Honda CX
The Honda CX (and GL) series motorcycles were developed and released in the late 1970s, with production ending in most markets by the mid 1980s. Perhaps under-appreciated at the time, they can now be recognized as a technological
tour-de-force. Showcasing innovative features and technology that was uncommon or altogether unheard of at the time such as: liquid cooling, electric-only starting, electronic ignition that was entirely separate from the rest of the electrical system (so the bike could be push-started and ridden in the event of a total electrical system failure,) low-maintenance shaft drive, Com-Star modular wheels, and dual CV-type carburettors that were tuned for reduced emmisions.
Honda hoped the CX series would compete favorably with smaller BMWs, and so went to a lot of trouble to get them right the first time. In their own small way, they succeeded. A great all-purpose medium-sized standard with city-bike reliability and heavy-ish short to medium range sport-touring capablilty, the CX continues to win fans and converts to this very day
Power train
The heart of the CX is it's longitudinal v-twin engine, sometimes called a "flying" v-twin, as it's cylinders point up and to the right and left of the motorcycle. Interestingly, the CX was the first v-twin motorcycle of any type or marque to come out of Japan. Initially conceived as having a full 90-degree angle between the cylinders like the similar Moto-Guzzi of Italian heritage, early testers reported the prototypes were too smooth. Also, the carburettors, 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 cylinders twisted inward at the rear by 22 degrees. No more abused knees, and now the engine produced a pleasant lower-frequency purr that still exhibited little in the way of objectionable higher-frequency vibes. The transmission spins opposite the engine crank to counteract the engine torque's tendancy 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 neccessitates no change in shifting technique. Power is transferred via an enclosed splined driveshaft with one u-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. The original Com-Star wheels combine the flexibility of spoked wheels with the strength and tubeless charecteristics of one-piece wheels. This all-in-line design means less wasted power used to drive right-angle gearboxes, and contributes to the bike's low maintenance requirements and excellent efficiency. The wizards at Honda combined a 10.5:1 compression ratio and 10,000 rpm redline with overhead valves and a camshaft nestled at the base of the V between the cylinders. The engine was perfectly happy to run on 87 octane gas, but delivered nearly 50 horsepower (37 kW) with almost diesel-like low-speed torque charecteristics. It outperformed bikes of comparable displacement, and still easily achieved 45 miles per gallon, with figures of 50+ mpg not at all uncommon. It's only achilles heel, a weak cam-chain tensioner, was addressed at the assembly line and through dealer recalls. Having sorted that out, the CX commands the respect of thousands of delivery-service riders in England and Europe to this day. This type of use is the must punishing sort a motorcycle can be put to. The only noteworthy maintenance concern on later bikes is the water pump shaft seal, which tend to leak but can be mitigated by using silicate-free coolant. That these bikes can be dropped, hit, abused, neglected, left out in the weather, ridden hard cold and put away hot, and still come back for more after almost thirty years is a testament to Honda's careful research and development, and the way they overbuilt these bikes. Though the cylinder bores are cast integral with the block and re-boring them is a hassle, achieving 100,000 miles (160,000 km) before this is needed is not unheard of. In the early 1980s, one version of the bike received a turbocharger and a very complex fuel injection system with multiple redundant fail-safe systems. The following year, all CXs were enlarged to 650 (actually 674cc), and the turbo version got a much simplified fuel injection system. This is by far the most interesting, advanced, and exciting CX variant. The experience of feeling the CX650 Turbo come on full boost under hard acceleration has been likened to the Millenium Falcon's jump to lightspeed. A sense of anticipation, a feeling of great things developing deep in the inner workings of the machine, a moment of theatrical pause and then... POW!!! An explosion of light and sound, and a lot of blurring at the edge of your vision.
Chassis
Early versions had conventional suspensions, consisting of hydraulically dampened 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. Equipped initially with a single-piston caliper front disk, and a drum in the rear, later versions sported dual disks, dual piston calipers for those disks plus one in the rear. All models feature steel tube frames with a large backbone, with the engine used as a stressed member.
Variants
In 1977, the first CX500 had a large metal fuel tank, stepped seat, and a curious-looking plastic mini-fairing that looked as though it were melted onto the top of the triple-tree and headlight. Turn signals extend out from the headlight's centerline. Next came a "Custom" version that had a smaller, narrower tank that was more Harley-esque, and an all chrome, exposed triple-tree and headlight housing. Turn signals were now mounted along the fork tubes, below the level of the headlight. The engine also received a dark paint job. This model set it's sights on the more style and image-conscious rider. Finally came the "Deluxe" model in 1979, which combined the bigger tank of the original with the bright chrome front end of the Custom. The CX was often considered a little brother to the mighty GL1000 Goldwing, and in 1983/84 Honda went the whole 9 yards with the GL500 Silverwing. Same engine and chassis but with the Pro-link rear suspension, 3/4 fairing and hard luggage on the back. This became the GL650 later, with 400 cc variants available in Europe and so-called 700s in the Japan that in fact used the same 674 cc motor as the 650s. The CX500 and 650 Turbos were the best of a handful of turbo bikes the Big 4 Japanese manufacturers produced in the early and mid 1980s, and the European market received naturally aspirated 650s that were similar to the Turbos in their aggressive visual style. By the mid and late 1980s, their practical experiment evidently concluded to their satisfaction, Honda discontinued the CX. They were replaced with VT500s, also good bikes. But they never achieved the cultish following of the CX. In many ways, the spirit of the CX lives on today in Honda's very successful ST1100 and ST1300 models, also featuring "flying V" engines and shaft drive, though this time they're 4 cylinders and they have fairings and luggage. The bullet-proof reliability of the CX lives on in the ST as well, as the ST dominates reliability and satisfaction ratings across several classes of motorcycle.
Living with a CX
Relaxed chassis geometry and easily modulated clutch and throttle make these bikes very friendly and willing partners for new motorcyclists. Most maintenance is easily performed by the home mechanic due to engine and chassis layout. They make an excellent city bike, and are comfortable to ride for day trips or short sport-touring excursions to the next state. They produce a sound at idle and underway that is unmistakably v-twin, yet unique to this bike. Original equipment mufflers are not objectionably loud, but do give notice to surrounding cars when you accelerate agressively. Power builds in pleasing linear fashion from idle to redline, with 7,000-10,000 being the sweet spot for passing dawdling traffic. Looking at hard numbers, the approximately 6.5 second 0 to 60 mph time doesn't impress. By any modern standard it is not a fast bike. But open her up in the first 3 gears, and it seems that she's having so much fun trying, that you just wind up having fun too! The bike is maneuverable, though a bit heavy at parking lot speeds, and displays no unpleasant behavior. It will not bite you out on the road without giving you ample warning, long as you treat it with respect and a gentle hand - though very tolerant of small rider errors, earlier versions simple chassis' are easily confused by unnecessarily abrupt input and respond best to smooth control. 45 mpg plus is easy on the wallet, and Honda continues to support these stalwart machines from the parts counter at your local dealer. An excellent second-tier training motorcycle or a pleasant ride for the more experienced motorcyclist, this unassuming and modest bike is a prime illustration of the "under-promise and over-deliver" philosophy. Along with its bigger siblings in the CB and GL lines, the CX helped cement Honda's reputation for building a great bike.
