1981 Honda CX 500

JH2DB0118RK300235

Clear

After 25 years of collecting Honda motorcycles, I decided that it is time to sell some of my collection. Over the years, I looked for bikes with low miles usually under 5K miles. Also only considered excellant cosmetic and mechanical condition which they have not been abused or mistreated in any way. Some models that I collected are historically significant like the 1969 CB750, to 1973 Honda Elsinore, to the 1975 GL1000 Gold Wing, and the 6 cylnder CBX. Other models, I simply appreciate for what they were. I keep the bikes in the air conditioned garage, and they have been exposed to the sun very minimally. IF YOU NEED TO ARRANGE TIME TO PICKUP I CAN STORE THE BIKE FOR YOU "FOR FREE" FOR UP TO 3 MONTHS SO YOU CAN MAKE ARRANGEMENTS! WILL WORK WITH YOU THROUGH SHIPPER,,,, I RECOMMEND "HAULBIKES" "1 -888-HAULBIKES" BIKE HAS CLEAR TITLE AND I "THE SELLER" AM THE OWNER OF TITLE! BUT I EXPECT TO BE PAID VIA PAYPAL AS PER CONTRACT! THIS IS THE FORTH YEAR OF THE FAMED CX. . AND IS IN OK COSMETIC CONDITION,, BIKE RUNS BUT NEEDS CARB CLEANING . THIS IS NOT OF THE STANDARDS OF MY OTHER MODELS SO I HAVE A LOW RESERVE WOULD BE A GOOD PROJECT BIKE!!! General information Model: Honda CX 500 Year: 1981 Category: Classic Rating: Safety: Engine and transmission Displacement: 497.00 ccm (30.33 cubic inches) Engine type: V2 Stroke: 4 Power: 50.00 HP (36.5 kW)) @ 9000 RPM Compression: 10.0:1 Bore x stroke: 78.0 x 52.0 mm (3.1 x 2.0 inches) Valves per cylinder: 4 Fuel control: OHV Cooling system: Liquid Gearbox: 5-speed Transmission type final drive: Shaft drive (cardan) Physical measures Weight incl. oil, gas, etc: 221.0 kg (487.2 pounds) Chassis and dimensions Front tyre dimensions: 3.25-19 Rear tyre dimensions: 3.75-18 Front brakes: Dual disc Rear brakes: Expanding brake Speed and acceleration Top speed: 176.0 km/h (109.4 mph) Other specifications Fuel capacity: 17.00 litres (4.49 gallons) [ Engine The CX series motorcycles 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 this 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 Moto Guzzi machines, early testers reported that the 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 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.