Four stroke, Turbo
charged, longitudinal 800 V-twin
cylinder, camshaft nestles at the base of the V between the cylinders. ,OHV, 4 valves per cylinder operated by pushrods
Capacity
498 cc / 30.3 cu-in
Bore x Stroke
78 x 53 mm
Compression Ratio
7.2:1
Induction
Electronic fuel injection
Ignition
CDI
Starting
Electric
Max Power
82 hp / 59.9 kW @ 8000 rpm ( rear tyre 76 hp @ 8000 rpm
)
Max Torque
79 Nm / 58.2 lb-ft @ 5000 rpm
Clutch
Wet, multi-plate, 5-speed
Transmission
5 Speed
Final Drive
Shaft
Front Suspension
37mm Showa, adjustments for TRAC anti-dive and air
pressure
Front Wheel Travel
130 mm / 5.1 in
Rear Suspension
Honda Pro-Link, one Showa damper, adjustment for air pressure and rebound damping
The CX500 Turbo with which Honda
stunned the motorcycle world in 1982 was one of
the least likely bikes ever to be put into production. The turbocharged
V-twin was large, heavy, complex and expensive. From the moment it was
unveiled, many observers regarded the Turbo as more of a corporate statement
than a serious superbike.
Honda's ostentatious V-twin was
the first of the string of turbocharged machines that would see all of the
big four Japanese manufacturers try their luck with forced induction. The
Honda was the most curious in its choice of powcrplant. Turbochargers. which
use exhaust gas to compress the intake charge, arc best suited to large
engines that operate at a steady load: the opposite of a motorcycle's
situation. In addition, multi-cylinder motors help by smoothing the exhaust
flow.
Despite this. Honda selected
their middleweight CX500. an 80-degree transverse V-twin with pushrod valve
operation. The CX's small cylinders required the world's tiniest
turbocharger, which was built by IHI to Honda's specification. Its rotors
measured less than two inches (51mm) in diameter and were designed to spin
at 200,0001pm.
Strengthened engine
The CX's crankcases were strong
enough to be retained, but much of liquid-cooled engine was uprated. A
stronger crankshaft, clutch and conrods, plus Honda's first
production-specification forged pistons, all helped to keep it together when
the turbo increased peak power from the standard CX500's 50bhp to the
Turbo's 82bhp at 8000rpm.
Honda's work by no means ended
with the power plant. The CX was a rolling showcase for other technical
achievements, including its digital ignition and fuel-injection system.
Pro-Link rear suspension. TRAC anti-dive, twin-piston brake calipers and
redesigned Comstar wheels. In addition the fairing, with its lipped screen,
enormous headlamp and integral indicators, was undeniably stylish. It held a
sophisticated instrument console that contained a clock and fuel gauge, as
well as the turbo boost gauge.
The fairing worked well. too.
allowing highspeed cruising in comfort. The CX also handled very well
considering its fuelled-up weight of over 5501b (250kg). But for such a big.
expensive bike the Turbo was only moderately fast. It was good for 125mph
(201km/h) but its acceleration was marred by all that weight. And the engine
also suffered from turbo-lag. the intrusive delay between throttle opening
and engine response which made precise throttle control difficult.
For long-distance riding at speed
the Turbo was impressive even so. but it was not so outstanding that its
weight, complexity and expense were overcome. A year later, in 1983. Honda
followed it with the CX650 Turbo, which had less lag plus a substantial
power increase that gave thrilling acceleration and a top speed of 135mph
(217km/h). The bigger model was an even better grand tourer. But it was
still not a sales success against simpler, cheaper rivals, and remained in
production for only a year.
Blown Four: the ZX750 Turbo
The last, fastest and best of the
Japanese turbo-bikes was Kawasaki's ZX750 Turbo of 1984. Like Yamaha's XJ650
Turbo and Suzuki's XN85 (which also had a capacity of 650cc) the ZX was an
in-line four. In style and chassis layout it resembled Kawasaki's GPz1100.
Peak power was 112bhp, and the Kawasaki had very little turbo lag because
its turbine was in front of the engine, so exhaust gas travelled a short
distance before reaching it. With fine handling and a top speed of almost
140mph (225km/h), the ZX750 Turbo had comparable performance to the GPz1100.
It sold in reasonable numbers before Kawasaki, too, finally abandoned
turbo-bike production.
Any corrections or more information on these motorcycles will be kindly appreciated.