GL1000 Gold Wing, although these featured standard rims that demanded inner tubes to be used.

Chassis

Early versions had conventional suspension, consisting of hydraulically damped telescoping front forks and dual coil-over shocks at the rear. Later versions had air-assisted forks and featured Honda's Pro-Link monoshock rear suspension. US bikes (except GL500I, GL650I and Turbo) were equipped with a single front disc brake whereas all other bike possess dual front disc brakes. Besides the 'vanilla' CX500B, models after 1980 sport dual piston calipers replacing the single piston caliper of the earlier models. For the Turbo and Eurosport models the rear drum was replaced with a dual piston caliper and disc. All models feature steel tube frames with a large backbone, with the engine used as a stressed member. The dual shock models use a single tube backbone whereas the later Pro-Link models employed a triple tube backbone.

Variants

CX500

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.[clarification needed]

While V-twins were nothing new, as Moto Guzzi had been mounting them with the crankshaft inline with the frame with shaft drive for many years, this Honda was decidedly different. Not only was the 500 cc engine water-cooled, but it had four valves per cylinder that were operated by pushrods rather than the overhead cams favored by Honda on its previous four-stroke engine designs.[2]

The styling was radical[citation needed] and 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 19 in (480 mm) in front and 16 in (410 mm) at the back.[citation needed]

The fuel tank tapered toward the front and a huge half-moon tail light jutted out from a short fairing behind the radically stepped seat. The end result was a mix of standard, sport, and cruiser features.

CX500 Custom

The "Custom" variant, introduced in 1979, had a smaller, narrower tank and buckhorn handlebars. 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. 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 different, and the engine was painted black instead of silver.

CX500 Deluxe

The "Deluxe" model appeared in 1979. This bike looked nearly identical to the original CX500 Standard, with the exception of regular (85 mph) 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 CX500 met with a good degree of success. It proved to be reliable and economical, being the least-expensive shaft-drive bike. Many examples still exist today, and along with the GL Silverwings, are fast becoming cult bikes. There are owners clubs throughout Europe and the rest of the world.

CX500EC Sports

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 Sport (following the release of the CX650ED 'Eurosports', many people referred to the CX500EC also as the 'Eurosports' although technically not correct) features air pre-load assisted front forks with an anti-dive mechanism, known as TRAC (Torque Reactive Anti-dive Control), and an air pre-load assisted prolink mono-shock rear suspension. The wheels were also modified, with an 18-inch-diameter (460 mm) restyled round hole comstar with a 100–90h28 front tyre, whilst on the rear is a 120–80h28. 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 Sports 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 colour options were made: white pearl with blue and red strips, 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 late 1970s 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. Sports 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 made the 500 Sports significantly better to both look at and ride, and more reliable than the previous versions. The later CX650ED shared the majority of the cosmetic changes introduced by the 500EC, whilst in Japan a 400 cc version was introduced with the same styling to comply with licence rules.

GL500 Silver Wing and GL650 Silver Wing

In 1981 Honda released the GL500 Silver Wing, which was a mid-sized touring bike based on the CX500 engine. The GL500 engine was similar to the CX500 engine, but used the more reliable transistorized ignition system, which meant the stator would contain only charging windings and thus would put out more power for operating the lights and other devices commonly added to touring motorcycles. The GL500 also used Honda's Pro-Link monoshock rear suspension and was available as either a naked bike or as an Interstate model with fairing. The Interstate included a large factory fairing, hard saddlebags, and a trunk. This made the Silver Wing look like a miniature Gold Wing GL1100 Interstate. The 1981 model had a small tail trunk, which was replaced by a larger trunk in 1982. The trunk was interchangeable with the back seat—the bike is rider-only with the trunk installed, although there was an aftermarket extender available to allow the trunk to be mounted behind the passenger seat.

In 1983 the GL500 was upgraded to the GL650. Apart from the larger engine, the GL650 had a slightly different fairing mounts and front engine hanger mount than the GL500, and portions of the GL650 engine are painted black. The fuel economy of the GL650 was improved over that of the GL500 due to significantly taller gearing and the replacement of the CX/GL500's mechanical radiator fan with an electric fan.

The CX-based Silver Wings were discontinued after the 1983 model year.[3] Overproduction of the 1982 GL500 caused some to be sold new as late as 1984. These should still be titled as 1982 motorcycles, however in some cases they have mistakenly been titled as later models.

CX500 Turbo

The CX500 Turbo was released in 1982. The CX500 Turbo (also known as the CX500TC) was only produced for the 1982 model year. It was superseded by the CX650TD (CX650 Turbo; D=1983) for the 1983 model year, which was itself discontinued the same year. It had a complex for the time, programmed fuel injection system with redundant fail-safe systems working in tandem with a separate ignition system. Electronic system failures were reported to the driver through two dashboard displays: an issue with the fuel injection system would light a "Fuel System" light on the dashboard and an issue with the ignition would flash the "TURBO" indicator.

The CX500TC powerplant was based on the water-cooled V-twin with four pushrod-operated overhead valves per cylinder configuration used in the CX500 introduced a few years earlier. The engine case look was retained nearly intact from the original CX500. The turbocharger, at peak boost providing approximately 19 psi boost nearly doubles the power output of the engine. The engine case is changed to accept the larger crankshaft bearings of the CX650 released in the same year, while the suspension, brakes, frame and fairing all differ significantly from the earlier CX500 and the Pro-Link rear suspension and TRAC (Torque Reactive Anti-dive Control) were used on the CX500EC (released 1982) and CX650ED (released 1983) models.

CX650C

The CX650 Custom was a one-year model produced in 1983 for the US market. Like other CX customs, especially the CX400C designed for Asia-Pacific, this model was a cruiser. 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 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

The CX650ED or Eurosport was also introduced in 1983 and was cosmetically very similar to the CX500 Sports produced the previous year. It was aimed at the UK, European, Canadian, and Australian markets. The brakes, suspension and handling were advanced in comparison to CX500 variants. The model shares many common features with the CX500TC. Tubular frame design, TRAC anti-dive forks, Pro-Link rear suspension, twin-pot brakes and disc front and back. Though this model was not sold in the US, some have been imported by private owners.

CX650T

For the 1983 model year, the engine of the CX500 Turbo was increased to 673 cc, together with an increase in power. In addition to the increase in displacement, the compression ratio was increased and the maximum boost pressure was lowered thus making for a smoother transition from off-boost to on-boost. 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 in addition to the "air" pre-load of the previous model.

Cosmetically, the CX650 Turbo differs little from its predecessor other than in colors and badging. However, in a cost-cutting exercise, Honda manufactured the 650 Turbo fairing from ABS plastic as opposed to the 500 turbo's GRP. Honda built 1,777 models, with fewer than 1,200 imported to the U.S. and Canada.[4]

Other variants

The Japanese and European market saw 400 cc versions of the CX and GL, aptly named the CX400 and GL400. In Japan the GL650 SilverWing Interstate was released as the Limited Edition GL700 Wing Interstate, although it used the same 674 cc engine that was used in the GL650. Also in Australia, the 1980-1982 CX500 'standard' models were known as the "CX500 Shadow".

References

Wikimedia Commons has media related to Honda CX.

infogalactic.com

definition of honda cx series and synonyms of honda cx series (English)

The Honda CX series motorcycles, including the GL500 and GL650 variants, were developed and released by Honda in the late 1970s, with production ending in most markets by the mid 1980s. The design included innovative features and technologies that were uncommon or unused at the time such as liquid cooling, electric-only starting, low-maintenance shaft drive, modular wheels, and dual CV-type carburetors that were tuned for reduced emissions. The electronic ignition system was separated from the rest of the electrical system, enabling the motorcycle to be push-started and ridden in case of a total electrical system failure.

  Power train

  Engine

The CX series feature a crankshaft configuration aligned longitudinally with the axis of bike, sometimes called a "flying" V-twin, because the cylinders point up on either side of the motorcycle but are not symmetrical. The CX was the first V-twin motorcycle that Honda ever built. Honda built a prototype CX350 but it was never released to the public. In that version the cylinders did not have the characteristic 22 degree twist.[1] Initially conceived as having a full 90 degree angle between the cylinders like the similar Italian machines like the 1976 Moto Guzzi 850 Le Mans and its predecessor from the early 1970s, the Moto Guzzi V7 750. Early testers reported that the Honda prototypes were too smooth. Also, the carburetors, which projected directly rearward from the cylinders, tended to interfere with the knees of riders. Subsequent engine designs had their V-angle tightened somewhat to 80 degrees, and the heads twisted inward at the rear by 22 degrees.

An innovative design places the crankshaft above the transmission, with both in the same housing. This keeps the engine short (length wise) but quite tall.

The engine design combines a 10.0:1 compression ratio and 9,650 rpm redline with overhead valves and a camshaft nestled at the base of the V between the cylinders. There are four overhead valves per cylinder, with unique forked rocker arms acting off each pushrod. The engine runs well on 87 octane petrol. It delivers nearly 50 hp (37 kW) at 9,500 rpm with high low-speed torque characteristics. Moto Guzzi, with their contemporary V50 Monza, delivered 48 hp at 7,600 rpm. This was from an aircooled, 2-valve 90° V-twin. This Guzzi model is little known outside Europe, so a direct comparison with Honda's CX500 is possible only on paper or amongst motorcycle enthusiasts.[2]

The cylinder bores are cast in the crankcase which complicates the overhaul process although many examples have gone 200,000 miles or more without any major engine work.

  Transmission

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.

  Wheels

The original Com-Star wheels combine the flexibility of spoked wheels (without the maintenance burden) with the strength and tubeless characteristics of one-piece wheels. This was one of the first production motorcycles to be equipped with tubeless tires along with the CBX six. Honda introduced the Com-Star wheels a year or so earlier on the CB250T/400T Dream as well as on the CB750F2 and GL1000 Gold Wing, although these featured standard rims that demanded inner tubes to be used.

  Chassis

Early versions had conventional suspension, consisting of hydraulically damped telescoping front forks and dual coil-over shocks at the rear. Later versions had air-assisted forks and featured Honda's Pro-Link monoshock rear suspension. US bikes (except GL500I, GL650I and Turbo) were equipped with a single front disk brake whereas all other bike possess dual front disk brakes. Models after 1980 sport dual piston calipers replacing the single piston caliper of the earlier models. For the Turbo and Eurosport models the rear drum was replaced with a dual piston caliper and disk. All models feature steel tube frames with a large backbone, with the engine used as a stressed member. The dual shock models use a single tube backbone whereas the later Pro-Link models employed a triple tube backbone. Later models are blessed with larger front forks and a factory installed fork brace which provides a noticeable improvement in handling.

  Variants

  CX500

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-twins were nothing new, Moto Guzzi had been mounting them "in line" with the frame with shaft drive for many years, this Honda was decidedly different. Not only was the 500 cc engine water-cooled, but it had four valves per cylinder that were operated by pushrods rather than the overhead cams favored by Honda on its previous four-stroke engine designs.[3]

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 19 inches (480 mm) in front and 18 inches (460 mm) at the back.

The fuel tank tapered toward the front and a huge half-moon tail light jutted out from a short fairing behind the radically stepped seat. The end result was a mix of standard, sport, and cruiser features.

The CX500 met with a good degree of success. It proved to be reliable and economical, being the least-expensive shaft-drive bike. Many examples still exist today, and along with the GL Silverwings, are fast becoming cult bikes. There are owners clubs throughout Europe and the rest of the world.

  CX500EC Eurosport

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 pre-load assisted front forks with an anti-dive mechanism, known as TRAC (Torque Reactive Anti-dive Control), and an air pre-load assisted prolink mono-shock rear suspension. The wheels were also modified, with an 18-inch-diameter (460 mm) restyled round hole comstar front with a 100–90h28 tyre, whilst on the rear is a 120–80h28 tyre. 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 colour 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 made the 500 Eurosport significantly better to both look at and ride, and more reliable than the previous versions. The later CX650ED shared the majority of the cosmetic changes introduced by the 500EC, whilst in Japan a 400 cc version was introduced with the same styling to comply with licence rules.

  CX500 Turbo

[In g[File:Honda CX500 Turbo.jpg|thumb|Honda CX500 Turbo]] The CX500T was the world's first factory produced turbo-charged production motorcycle, released in 1982. The CX500 Turbo (also known as the CX500TC) was only produced for the 1982 model year. It was superceded by the CX650TC in 1983, which was discontinued and not made available after 1984. It had a moderately complex, programmed fuel injection system with redundant fail-safe systems working in conjunction with an electrically isolated ignition system. The system worked well producing in excess of 80 horsepower at the rear wheel from just under 500cc's displacement and that turbo.

The CX500TC powerplant was based on the water-cooled V-twin / four pushrod-operated overhead valves per cylinder configuration used in the shaft-drive CX500 introduced a few years earlier—itself a groundbreaking design. In fact, the engine case was retained nearly intact from the original CX500, having been designed from the outset to accommodate turbo-charging. The turbocharger, at peak boost providing approximately 19 psi boost nearly doubles the power output of the engine. The engine case is one of the few items carried over from the original CX500 to the Turbo; the suspension, brakes, frame and fairing all differ significantly from the earlier CX500.

The CX500 Turbo, although capable of superb acceleration when on-boost, suffers somewhat from an abrupt and large step in power when transitioning from off-boost to on-boost. Furthermore, being the first production Honda motorcycle with fuel-injection, the engine control system is complex and, by current standards, quite bulky, requiring two separate enclosures as well as a number of pressure-carrying hoses... that is if you consider a half-dozen hoses and sensors, and a box mot much bigger than two cigarette packs bulky.

  CX500 Custom

  Honda CX500C Custom

The "Custom" variant, introduced in 1979, had a smaller, narrower tank and buckhorn handlebars. 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. 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 VF750 Magna, and was dropped the following year.

  CX500 Deluxe

The "Deluxe" model appeared in 1979. This bike looked nearly identical to the original CX500 Standard, with the exception of regular (85 mph) 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.

  GL500 and GL650 Silverwing

In 1981 Honda released the GL500 Silverwing, which was a mid-sized touring bike based on the CX500 engine. The GL500 engine was similar to the CX500 engine, but used the more reliable transistorized ignition system, so that the stator could contain only charging windings, and thus put out more power for operating lights and electronic devices commonly added to touring machines. The GL500 also used Honda's Pro-Link monoshock rear suspension, and was available both as a naked bike and as an Interstate model. The Interstate included a large factory fairing, hard saddlebags, and a trunk. This made the Silverwing look like a miniature GL1100 Goldwing. The 1981 model had a small tail trunk, which was replaced by a larger trunk in 1982. The trunk was interchangeable with the back seat—the bike is rider-only with the trunk installed, although there was an aftermarket extender available to allow the trunk to be mounted behind the passenger seat.

In 1983 the GL500 was upgraded to the GL650. Apart from the larger engine, the GL650 had a slightly different fairing mounts and front engine hanger mount than the GL500, and portions of the GL650 engine are painted black. The fuel economy of the GL650 was improved over that of the GL500 due to significantly taller gearing and the replacement of the CX/GL500's mechanical radiator fan with an electric fan.

The CX-based SilverWings were discontinued after the 1983 model year. Overproduction of the 1982 GL500 caused some to be sold new as late as 1984. These should still be titled as 1982 motorcycles but, in some cases, they have mistakenly been titled as later models.

  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 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

The CX650ED or Eurosport was also introduced in 1983 and was cosmetically very similar to the CX500 Eurosport produced the previous year. It was aimed at the UK, European, Canadian, and Australian markets. The brakes, suspension and handling were advanced in comparison to CX500 variants. Except for the Turbo, the model shares many common features with its CX500 siblings TRAC anti-dive forks, Pro-Link rear suspension, twin-pot brakes and disc front and back. Though this model was not sold in the US, some have been imported by private owners.

  CX650T

In 1983, the engine of the 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 ABS plastic as opposed to the 500 turbo's 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.[4] The rest were distributed around the world but not sold in the Australian market.

  Other variants

The Japanese and European market saw 400 cc versions of the CX and GL, aptly named the CX400 and GL400. In Japan the GL650 SilverWing Interstate was released as the Limited Edition GL700 Wing Interstate, although it used the same 674 cc engine that was used in the GL650. Also in Australia, the 1980-1982 CX500 'standard' models were known as the "CX500 Shadow". This made for much confusion when Honda released the VT500 and VT750 "Shadow" in 1983.

  Influence of CX design

The CX series motorcycle has had an influence on the design of Honda's successful ST1100 and ST1300 Pan European models. These also feature longitudinal, or "flying V" engines and shaft drive, although they have four cylinders, fairings and luggage. Early influence for the CX engine design may have come from the Marusho Lilac motorcycle when engineers went to work for Honda when Marusho finally went bankrupt in 1967.[citation needed]

  References

   

dictionary.sensagent.com

Honda CT series - Wikipedia

The Honda CT series was a group of Honda trail bike motorcycles made since 1964. The CT designation is a slight exception in Honda nomenclature in that "CT" does not indicate a series of mechanically related bikes, but rather a group of different bikes that are all for casual off-road use.

Overview[edit]

A description of the CT-series is necessarily convoluted because it spans several decades during which Honda altered its naming system, re-used previously issued CT designations, assigned different model names for different markets, and sometimes used multiple names for the same model within single markets.

The CT designation has been used for the Trail Cub series of bikes since 1964. Alongside, a ST-series bike was renamed CT70 for the Canadian and US market from 1969 to 1994. Honda also uses the CT designation to cover an Australia-only series of "farm bikes" for agricultural work. In 1981 Honda released a CT250S Silk Road "trekking bike", and in 1983 a Japan-only CT50 Motra minibike. These last two vehicles are mechanically unrelated to other CT-series bikes, and each other.

Trail Cub/Hunter Cub[edit]

Australian CT110 "Postie Bike"

The Trail Cub series is an offshoot of the popular Super Cub line, and the bikes are known by several names. In Japan they were introduced as the Hunter Cub, while in the Canada/US market they were called the Trail Cub or just "Trail" followed by a number indicating engine size, such as "Trail 90". Individual models may also be known by model number, such as CT90 and CT110. In Australia the CT110 has acquired the popular moniker "Postie Bike" due to its long association with the Australia Post.

These small 17" wheel bikes are intended for relatively slow off-road travel. They have 4-stroke engines ranging from 49 cc to 105 cc, and automatic clutches. All bikes have either 3- or 4-speed transmissions, plus a second choice of HIGH or LOW bands to apply the same gears to road travel or slower off-road travel. The early bikes achieved this by having two drive sprockets at the rear wheel, which required the rider to dismount and thread the chain onto the desired sprocket. Later bikes placed the two-stage choice within the gearbox, and required the rider to only move a lever.

1960–1962 C100H/C100T/CA100T "Trail 50"[edit]

1961 Honda C100H Hunter Cub Predecessor Engine Transmission
none
49 cc OHV 4-stroke
3-speed + stepped chainring, automatic clutch
1962 Honda CA100T Trail 50 Engine Power Transmission Tires Weight
49 cc OHV 4-stroke
5 hp @ 9,500 rpm
3-speed + stepped chainring, automatic clutch
2.25-17
68 kg (dry)

The initial model numbers are Super Cub numbers with the suffix H for Hunter, or T for Trail. These bikes are technically not CT-series bikes, but C- and CA- series variants. However, Honda would give the new Trail Cub line its own CT designation by 1964, so any overview of the CT-series should include these first models for clarity.

There is no CA100H because CA100 designated an America-only export Super Cub, hence H for Hunter version would not apply.

These first bikes exhibit the chief characteristics of the Trail Cub line. The Super Cub's plastic engine cover and leg shield were removed, exposing the long single tube joining the rear pressed-steel frame with the forks. The bikes have knobby tires, and the Super Cub's large front fender was replaced with a smaller unit to better clear mud. The Trail Cub has a single saddle followed by a large chrome equipment rack, on which a second saddle can be installed. There is also a skid plate to prevent damage to the low-slung engine. As with all Cubs, the gas tank is within the seat pedestal.

These bikes also introduce characteristics that would only be typical of the first few Trail Cub models. The forks are Super Cub style, being a pressed steel unit with small leading-link springs. The long exhaust pipe sweeps straight back horizontal near the ground, unlike the upswept exhaust that would become characteristic of later bikes. The stepped chainrings are also quite evident, as the larger off-road ring is nearly twice the diameter of the road ring.[1][2]

1962–1965 C105H/C105T/CA105T "Trail 55"[edit]

1963 Honda C105H Hunter Cub Engine Top speed Power Transmission
54 cc OHV 4-stroke
65 km/h
5 hp @ 9,500 rpm
3-speed + stepped chainring, automatic clutch

The "105" bikes are largely identical for their "100" predecessor. There is a slight increase in engine size from 49 cc to 54 cc, and 1963 sees the introduction the distinctive upswept exhaust with large chrome heat-shield.[3]

1964–1966 CT200 "Trail 90"[edit]

1964 Honda CT200 Hunter Cub Engine Transmission
87 cc OHV 4-stroke
3-speed + stepped chainring, automatic clutch
1965 Honda CT200 Trail 90 Engine Transmission Tires
87 cc OHV 4-stroke
4-speed + stepped chainring, automatic clutch
2.50-17, 2.75-17

The 1964 CT200 is technically the first "CT-series" Honda.

This bike represents a relatively large increase in engine size from 54 cc to 87 cc, and the introduction of a 4-speed transmission. This bike also introduced adjustable steel-tube handlebars, rather than the fixed, pressed-steel covered, Super Cub style bars of previous bikes. It was a bigger heavier bike, the frame and engine being based on the CM90, rather than the C100.-[4][5][6][7]

1966–1979 CT90 "Trail 90"[edit]

1970 Honda CT90 Trail 90 Predecessor Successor Engine Transmission Brakes Tires Wheelbase Dimensions Fuel capacity Oil capacity Fuel consumption
CT200 (Honda)
CT 110 (Honda)
89.5 cc OHV 4-stroke
dual-range 4-speed, automatic clutch
Drum front and rear
2.75-17-4PR
1.215 m
L: 1.870 mW: .680 mH: 1.040 m
6 l
.95 L
80 to 90 mpg
1974 Honda CT90 Trail 90 Engine Transmission Tires Wheelbase Dimensions Seat height Fuel capacity
89.5 cc OHV 4-stroke
dual-range 4-speed, automatic clutch
2.75-17-4PR
1.220 m
L: 1.870 mW: .740 mH: 1.060 m
.775 m
5.5 l

The CT90 begins the now-familiar Honda nomenclature of prefix letters indicating bike family, followed by numbers indicating engine size. The 87cc OHV engine is replaced by an 89cc alloy-head OHC unit, which is basically a 4-speed version of that used in the CM91 Super Cub.

This model sees two important improvements to the series. In 1968 the stepped-chainring is replaced with a convenient secondary gearbox that only requires a turn of a small lever placed near the rider's left heel. In 1969 the Super Cub style leading-link fork is replaced with a modern telescopic fork of greatly increased travel.

This Trail Cub would become one of the most popular models, staying in production for 13 years.

1968 CT50 Hunter Cub[edit]

1968 Honda CT50 Hunter Cub Engine Transmission
49 cc OHV 4-stroke
dual-range 3-speed, automatic clutch

In 1968 Honda announced a new CT50 Hunter Cub for the home market. This light-weight bike featured the new dual-range gearbox, coupled with a 3-speed transmission. It retained the Super Cub style leading-link fork.[8][9]

1980-2008 CT110 "Trail 110"[edit]

1981 Honda CT110 Hunter Cub Engine Power Torque Transmission Tires Wheelbase Dimensions Seat height Weight Fuel capacity Fuel consumption Turning radius
JD01E 105 cc OHV 4-stroke
7.6 hp @ 7,500 rpm
0.85 kg-m @ 6,000 rpm
dual-range 4-speed, automatic clutch
2.75-17-4 PR
1.220 m
L: 1.905 mW: 0.755 mH: 1.060 m
.770 m
87 kg (192 lb) (dry)92 kg (203 lb) (wet)
5.5 l (1.452 g)
60 km/l @ 50 km/h (140 m/g @ 31.1 m/h)
1.8

The CT110 is the final model of the Trail Cub line. It is largely identical to the CT90 except for an increase in engine size from 89.5 cc to 105 cc. Very late model CT110 have a completely enclosed chainguard like a Super Cub.

The bike was last sold in the USA in 1986. Honda lists domestic production from 1981 to 2000.[10][11]

The CT110 has a long association with the Australia Post as a mail carrier vehicle, leading to the popular moniker "Postie Bike". Australia Post was still receiving hundreds of new CT110 as recently as 2010.[12]

CT50 Motra[edit]

The CT50 Motra is a minibike produced in 1982–1983 for the Japanese domestic market. It has a boxy rugged appearance, with an angular steel-tube and panel frame supporting large racks fore and aft. This utility/military style is emphasized by a lack of decorative chrome, and by a solid yellow or green paint scheme for all bodywork and wheels.

It is unrelated to the Trail Cub series, and should not be confused with the 1968 CT50 Hunter Cub.

CT70 "Trail 70"[edit]

The Honda ST70 Dax was sold in Canada and the USA as the CT70 "Trail 70" from 1969 to 1994 . It is a minibike distinguished by a pressed-steel "T-bone" frame, and equipped with folding handle-bars.

The slightly larger ST90 Dax was sold in the USA as the Trailsport, but was not given a CT-series designation. This was probably to avoid confusion with the concurrent Trail Cub CT90 "Trail 90".

CT125/CT185/CT200 Farm Bikes[edit]

1982 CT185 Also called Engine Power Torque Transmission Tires Wheelbase Dimensions Seat height Weight Fuel capacity
MD05
180.2 cc SOHC single-cylinder air-cooled 4-stroke
13.2 hp @ 7,500 rpm
1.43 kg-m @ 4,500 rpm
5-speed
3.00-19-4PR, 3.50-18-4PR
1.295 m
L: 2.035 mW: .900 mH: 1.100 m
.820 m
106.5 kg (dry)
6.2 l
1977 CT125 Engine Bore / stroke Transmission Suspension Brakes Tires Rake, trail Wheelbase Dimensions Seat height Fuel capacity
124.00 ccm (7.57 cubic inches) SOHC single-cylinder air-cooled 4-stroke
56.5 x 49.5 mm (2.2 x 1.9 inches)
5-speed
Inverted Forks, Twin Rear Spring
Expanding brake (front and rear)
3/19-4PR (front) 4/18-4PR (rear)
n/a, 110 mm (4.3 inches)
1,295 mm (51.0 inches)
L: 2,035 mm (80.1 inches)W: 900 mm (35.4 inches)H: 1,100 mm (43.3 inches)
813 mm (32.0 inches)
6.05 liters (1.51 liters reserve)
1984 CT200 Also called Engine Transmission Tires Wheelbase Dimensions Seat height Fuel capacity
MD12
191.8 cc SOHC single-cylinder air-cooled 4-stroke
5-speed
3.00-19-4PR, 3.50-18-4PR
1.295 m
L: 2.035 mW: .900 mH: 1.100 m
.820 m
6.2 l

Honda has built a series of Australia-only CT bikes for agricultural work. As a general description these are variants of Honda dirt bikes, equipped with larger saddles, a fully enclosed chainguard, and front and rear racks.

The last model of CT110 Trail Cub (described above) is also marketed as a Farm Bike in Australia. It is not mechanically related to these bikes.

CT125 "Trail 125"[edit]

The 1976–1985 Honda CT125 is a 125cc fourstroke motorbike which was designed for farm use. The bike is actually an XL125 with a more 'comfortable' seat. These bikes are very reliable because of the small fourstroke engine. The CT125, which takes its engine from the TL125 with different gear ratios, also has lower gearing than the XL125. The first two gears are spaced very close together for low speed operation. The CT also came with a chrome rear rack, a steel handlebar/lever protector, engine guard, sidestand guard, a smaller 19" front wheel (XL125 had a 21"), and a unique enclosed chainguard that completely covers the drive chain. The seat is also shorter and the bike is only designed to carry one person, not two. Also specific to the CT125 are the large mudflaps front and rear. The frame is painted Shiny Orange as is the tank and sidecovers. The XL had a black frame. The CT125 also has a welded on bash plate on the bottom of the frame.

The CT125 was also exported to the USA and Canada for 1977 only.

CT250S Silk Road[edit]

CT250S Silk Road Also called Engine Transmission Tires Wheelbase Dimensions Seat height Fuel capacity

1981 CT250S Silk Road

L250S
L250SE 248 cc OHC 4-valve single-cylinder air-cooled 4-stroke
6-speed
3.00-19-4PR, 3.50-18-4PR
1.390 m
L: 2.140 mW: 0.815 mH: 1.125 m
0.775 m
11 l

The 1981 CT250S Silk Road was Honda's attempt at a "trekking" motorcycle, marketed between its mechanical siblings, the CB250RS road bike and the XL250 dirt bike. It has slightly more ground clearance than the CB250RS, and an upswept and close-fitted chrome exhaust that is kept clear of both debris and luggage. The Silk Road was offered with a single saddle followed by a chrome baggage rack. A removable pillion seat can be fitted to this rack. Its 6-speed transmission is geared as a regular 5-speed plus one extra-low gear.[13][14]

See also[edit]

References[edit]

  • 1962 Honda CA100T Trail 50 infobox specifications from these pages on 2008-03-01:
  • 1963 Honda C105H Hunter Cub infobox specifications from these pages on 2008-03-01:
  • 1964 Honda CT200 Hunter Cub infobox specifications from these pages on 2008-03-01:
  • 1965 Honda CT200 Trail 90 infobox specifications from these pages on 2008-03-01:
  • 1968 Honda CT50 Hunter Cub infobox specifications from these pages on 2008-03-01:
  • 1981 Honda CT110 Hunter Cub infobox specifications from these pages on 2008-03-01:
  • 1984 CT200 infobox specifications from these pages on 2008-03-01:
  • 1981 CT250S Silk Road infobox specifications from these pages on 2008-03-01:

en.wikipedia.org

Серия мотоциклов Honda CX (GL) - Мои статьи - Каталог статей

Серия мотоциклов Honda CX (GL)

Серия мотоциклов Honda CX (GL)Honda CX 500

Икуниккэи* На японском языке – дань уважения японцу по национальности, но живущему в другой стране.

   В начале мотосезона 2009 года в поле зрения попал очень редкий и особенный мотоцикл. Это была Honda CX500 модификации Custom, 1979 года выпуска. На просторах Украины подобную технику в оригинальном состоянии найти практически невозможно. Очень малочисленные его «собратья» редко меняют хозяев. И это не просто любовь к модели, это религия.

   Серия мотоциклов Honda CX (GL) была разработана и выпущена в конце 70-х годов прошлого столетия. Их производство полностью закончилось в середине 80-х годов. В линейке было 6 моделей: CX500, CX500E Eurosport, CX500 Turbo, CX500 Deluxe, GL500 Silverwing и CX500 Custom, а так же их 650-ти кубовые версии. Их роль в истории мотостроения очень тяжело преувеличить. Это были первенцы, на которых в конвейерных масштабах были использованы инновационные (по тем временам) технологии, бывшие на то время большой редкостью у других производителей мотоциклов.    Ниже – неполный список всех внедрённых новшеств. Это жидкостное охлаждение и сдвоенные карбюраторы с одним ускорительным насосом, который работает на оба карба. О наличии кика можно забыть – только электростартер. Цилиндры отлиты прямо в картере. V-Twin имеет непривычное – продольное расположение (по коленвалу). Кстати, мотоциклы серии CX были первыми в компании Honda, оснащаемыми V-Twin-нами с продольным расположением коленвала. Но, в отличие от итальянских Moto Guzzi (с которыми дилетанты и ныне часто его путают) угол развала цилиндров у Хонды составляет 800. При этом головки цилиндров расположены не вдоль оси коленвала. Их угол разворота равен 220 (впускным окном в сторону рамы). Этим приёмом конструкторы избежали контакта карбюраторов с коленками пилотов. Один распредвал, что расположился внизу, между цилиндрами, приводит все 8 клапанов сдвоенными толкателями. Коленчатый вал расположен выше коробки передач и находится с ней в одном картере, что дало возможность сделать двигатель очень коротким, а также уменьшить расходы на обслуживание мотоцикла. При этом корзина сцепления находится не сзади, а впереди! Крутящий момент на кардан передаётся через пробуксовочную муфту, которая призвана защитить двигатель и мост от избыточных нагрузок. Рычаг переключения пятиступенчатой коробки передач перемещается обычным движением левой ноги «вверх-вниз», но при этом его форма такова, что он двигает вилку коробки передач «влево-вправо». Переключение привычно для пилота и значительно упрощает саму коробку передач. Система электронного конденсаторного зажигания (CDI) отделена от остальной электрической схемы, что позволяет мотоциклу ехать даже в случае полного отказа электрооборудования. Во всех модификациях СХ и GL использовались сборные модульные колеса серии COMSTAR, которые сочетают в себе гибкость спицованых и силу цельнолитых. Серия СХ была одной из первых в мире, оснащавшаяся бескамерными шинами, а также дисками на 19 дюймов спереди и 16 дюймов сзади. Стоит упомянуть и турбину, впервые в мире установленную на серийный мотоцикл (CX500 Turbo).

   Серия CX сломала множество стандартов и убеждений того времени. Эти мотоциклы оказались очень популярными, как среди полицейских, так и простых мотоциклистов. Они были самыми дешевыми среди всех мотоциклов, имевших в качестве привода карданный вал. Многие экземпляры прошли более 200 000 км и более без каких-либо проблем с двигателем и агрегатами трансмиссии.   Серия мотоциклов CX оказала огромное влияние на дизайн и технические решения последующих успешных мотоциклов Honda ST1100 и ST1300 Pan-European, GL1100 Gold Wing, в которых и ныне проглядываются черты их прародителей из серии «CX».   Возраст. С годами понимаешь, что возраст – понятие очень относительное. В детстве тебе кажется, что ты уже достаточно взрослый, а с возрастом – что ты ещё достаточно молод. И в результате, оказывается, что твой возраст зависит от того, насколько ты сам себя ощущаешь.

   Примерно также и с техникой. Вот строят ученые космические аппараты, для которых потом десятилетия без ремонта будут не сроком. Или плохо собранный китайский скутер, которому судьба назначила года два-три от силы протянуть из-за тотальной экономии, погоняемой дешевизной. Но каждая модель проживает свою жизнь, какой бы длины она ни была. У каждого был миг создания, пика и угасания. Некоторые оставили после себя значимый след в истории, а некоторые были забыты.Владелец  Honda СX500:Андрей Блинов

   При кажущейся схожести модификаций СХ и GL очень отличаются техническим оснащением. Гордостью же модельного ряда этой серии мотоциклов, бесспорно, является спортивная версия, CX500E. У неё стоит гидропневматическая вилка Showa c перьями 39мм, «антиклевком» и пневмоподкачкой, пневматический моноамортизатор с прогрессивной системой Pro-Link, самые «богатые» колёса COMSTAR, называемые в народе «бумеранги», оба – 18-го радиуса. Тормозная система тоже на высоте – дисковые, с двумя двухпоршневыми скобами спереди, и дисковые же, с однопоршневой скобой сзади. Приборная панель имеет вид автомобильной и хорошую информативность. Двигатель приобрел транзисторное зажигание, что выровняло его рабочую характеристику. Автоматический натяжитель цепи ГРМ сильно упростил эксплуатацию этого сложного узла. Бак на 19 литров позволяет почти 350 км не думать о заправках. Заводской обвес состоит из небольшого полуобтекателя, что явно не соответствует ТТХ мотоцикла, и все немецкие тюнинговые ателье (а Германия была основным потребителем данной модификации) ринулись лепить обтекатели для CX500E, от туристических, до полных «RR» обвесов. Для почти 200 км/ч, которые этот мотоцикл способен развить, без хорошей ветрозащиты – никак.    Следующей «ступенью» идёт GL500. И, хотя внешне он похож на CX500 Custom, по ТТХ он всё же ближе к CX500Е. Тот же моноамортизатор с Pro-Link, вилка – та же гидропневматика с подкачкой, но… вместо 39 мм – 37 мм и без «антиклевка». Флагманом модельного ряда являлась модификация GL500 Silver Wing Interstate, которая совпадала по обвесу с GL1100 Gold Wing и позиционировалась, как «младший» круизер. Двигатель также имеет транзисторное зажигание. Передняя тормозная система, как и у CX500E, двухдисковая, двухпоршневая гидравлика, а вот задние – уже механические барабанные. Комбинация колёс как в Custom (19/16). Бак – на 19 литров.   «Спускаемся» дальше…СХ500 и Deluxe являются дорожниками, и отличаются между собой исключительно колёсами и передними тормозами. У Deluxe рисунок колёс, как и у GL500, но передние тормоза чаще всего – двухпоршневые. В остальном – «пролетарская нищета». Разделять эти модификации нет смысла. Колёса – 19 и 18, барабан сзади. Маятник опирается на два обычных амортизатора (с регулировками преднатяга пружин). На конвейер поставлялись амортизаторы Showa и Koni. Минимум изысков, минимум хрома. Эту модификацию больше всего рассматривали, как дешевую «заготовку». Именно под неё больше всего выпускалось тюнинга и вариантов обвеса. Но для повседневной езды он и так более, чем самодостаточен. Зажигание – CDI. А больше и рассказать нечего. Дальше всё зависит от пожеланий хозяина.    Модификация Custom полностью совпадает с дорожником по ТТХ, но громкое имя «Custom» как бы обязывает соответствовать…. Отсюда и хром, и маленький бак. Но не подумайте, что это просто тихий чопперок. Сердце-то у него какое! Дикий зверь, замаскированный под тихохода.

   Одно время для полиции выпускалась модификация PC01, но по какой-то причине (скорее всего, из-за отсутствия переднего обтекателя), от неё отказались, а мотоциклы потихоньку «растащили» сами же полицейские, для собственного использования. Информации о нём мало, да и противоречива она вся. По одной из версий он форсирован, и имеет 67 «коней» вместо 50-ти. В любом случае, отличие РС01 от Custom – только в двигателе и «мигалках».    Важно, что все модификации данной модели отличаются простотой и дешевизной эксплуатации, а также огромной выносливостью и предлагают «поле непаханое» для модернизаций. А ещё мотоцикл CX500 совершил кругосветное путешествие (именно ПУТЕШЕСТВИЕ, которое охватило 119 стран и длилось с 1983 по 2001 год!). За 18 лет и сотни тысяч пройденых километров двигатель ни разу не вскрывался!    Хвалить мотоцикл можно бесконечно. Он идеален для путешествий. Неприхотлив к бензину, неприхотлив к дорожному покрытию. Не боится даже грунтовок. Удобен, эргономичен, вместителен (опционально). Расход бензина – это отдельная история! Впервые встречаю вариант, когда расход на трассе чётко соответствует оборотам коленвала! Если идти на высшей передаче и держать на тахометре 4,5 тысячи об/мин, (около 100 км/ч), получим расход в 4,5 литра «на сотку»… При 8 тысячах (около 160 км/ч) расход близок к 8 л/100 км.   СХ500 вполне можно порекомендовать начинающим, но вот, что поражает: даже через 10 лет из него невозможно «вырасти», как из маленьких штанишек. В своём классе его заменить практически нечем, а забыть уж точно не возможно.Владелец  Honda СХ500 Custom:Сергей Семёнов

   Однозначно, показания одометра мною всерьёз не воспринимались, так как он повествовал о пробеге в 70000 км (для сотен тысяч цифр не хватает). Да и, как я сказал ранее, судить о возрасте надо не по показаниям лет и километража, а по состоянию и ощущениям.

   Сидеть на Хонде достаточно комфортно и удобно. Правда, ручки руля оказались выгнуты странным (дань стилю) образом и, чтобы за них нормально взяться, приходится максимально изгибать наружу кисти рук. Но это – дело поправимое. Приборная панель состоит из спидометра, одометра, тахометра, датчика температуры охлаждающей жидкости, указателей включения нейтрали, габаритов, дальнего света и поворотов (с отдельными лампами). Недостаток приборной панели – отсутствие указателя уровня топлива. С другой стороны, чего ждать от «кастома»? Много хрома, минимум функционала. А вот в модификации CX500E указатель уровня топлива присутствует.

Двигатель заводится с четверти оборота. Холостые обороты держатся в пределах 800-900 об/мин. Из глушителей доносится ритмичный басовитый рокот. Как мне показалось, СХ тоже мог явиться родоначальником и эталоном звука настоящего чоппера. Слушая, как звучат современные мотоциклы, можно «за глаза», точнее «за звук», сказать, что у СХ не 500, а 1000 или даже чуть больше «кубиков». По мере прогрева двигателя трос подсоса сам втянулся внутрь.    Выжимаю сцепление. До чего же легко оно выжимается! Включаю первую передачу. И слышу четкий щелчок, без хруста, без посторонних звуков, без дергания. Мотоцикл и правда начинает напоминать мне об эталонности, о своем серьезном происхождении и о его прямых потомках, выросших до «Голды». Стоит упомянуть и о том, что двигатель не проходил капитального ремонта – это видно по нетронутой заводской сборке картера двигателя. Руки мастеров за эти годы побывали только в сцеплении (оно вынесено отдельно, под крышку картера в передней части двигателя) и снимали головки для замены поршневых колец. Отпускаю плавно рычаг сцепления и не перестаю удивляться, до чего же оно легко и плавно работает. Экспериментирую, не добавляя газ. Мотоцикл спокойно трогается и едет. Как выяснилось, 1000 об/мин вполне достаточно для перемещения в пространстве. Кардан без замедления передает весь крутящий момент на колесо, и мот просто пытается вырваться у меня из рук. Опять сцепление, третья и опять резко газу. Четвертая. Пятая. Динамика разгона такая, что от первой до пятой при резвом разгоне проходит около 5 секунд. Коробка вообще работает, как автомат Калашникова и поиск нейтрали максимально прост. Бросаю взгляд на спидометр, там уже 125. Снижаю плавно скорость. 80, 60, 40, 30, 25 и… продолжаю ехать на пятой! Хонда делает это вполне уверенно. Теперь её звук точно напомнил мне чопперы с кубатурой 1500-1800. Скорость по асфальту всего 25 км/ч, а удовольствия от поездки – море! Даже океан! Выкручиваю ручку газа до упора. Мот плавно прибавляет басистого рокота и начинает разгон. До 2000 об/мин – не спеша, далее – резвее и с 3000 происходит «подрыв» и резкое ускорение. Решаюсь раскрутить мотор на максимум. Стрелка спидометра постепенно доходит до цифры «160». Восторг! Он младше меня на три года, а бегает, как новорожденный!    Особого момента и желания испытать динамику резкого торможения не было. Передний двухдисковый тормоз очень легко контролируется и одним пальцем. Замедляет он эту Хонду более, чем неплохо. Задний, хоть и барабанный, но работает выше всех похвал. Но их испытание не заставило себя ждать. В сумерках, проезжая мимо рынка, я поздно заметил, как очередной любитель алкогольной жидкости решил, что может в мгновение ока телепортироваться через дорогу. И сделал это прямо передо мной. Заднее колесо мгновенно перешло в юз. Но при этом мотик траекторию сохранил. Длина тормозного пути оказалась меньше ожидаемой мной, и статистика сбитых пешеходов, к счастью, не увеличилась.

   Теперь об управляемости и комфорте. Посадка, как я и говорил ранее, очень удобная. Ручки, правда, для большего удобства пришлось подвернуть немного. Регулировка педали ножного тормоза по высоте достаточно простая. Рычаг КПП хоть и не регулируется, но расположен удобно. На высокой скорости чувствуется нехватка ветрового стекла – посадка прямая и ветер терпимо, но всё же давит. В холодную погоду блоки V-Twin’а радуют ноги умеренным тепловым потоком, правда, если их прижать вплотную к корпусу. Вероятно, поэтому в жаркую погоду работающий двигатель не приносит теплового дискомфорта водителю ни на ходу, ни в пробке. Вилка работает вполне адекватно, а задние амортизаторы жестковаты, но меня ни разу не «подкидывало». Вибраций на раме практически нет. В поворотах Хонда ведет себя великолепно. С легкостью позволяет менять траекторию и скорость, без какого либо намека на «гуляние» рамы или подвески. Укладывать в поворот и поднимать мотоцикл получается без усилий. Были и поездки по бездорожью. Вывод один – этот мотоцикл создан для асфальта или хорошей грунтовой дороги.    Хвала конструкторам за карданный привод! За прошедшие два сезона приходилось только снимать колеса для замены резины. Всё разбиралось и собиралось по-японски просто. И все работы были сделаны мною за очень короткое время. Для контроля уровня масла в двигателе есть удобный щуп-заглушка в заливном отверстии. Расход бензина А-92 находится в пределах 7-8 литров на «сотню».

Что ещё можно добавить? Только «рэй ику никкэи»*. Именно так хочется встречаться с этим мотоциклом, приходя очередной раз в гараж. Текст: Сергей Семёнов, Андрей БлиновФото: Андрей Шленчак, Сергей Семёнов Полное или частичное копирование статьи возможно только с активной ссылкой на http://motodrive.com.uaПодписной индекс издания  90693

motomylife.at.ua

Honda CX series - Mashpedia Free Video Encyclopedia

CX series Manufacturer Production Successor Engine Power

1981 Honda CX500 (B-spec with minor modifications from standard)

Honda
1978–1983
GL500 Silverwing, ST series (influenced)
497–674 cc water-cooled longitudinal OHV 80° V-twin, 4 valves per cylinder
48-77 hp82 hp (61 kW) (claimed) CX500 turbo[1]100 hp (75 kW) (claimed) CX650 turbo[2]

The Honda CX series motorcycles, including the GL500 and GL650 Silver Wing variants, were developed and released by Honda in the late 1970s, with production ending in most markets by the mid 1980s. The design included innovative features and technologies that were uncommon or unused at the time such as liquid cooling, electric-only starting, low-maintenance shaft drive, modular wheels, and dual CV-type carburetors that were tuned for reduced emissions. The electronic ignition system was separate from the rest of the electrical system, enabling the motorcycle to be push-started and ridden in case of a total electrical system failure.

Power train[edit]

Engine[edit]

The CX series feature a crankshaft configuration aligned longitudinally with the axis of bike, similar to the Moto Guzzi layout. Unlike a "boxer" flat-twin, the cylinders protrude at an angle above the horizontal. The included angle of the CX is 80°, and the heads are twisted 22° so that the inlet tracts do not interfere with the rider's legs. A camshaft nestles at the base of the V between the cylinders. Although Honda generally favors OHC engines, the cylinder head twist necessitated the use of stubby pushrods to operate the four overhead valves per cylinder, with a forked rocker arm acting off each pushrod. The 5-speed transmission is located below the crankshaft, with both in the same housing, an arrangement which keeps the engine short (length wise) but quite tall. The engine has a 10.0:1 compression ratio and 9,650 rpm redline. Just as with the Honda Gold Wing, the transmission spins contrariwise to the engine's rotation to help counteract the engine torque's tendency to tip the bike slightly to one side when the throttle is opened or closed.

The CX was the first V-twin motorcycle that Honda ever built. It was initially designed as a 90 ° V-twin. Honda built a prototype CX350 but it was never released to the public. In that version the cylinder heads did not have the cylinder-head twist.[3][better source needed]

Transmission[edit]

Final drive is via a shaft. 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 grease-nipple is provided for greasing the shaft bearing.

Wheels[edit]

The ComStar wheels combine the flexibility of spoked wheels with the strength and tubeless characteristics of one-piece wheels. Honda introduced the Com-Star wheels a year or so earlier on the CB250T/400T Dream as well as on the CB750F2 and GL1000 Gold Wing, although these featured standard rims that demanded inner tubes to be used. The CX500 was the first production motorcycle to use tubeless tires.[4]

Chassis[edit]

Early versions had conventional suspension, consisting of hydraulically damped telescoping front forks and dual coil-over shocks at the rear. Later versions had air-assisted forks and featured Honda's Pro-Link monoshock rear suspension. US bikes (except GL500I, GL650I and Turbo) were equipped with a single front disc brake whereas all other bike possess dual front disc brakes. Besides the 'vanilla' CX500B, models after 1980 sport dual piston calipers replacing the single piston caliper of the earlier models. For the Turbo and Eurosport models the rear drum was replaced with a dual piston caliper and disc. All models feature steel tube frames with a large backbone, with the engine used as a stressed member. The dual shock models use a single tube backbone whereas the later Pro-Link models employed a triple tube backbone.

Variants[edit]

CX500[edit]

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.[clarification needed]

While V-twins were nothing new, as Moto Guzzi had been mounting them with the crankshaft inline with the frame with shaft drive for many years, this Honda was decidedly different. Not only was the 497 cc engine water-cooled, but it had four valves per cylinder that were operated by pushrods rather than the overhead cams favored by Honda on its previous four-stroke engine designs.[5]

The styling was radical[citation needed] and 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 19 in (480 mm) in front and 16 in (410 mm) at the back.[citation needed]

The fuel tank tapered toward the front and a huge half-moon tail light jutted out from a short fairing behind the radically stepped seat. The end result was a mix of standard, sport, and cruiser features.

CX500 Custom[edit]

The "Custom" variant, introduced in 1979, had a smaller, narrower tank and buckhorn handlebars. 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. 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 different, and the engine was painted black instead of plain aluminium.

CX500 Deluxe[edit]

The "Deluxe" model appeared in 1979. This bike looked nearly identical to the original CX500 Standard, with the exception of regular (85 mph) 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 CX500 met with a good degree of success. It proved to be reliable and economical, being the least-expensive shaft-drive bike. Many examples still exist today, and along with the GL Silverwings, are fast becoming cult bikes. There are owners clubs throughout Europe and the rest of the world.

CX500EC Sports[edit]

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 Sport (following the release of the CX650ED 'Eurosports', many people referred to the CX500EC also as the 'Eurosports' although technically not correct) features air pre-load assisted front forks with an anti-dive mechanism, known as TRAC (Torque Reactive Anti-dive Control), and an air pre-load assisted prolink mono-shock rear suspension. The wheels were also modified, with an 18-inch-diameter (460 mm) restyled round hole comstar with a 100–90h28 front tyre, whilst on the rear is a 120–80h28. 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 Sports 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 colour options were made: white pearl with blue and red strips, 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 late 1970s 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. Sports 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 made the 500 Sports significantly better to both look at and ride, and more reliable than the previous versions. The later CX650ED shared the majority of the cosmetic changes introduced by the 500EC, whilst in Japan a 400 cc version was introduced with the same styling to comply with licence rules.

GL500 Silver Wing and GL650 Silver Wing[edit]

In 1981 Honda released the GL500 Silver Wing, which was a mid-sized touring bike based on the CX500 engine. The GL500 engine was similar to the CX500 engine, but used the more reliable transistorized ignition system, which meant the stator would contain only charging windings and thus would put out more power for operating the lights and other devices commonly added to touring motorcycles. The GL500 also used Honda's Pro-Link monoshock rear suspension and was available as either a naked bike or as an Interstate model with fairing. The Interstate included a large factory fairing, hard saddlebags, and a trunk. This made the Silver Wing look like a miniature Gold Wing GL1100 Interstate. The 1981 model had a small tail trunk, which was replaced by a larger trunk in 1982. The trunk was interchangeable with the back seat—the bike is rider-only with the trunk installed, although there was an aftermarket extender available to allow the trunk to be mounted behind the passenger seat.

In 1983 the GL500 was upgraded to the GL650. Apart from the larger engine, the GL650 had a slightly different fairing mounts and front engine hanger mount than the GL500, and portions of the GL650 engine are painted black. The fuel economy of the GL650 was improved over that of the GL500 due to significantly taller gearing and the replacement of the CX/GL500's mechanical radiator fan with an electric fan.

The CX-based Silver Wings were discontinued after the 1983 model year.[6] Overproduction of the 1982 GL500 caused some to be sold new as late as 1984. These should still be titled as 1982 motorcycles, however in some cases they have mistakenly been titled as later models.

CX500 Turbo[edit]

The CX500 Turbo was released in 1982. The CX500 Turbo (also known as the CX500TC) was only produced for the 1982 model year. It was superseded by the CX650TD (CX650 Turbo; D=1983) for the 1983 model year, which was itself discontinued the same year. The 1982 CX500T was Honda's first production motorcycle to have programmed fuel injection system.[7] With redundant fail-safe systems working in tandem with a separate ignition system. Electronic system failures were reported to the driver through two dashboard displays: an issue with the fuel injection system would light a "Fuel System" light on the dashboard and an issue with the ignition would flash the "TURBO" indicator.

Due to the bikes technological uniqueness, many bikes were sold to motorcycle maintenance trade schools for hands on classes.[verification needed]

The CX500TC powerplant was based on the water-cooled V-twin with four pushrod-operated overhead valves per cylinder configuration used in the CX500 introduced a few years earlier. The engine case look was retained nearly intact from the original CX500. The turbocharger, at peak boost providing approximately 19 psi boost nearly doubles the power output of the engine. The engine case is changed to accept the larger crankshaft bearings of the CX650 released in the same year, while the suspension, brakes, frame and fairing all differ significantly from the earlier CX500 and the Pro-Link rear suspension and TRAC (Torque Reactive Anti-dive Control) were used on the CX500EC (released 1982) and CX650ED (released 1983) models.

CX650C[edit]

The CX650 Custom was a one-year model produced in 1983 for the US market. Like other CX customs, especially the CX400C designed for Asia-Pacific, this model was a cruiser. 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 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[edit]

The CX650ED or Eurosport was also introduced in 1983 and was cosmetically very similar to the CX500 Sports produced the previous year. It was aimed at the UK, European, Canadian, and Australian markets. The brakes, suspension and handling were advanced in comparison to CX500 variants. The model shares many common features with the CX500TC. Tubular frame design, TRAC anti-dive forks, Pro-Link rear suspension, twin-pot brakes and disc front and back. Though this model was not sold in the US, some have been imported by private owners.

CX650T[edit]

For the 1983 model year, the engine of the CX500 Turbo was increased to 673 cc, together with an increase in power. In addition to the increase in displacement, the compression ratio was increased and the maximum boost pressure was lowered thus making for a smoother transition from off-boost to on-boost. 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 in addition to the "air" pre-load of the previous model.

Cosmetically, the CX650 Turbo differs little from its predecessor other than in colors and badging. However, in a cost-cutting exercise, Honda manufactured the 650 Turbo fairing from ABS plastic as opposed to the 500 turbo's GRP. Honda built 1,777 models, with fewer than 1,200 imported to the U.S. and Canada.[8][9]

In the fall of1982, it was Hondas intent to provide a singular new CX650T to each American Honda Dealership for sale. Sales were lackluster due to the bikes high retail cost and expensive insurance rates. At years end, dealerships located in the Midwest began shipping unsold bikes to California where the bike was more popular and could be sold.

Other variants[edit]

The Japanese and European market saw 400 cc versions of the CX and GL, aptly named the CX400 and GL400. In Japan the GL650 SilverWing Interstate was released as the Limited Edition GL700 Wing Interstate, although it used the same 674 cc engine that was used in the GL650. Also in Australia, the 1980-1982 CX500 'standard' models were known as the "CX500 Shadow".

References[edit]

  1. ^ Siegal, Margie (November–December 2013). "Honda CX500 Turbo". Motorcycle Classic. Retrieved May 3, 2017. 
  2. ^ Siegal, Margie (May–June 2009). "1983 Honda CX650 Turbo". Motorcycle Classic. Retrieved May 3, 2017. 
  3. ^ "Honda Motorcycles - A Five Decade Journey". Motorhelmets.com. Retrieved 2007-08-31. [permanent dead link]
  4. ^ Backus, Richard (March–April 2008). "The Honda CX500". Motorcycle Classic. Retrieved May 2, 2017. 
  5. ^ "1978-1982 Honda CX500". Motorcycle Classics. March–April 2008. Retrieved 2009-02-25. 
  6. ^ "Honda GL650 Silver Wing Interstate". Tanshanomi's Snap Judgments. Tanshanomi.com. Retrieved 26 January 2014. 
  7. ^ Mitch, boehm (May–June 2017), "BOOST&BUST", Motorcyclist, pp. 60–67 
  8. ^ MotoFaction. "How many CX500s, CX650s, GL500s and GL650s were made - including Turbos?". MotoFaction.org. Retrieved 2017-10-05. 
  9. ^ Margie Siegal (May–June 2009). "1983 Honda CX650T". Motorcycle Classics. Retrieved 2009-08-04. 
Wikimedia Commons has media related to Honda CX.

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Article and Information about honda cx series

CX series Manufacturer Production Successor Engine Power

1981 Honda CX500 (B-spec with minor modifications from standard)

Honda
1978–1983
GL500 Silverwing, ST series (influenced)
497–674 cc water-cooled longitudinal OHV 80° V-twin, 4 valves per cylinder
48-77 hp82 hp (61 kW) (claimed) CX500 turbo[1]100 hp (75 kW) (claimed) CX650 turbo[2]

The Honda CX series motorcycles, including the GL500 and GL650 Silver Wing variants, were developed and released by Honda in the late 1970s, with production ending in most markets by the mid 1980s. The design included innovative features and technologies that were uncommon or unused at the time such as liquid cooling, electric-only starting, low-maintenance shaft drive, modular wheels, and dual CV-type carburetors that were tuned for reduced emissions. The electronic ignition system was separate from the rest of the electrical system, enabling the motorcycle to be push-started and ridden in case of a total electrical system failure.

Power train

Engine

The CX series feature a crankshaft configuration aligned longitudinally with the axis of bike, similar to the Moto Guzzi layout. Unlike a "boxer" flat-twin, the cylinders protrude at an angle above the horizontal. The included angle of the CX is 80°, and the heads are twisted 22° so that the inlet tracts do not interfere with the rider's legs. A camshaft nestles at the base of the V between the cylinders. Although Honda generally favors OHC engines, the cylinder head twist necessitated the use of stubby pushrods to operate the four overhead valves per cylinder, with a forked rocker arm acting off each pushrod. The 5-speed transmission is located below the crankshaft, with both in the same housing, an arrangement which keeps the engine short (length wise) but quite tall. The engine has a 10.0:1 compression ratio and 9,650 rpm redline. Just as with the Honda Gold Wing, the transmission spins contrariwise to the engine's rotation to help counteract the engine torque's tendency to tip the bike slightly to one side when the throttle is opened or closed.

The CX was the first V-twin motorcycle that Honda ever built. It was initially designed as a 90 ° V-twin. Honda built a prototype CX350 but it was never released to the public. In that version the cylinder heads did not have the cylinder-head twist.[3]better source needed

Transmission

Final drive is via a shaft. 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 grease-nipple is provided for greasing the shaft bearing.

Wheels

The ComStar wheels combine the flexibility of spoked wheels with the strength and tubeless characteristics of one-piece wheels. Honda introduced the Com-Star wheels a year or so earlier on the CB250T/400T Dream as well as on the CB750F2 and GL1000 Gold Wing, although these featured standard rims that demanded inner tubes to be used. The CX500 was the first production motorcycle to use tubeless tires.[4]

Chassis

Early versions had conventional suspension, consisting of hydraulically damped telescoping front forks and dual coil-over shocks at the rear. Later versions had air-assisted forks and featured Honda's Pro-Link monoshock rear suspension. US bikes (except GL500I, GL650I and Turbo) were equipped with a single front disc brake whereas all other bike possess dual front disc brakes. Besides the 'vanilla' CX500B, models after 1980 sport dual piston calipers replacing the single piston caliper of the earlier models. For the Turbo and Eurosport models the rear drum was replaced with a dual piston caliper and disc. All models feature steel tube frames with a large backbone, with the engine used as a stressed member. The dual shock models use a single tube backbone whereas the later Pro-Link models employed a triple tube backbone.

Variants

CX500

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.clarification needed

While V-twins were nothing new, as Moto Guzzi had been mounting them with the crankshaft inline with the frame with shaft drive for many years, this Honda was decidedly different. Not only was the 497 cc engine water-cooled, but it had four valves per cylinder that were operated by pushrods rather than the overhead cams favored by Honda on its previous four-stroke engine designs.[5]

The styling was radicalcitation needed and 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 19 in (480 mm) in front and 16 in (410 mm) at the back.citation needed

The fuel tank tapered toward the front and a huge half-moon tail light jutted out from a short fairing behind the radically stepped seat. The end result was a mix of standard, sport, and cruiser features.

CX500 Custom

The "Custom" variant, introduced in 1979, had a smaller, narrower tank and buckhorn handlebars. 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. 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 different, and the engine was painted black instead of plain aluminium.

CX500 Deluxe

The "Deluxe" model appeared in 1979. This bike looked nearly identical to the original CX500 Standard, with the exception of regular (85 mph) 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 CX500 met with a good degree of success. It proved to be reliable and economical, being the least-expensive shaft-drive bike. Many examples still exist today, and along with the GL Silverwings, are fast becoming cult bikes. There are owners clubs throughout Europe and the rest of the world.

CX500EC Sports

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 Sport (following the release of the CX650ED 'Eurosports', many people referred to the CX500EC also as the 'Eurosports' although technically not correct) features air pre-load assisted front forks with an anti-dive mechanism, known as TRAC (Torque Reactive Anti-dive Control), and an air pre-load assisted prolink mono-shock rear suspension. The wheels were also modified, with an 18-inch-diameter (460 mm) restyled round hole comstar with a 100–90h28 front tyre, whilst on the rear is a 120–80h28. 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 Sports 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 colour options were made: white pearl with blue and red strips, 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 late 1970s 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. Sports 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 made the 500 Sports significantly better to both look at and ride, and more reliable than the previous versions. The later CX650ED shared the majority of the cosmetic changes introduced by the 500EC, whilst in Japan a 400 cc version was introduced with the same styling to comply with licence rules.

GL500 Silver Wing and GL650 Silver Wing

In 1981 Honda released the GL500 Silver Wing, which was a mid-sized touring bike based on the CX500 engine. The GL500 engine was similar to the CX500 engine, but used the more reliable transistorized ignition system, which meant the stator would contain only charging windings and thus would put out more power for operating the lights and other devices commonly added to touring motorcycles. The GL500 also used Honda's Pro-Link monoshock rear suspension and was available as either a naked bike or as an Interstate model with fairing. The Interstate included a large factory fairing, hard saddlebags, and a trunk. This made the Silver Wing look like a miniature Gold Wing GL1100 Interstate. The 1981 model had a small tail trunk, which was replaced by a larger trunk in 1982. The trunk was interchangeable with the back seat—the bike is rider-only with the trunk installed, although there was an aftermarket extender available to allow the trunk to be mounted behind the passenger seat.

In 1983 the GL500 was upgraded to the GL650. Apart from the larger engine, the GL650 had a slightly different fairing mounts and front engine hanger mount than the GL500, and portions of the GL650 engine are painted black. The fuel economy of the GL650 was improved over that of the GL500 due to significantly taller gearing and the replacement of the CX/GL500's mechanical radiator fan with an electric fan.

The CX-based Silver Wings were discontinued after the 1983 model year.[6] Overproduction of the 1982 GL500 caused some to be sold new as late as 1984. These should still be titled as 1982 motorcycles, however in some cases they have mistakenly been titled as later models.

CX500 Turbo

The CX500 Turbo was released in 1982. The CX500 Turbo (also known as the CX500TC) was only produced for the 1982 model year. It was superseded by the CX650TD (CX650 Turbo; D=1983) for the 1983 model year, which was itself discontinued the same year. The 1982 CX500T was Honda's first production motorcycle to have programmed fuel injection system.[7] With redundant fail-safe systems working in tandem with a separate ignition system. Electronic system failures were reported to the driver through two dashboard displays: an issue with the fuel injection system would light a "Fuel System" light on the dashboard and an issue with the ignition would flash the "TURBO" indicator.

Due to the bikes technological uniqueness, many bikes were sold to motorcycle maintenance trade schools for hands on classes.verification needed

The CX500TC powerplant was based on the water-cooled V-twin with four pushrod-operated overhead valves per cylinder configuration used in the CX500 introduced a few years earlier. The engine case look was retained nearly intact from the original CX500. The turbocharger, at peak boost providing approximately 19 psi boost nearly doubles the power output of the engine. The engine case is changed to accept the larger crankshaft bearings of the CX650 released in the same year, while the suspension, brakes, frame and fairing all differ significantly from the earlier CX500 and the Pro-Link rear suspension and TRAC (Torque Reactive Anti-dive Control) were used on the CX500EC (released 1982) and CX650ED (released 1983) models.

CX650C

The CX650 Custom was a one-year model produced in 1983 for the US market. Like other CX customs, especially the CX400C designed for Asia-Pacific, this model was a cruiser. 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 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

The CX650ED or Eurosport was also introduced in 1983 and was cosmetically very similar to the CX500 Sports produced the previous year. It was aimed at the UK, European, Canadian, and Australian markets. The brakes, suspension and handling were advanced in comparison to CX500 variants. The model shares many common features with the CX500TC. Tubular frame design, TRAC anti-dive forks, Pro-Link rear suspension, twin-pot brakes and disc front and back. Though this model was not sold in the US, some have been imported by private owners.

CX650T

For the 1983 model year, the engine of the CX500 Turbo was increased to 673 cc, together with an increase in power. In addition to the increase in displacement, the compression ratio was increased and the maximum boost pressure was lowered thus making for a smoother transition from off-boost to on-boost. 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 in addition to the "air" pre-load of the previous model.

Cosmetically, the CX650 Turbo differs little from its predecessor other than in colors and badging. However, in a cost-cutting exercise, Honda manufactured the 650 Turbo fairing from ABS plastic as opposed to the 500 turbo's GRP. Honda built 1,777 models, with fewer than 1,200 imported to the U.S. and Canada.[8][9]

In the fall of1982, it was Hondas intent to provide a singular new CX650T to each American Honda Dealership for sale. Sales were lackluster due to the bikes high retail cost and expensive insurance rates. At years end, dealerships located in the Midwest began shipping unsold bikes to California where the bike was more popular and could be sold.

Other variants

The Japanese and European market saw 400 cc versions of the CX and GL, aptly named the CX400 and GL400. In Japan the GL650 SilverWing Interstate was released as the Limited Edition GL700 Wing Interstate, although it used the same 674 cc engine that was used in the GL650. Also in Australia, the 1980-1982 CX500 'standard' models were known as the "CX500 Shadow".

References

  1. ^ Siegal, Margie (November–December 2013). "Honda CX500 Turbo". Motorcycle Classic. Retrieved May 3, 2017. 
  2. ^ Siegal, Margie (May–June 2009). "1983 Honda CX650 Turbo". Motorcycle Classic. Retrieved May 3, 2017. 
  3. ^ "Honda Motorcycles - A Five Decade Journey". Motorhelmets.com. Retrieved 2007-08-31. permanent dead link
  4. ^ Backus, Richard (March–April 2008). "The Honda CX500". Motorcycle Classic. Retrieved May 2, 2017. 
  5. ^ "1978-1982 Honda CX500". Motorcycle Classics. March–April 2008. Retrieved 2009-02-25. 
  6. ^ "Honda GL650 Silver Wing Interstate". Tanshanomi's Snap Judgments. Tanshanomi.com. Retrieved 26 January 2014. 
  7. ^ Mitch, boehm (May–June 2017), "BOOST&BUST", Motorcyclist, pp. 60–67 
  8. ^ MotoFaction. "How many CX500s, CX650s, GL500s and GL650s were made - including Turbos?". MotoFaction.org. Retrieved 2017-10-05. 
  9. ^ Margie Siegal (May–June 2009). "1983 Honda CX650T". Motorcycle Classics. Retrieved 2009-08-04. 
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МотоДрайв - Статьи - Серия мотоциклов Honda CX (GL) - История (87)

Серия мотоциклов Honda CX (GL)

Икуниккэи* На японском языке – дань уважения японцу по национальности, но живущему в другой стране.

В начале мотосезона 2009 года в поле зрения попал очень редкий и особенный мотоцикл. Это была Honda CX500 модификации Custom, 1979 года выпуска. На просторах Украины подобную технику в оригинальном состоянии найти практически невозможно. Очень малочисленные его «собратья» редко меняют хозяев. И это не просто любовь к модели, это религия.

Серия мотоциклов Honda CX (GL) была разработана и выпущена в конце 70-х годов прошлого столетия. Их производство полностью закончилось в середине 80-х годов. В линейке было 6 моделей: CX500, CX500E Eurosport, CX500 Turbo, CX500 Deluxe, GL500 Silverwing и CX500 Custom, а так же их 650-ти кубовые версии. Их роль в истории мотостроения очень тяжело преувеличить. Это были первенцы, на которых в конвейерных масштабах были использованы инновационные (по тем временам) технологии, бывшие на то время большой редкостью у других производителей мотоциклов. Ниже – неполный список всех внедрённых новшеств. Это жидкостное охлаждение и сдвоенные карбюраторы с одним ускорительным насосом, который работает на оба карба. О наличии кика можно забыть – только электростартер. Цилиндры отлиты прямо в картере. V-Twin имеет непривычное – продольное расположение (по коленвалу). Кстати, мотоциклы серии CX были первыми в компании Honda, оснащаемыми V-Twin-нами с продольным расположением коленвала. Но, в отличие от итальянских Moto Guzzi (с которыми дилетанты и ныне часто его путают) угол развала цилиндров у Хонды составляет 800. При этом головки цилиндров расположены не вдоль оси коленвала. Их угол разворота равен 220 (впускным окном в сторону рамы). Этим приёмом конструкторы избежали контакта карбюраторов с коленками пилотов. Один распредвал, что расположился внизу, между цилиндрами, приводит все 8 клапанов сдвоенными толкателями. Коленчатый вал расположен выше коробки передач и находится с ней в одном картере, что дало возможность сделать двигатель очень коротким, а также уменьшить расходы на обслуживание мотоцикла. При этом корзина сцепления находится не сзади, а впереди! Крутящий момент на кардан передаётся через пробуксовочную муфту, которая призвана защитить двигатель и мост от избыточных нагрузок. Рычаг переключения пятиступенчатой коробки передач перемещается обычным движением левой ноги «вверх-вниз», но при этом его форма такова, что он двигает вилку коробки передач «влево-вправо». Переключение привычно для пилота и значительно упрощает саму коробку передач. Система электронного конденсаторного зажигания (CDI) отделена от остальной электрической схемы, что позволяет мотоциклу ехать даже в случае полного отказа электрооборудования. Во всех модификациях СХ и GL использовались сборные модульные колеса серии COMSTAR, которые сочетают в себе гибкость спицованых и силу цельнолитых. Серия СХ была одной из первых в мире, оснащавшаяся бескамерными шинами, а также дисками на 19 дюймов спереди и 16 дюймов сзади. Стоит упомянуть и турбину, впервые в мире установленную на серийный мотоцикл (CX500 Turbo).

Серия CX сломала множество стандартов и убеждений того времени. Эти мотоциклы оказались очень популярными, как среди полицейских, так и простых мотоциклистов. Они были самыми дешевыми среди всех мотоциклов, имевших в качестве привода карданный вал. Многие экземпляры прошли более 200 000 км и более без каких-либо проблем с двигателем и агрегатами трансмиссии.Серия мотоциклов CX оказала огромное влияние на дизайн и технические решения последующих успешных мотоциклов Honda ST1100 и ST1300 Pan-European, GL1100 Gold Wing, в которых и ныне проглядываются черты их прародителей из серии «CX».Возраст. С годами понимаешь, что возраст – понятие очень относительное. В детстве тебе кажется, что ты уже достаточно взрослый, а с возрастом – что ты ещё достаточно молод. И в результате, оказывается, что твой возраст зависит от того, насколько ты сам себя ощущаешь.

Примерно также и с техникой. Вот строят ученые космические аппараты, для которых потом десятилетия без ремонта будут не сроком. Или плохо собранный китайский скутер, которому судьба назначила года два-три от силы протянуть из-за тотальной экономии, погоняемой дешевизной. Но каждая модель проживает свою жизнь, какой бы длины она ни была. У каждого был миг создания, пика и угасания. Некоторые оставили после себя значимый след в истории, а некоторые были забыты.

Владелец Honda СX500:Андрей Блинов

При кажущейся схожести модификаций СХ и GL очень отличаются техническим оснащением. Гордостью же модельного ряда этой серии мотоциклов, бесспорно, является спортивная версия, CX500E. У неё стоит гидропневматическая вилка Showa c перьями 39мм, «антиклевком» и пневмоподкачкой, пневматический моноамортизатор с прогрессивной системой Pro-Link, самые «богатые» колёса COMSTAR, называемые в народе «бумеранги», оба – 18-го радиуса. Тормозная система тоже на высоте – дисковые, с двумя двухпоршневыми скобами спереди, и дисковые же, с однопоршневой скобой сзади. Приборная панель имеет вид автомобильной и хорошую информативность. Двигатель приобрел транзисторное зажигание, что выровняло его рабочую характеристику. Автоматический натяжитель цепи ГРМ сильно упростил эксплуатацию этого сложного узла. Бак на 19 литров позволяет почти 350 км не думать о заправках. Заводской обвес состоит из небольшого полуобтекателя, что явно не соответствует ТТХ мотоцикла, и все немецкие тюнинговые ателье (а Германия была основным потребителем данной модификации) ринулись лепить обтекатели для CX500E, от туристических, до полных «RR» обвесов. Для почти 200 км/ч, которые этот мотоцикл способен развить, без хорошей ветрозащиты – никак. Следующей «ступенью» идёт GL500. И, хотя внешне он похож на CX500 Custom, по ТТХ он всё же ближе к CX500Е. Тот же моноамортизатор с Pro-Link, вилка – та же гидропневматика с подкачкой, но… вместо 39 мм – 37 мм и без «антиклевка». Флагманом модельного ряда являлась модификация GL500 Silver Wing Interstate, которая совпадала по обвесу с GL1100 Gold Wing и позиционировалась, как «младший» круизер. Двигатель также имеет транзисторное зажигание. Передняя тормозная система, как и у CX500E, двухдисковая, двухпоршневая гидравлика, а вот задние – уже механические барабанные. Комбинация колёс как в Custom (19/16). Бак – на 19 литров.«Спускаемся» дальше…СХ500 и Deluxe являются дорожниками, и отличаются между собой исключительно колёсами и передними тормозами. У Deluxe рисунок колёс, как и у GL500, но передние тормоза чаще всего – двухпоршневые. В остальном – «пролетарская нищета». Разделять эти модификации нет смысла. Колёса – 19 и 18, барабан сзади. Маятник опирается на два обычных амортизатора (с регулировками преднатяга пружин). На конвейер поставлялись амортизаторы Showa и Koni. Минимум изысков, минимум хрома. Эту модификацию больше всего рассматривали, как дешевую «заготовку». Именно под неё больше всего выпускалось тюнинга и вариантов обвеса. Но для повседневной езды он и так более, чем самодостаточен. Зажигание – CDI. А больше и рассказать нечего. Дальше всё зависит от пожеланий хозяина. Модификация Custom полностью совпадает с дорожником по ТТХ, но громкое имя «Custom» как бы обязывает соответствовать…. Отсюда и хром, и маленький бак. Но не подумайте, что это просто тихий чопперок. Сердце-то у него какое! Дикий зверь, замаскированный под тихохода.

Одно время для полиции выпускалась модификация PC01, но по какой-то причине (скорее всего, из-за отсутствия переднего обтекателя), от неё отказались, а мотоциклы потихоньку «растащили» сами же полицейские, для собственного использования. Информации о нём мало, да и противоречива она вся. По одной из версий он форсирован, и имеет 67 «коней» вместо 50-ти. В любом случае, отличие РС01 от Custom – только в двигателе и «мигалках». Важно, что все модификации данной модели отличаются простотой и дешевизной эксплуатации, а также огромной выносливостью и предлагают «поле непаханое» для модернизаций. А ещё мотоцикл CX500 совершил кругосветное путешествие (именно ПУТЕШЕСТВИЕ, которое охватило 119 стран и длилось с 1983 по 2001 год!). За 18 лет и сотни тысяч пройденых километров двигатель ни разу не вскрывался! Хвалить мотоцикл можно бесконечно. Он идеален для путешествий. Неприхотлив к бензину, неприхотлив к дорожному покрытию. Не боится даже грунтовок. Удобен, эргономичен, вместителен (опционально). Расход бензина – это отдельная история! Впервые встречаю вариант, когда расход на трассе чётко соответствует оборотам коленвала! Если идти на высшей передаче и держать на тахометре 4,5 тысячи об/мин, (около 100 км/ч), получим расход в 4,5 литра «на сотку»… При 8 тысячах (около 160 км/ч) расход близок к 8 л/100 км.СХ500 вполне можно порекомендовать начинающим, но вот, что поражает: даже через 10 лет из него невозможно «вырасти», как из маленьких штанишек. В своём классе его заменить практически нечем, а забыть уж точно не возможно.

Владелец Honda СХ500 Custom:Сергей Семёнов

Однозначно, показания одометра мною всерьёз не воспринимались, так как он повествовал о пробеге в 70000 км (для сотен тысяч цифр не хватает). Да и, как я сказал ранее, судить о возрасте надо не по показаниям лет и километража, а по состоянию и ощущениям.

Сидеть на Хонде достаточно комфортно и удобно. Правда, ручки руля оказались выгнуты странным (дань стилю) образом и, чтобы за них нормально взяться, приходится максимально изгибать наружу кисти рук. Но это – дело поправимое. Приборная панель состоит из спидометра, одометра, тахометра, датчика температуры охлаждающей жидкости, указателей включения нейтрали, габаритов, дальнего света и поворотов (с отдельными лампами). Недостаток приборной панели – отсутствие указателя уровня топлива. С другой стороны, чего ждать от «кастома»? Много хрома, минимум функционала. А вот в модификации CX500E указатель уровня топлива присутствует.

Двигатель заводится с четверти оборота. Холостые обороты держатся в пределах 800-900 об/мин. Из глушителей доносится ритмичный басовитый рокот. Как мне показалось, СХ тоже мог явиться родоначальником и эталоном звука настоящего чоппера. Слушая, как звучат современные мотоциклы, можно «за глаза», точнее «за звук», сказать, что у СХ не 500, а 1000 или даже чуть больше «кубиков». По мере прогрева двигателя трос подсоса сам втянулся внутрь. Выжимаю сцепление. До чего же легко оно выжимается! Включаю первую передачу. И слышу четкий щелчок, без хруста, без посторонних звуков, без дергания. Мотоцикл и правда начинает напоминать мне об эталонности, о своем серьезном происхождении и о его прямых потомках, выросших до «Голды». Стоит упомянуть и о том, что двигатель не проходил капитального ремонта – это видно по нетронутой заводской сборке картера двигателя. Руки мастеров за эти годы побывали только в сцеплении (оно вынесено отдельно, под крышку картера в передней части двигателя) и снимали головки для замены поршневых колец. Отпускаю плавно рычаг сцепления и не перестаю удивляться, до чего же оно легко и плавно работает. Экспериментирую, не добавляя газ. Мотоцикл спокойно трогается и едет. Как выяснилось, 1000 об/мин вполне достаточно для перемещения в пространстве. Кардан без замедления передает весь крутящий момент на колесо, и мот просто пытается вырваться у меня из рук. Опять сцепление, третья и опять резко газу. Четвертая. Пятая. Динамика разгона такая, что от первой до пятой при резвом разгоне проходит около 5 секунд. Коробка вообще работает, как автомат Калашникова и поиск нейтрали максимально прост. Бросаю взгляд на спидометр, там уже 125. Снижаю плавно скорость. 80, 60, 40, 30, 25 и… продолжаю ехать на пятой! Хонда делает это вполне уверенно. Теперь её звук точно напомнил мне чопперы с кубатурой 1500-1800. Скорость по асфальту всего 25 км/ч, а удовольствия от поездки – море! Даже океан! Выкручиваю ручку газа до упора. Мот плавно прибавляет басистого рокота и начинает разгон. До 2000 об/мин – не спеша, далее – резвее и с 3000 происходит «подрыв» и резкое ускорение. Решаюсь раскрутить мотор на максимум. Стрелка спидометра постепенно доходит до цифры «160». Восторг! Он младше меня на три года, а бегает, как новорожденный! Особого момента и желания испытать динамику резкого торможения не было. Передний двухдисковый тормоз очень легко контролируется и одним пальцем. Замедляет он эту Хонду более, чем неплохо. Задний, хоть и барабанный, но работает выше всех похвал. Но их испытание не заставило себя ждать. В сумерках, проезжая мимо рынка, я поздно заметил, как очередной любитель алкогольной жидкости решил, что может в мгновение ока телепортироваться через дорогу. И сделал это прямо передо мной. Заднее колесо мгновенно перешло в юз. Но при этом мотик траекторию сохранил. Длина тормозного пути оказалась меньше ожидаемой мной, и статистика сбитых пешеходов, к счастью, не увеличилась.

Теперь об управляемости и комфорте. Посадка, как я и говорил ранее, очень удобная. Ручки, правда, для большего удобства пришлось подвернуть немного. Регулировка педали ножного тормоза по высоте достаточно простая. Рычаг КПП хоть и не регулируется, но расположен удобно. На высокой скорости чувствуется нехватка ветрового стекла – посадка прямая и ветер терпимо, но всё же давит. В холодную погоду блоки V-Twin’а радуют ноги умеренным тепловым потоком, правда, если их прижать вплотную к корпусу. Вероятно, поэтому в жаркую погоду работающий двигатель не приносит теплового дискомфорта водителю ни на ходу, ни в пробке. Вилка работает вполне адекватно, а задние амортизаторы жестковаты, но меня ни разу не «подкидывало». Вибраций на раме практически нет. В поворотах Хонда ведет себя великолепно. С легкостью позволяет менять траекторию и скорость, без какого либо намека на «гуляние» рамы или подвески. Укладывать в поворот и поднимать мотоцикл получается без усилий. Были и поездки по бездорожью. Вывод один – этот мотоцикл создан для асфальта или хорошей грунтовой дороги. Хвала конструкторам за карданный привод! За прошедшие два сезона приходилось только снимать колеса для замены резины. Всё разбиралось и собиралось по-японски просто. И все работы были сделаны мною за очень короткое время. Для контроля уровня масла в двигателе есть удобный щуп-заглушка в заливном отверстии. Расход бензина А-92 находится в пределах 7-8 литров на «сотню».

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