Editing Honda CX500E Euro

{{Infobox Motorcycle
|name             = [[Honda]] CX500E Euro
|image            = [[File:Honda-CX500-Euro-2.jpg|frameless|Honda CX500E Euro]]
|aka              = 
|manufacturer     = Honda
|parent_company   =
|production       = 1982
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, longitudinal 800 V-twin cylinder, [[camshaft]] nestles at the base of the V between the cylinders. ,OHV, 4 valves per cylinder operated by pushrods
|bore_stroke      =
|compression      = 10.0:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         = CDI
|spark_plug       =
|battery          =
|transmission     = 5 Speed
|frame            = Pressed steel and tubular diamond construction
|suspension       =Front: 37mm Showa telehydraulic fork <br>
Rear: air/oil damped, TRAC [[anti-dive]] braking system. Pro-link rising-rate, single-shock
|brakes           =Front: 2 x 275mm disc 2 [[piston]] floating-caliper <br>Rear: Single 275mm disc 2 piston caliper
|front_tire       = {{tire|100/90-18}} 
|rear_tire   	  = {{tire|120/80-18}} 
|rake_trail       =
|wheelbase        = 1495 mm / 58.8 lbs
|length           =
|width            =
|height           =
|seat_height      =
|dry_weight       = 208 kg / 458.5 lbs
|wet_weight       =
|fuel_capacity    = 19 Litres / 5.0 US gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}



==Engine==
The engine featured a 10.0:1 [[compression ratio]].  

==Drive==
Power was moderated via the Wet, multi-plate, 5-speed.  

==Chassis==
It came with a 100/90-18 front [[tire]] and a 120/80-18 rear tire. Stopping was achieved via 2 x 275mm disc 2 piston floating-caliper in the front and a Single 275mm disc 2 piston [[caliper]] in the rear. The front suspension was a  37mm Showa telehydraulic fork while the rear was equipped with a air/oil damped, TRAC anti-dive braking system. Pro-link rising-rate, single-shock. The CX500E Euro was fitted with a 19 Litres / 5.0 US gal fuel tank. The bike weighed just 208 kg / 458.5 lbs. The wheelbase was 1495 mm / 58.8 lbs long.  
== Photos ==
[[File:Honda-CX500-Euro-2.jpg|600px|Honda CX500E Euro]]
[[File:Honda-CX500-Euro.jpg|600px|Honda CX500E Euro]]
[[File:Honda-CX500-euro--1.jpg|600px|Honda CX500E Euro]]

== Overview ==

Honda CX 500 Euro





















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 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 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.
[edit] 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.
[edit] 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.
[edit] 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.
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 assisted front forks with anti-dive mechanism and air
assisted prolink single shock rear suspension. The wheels are also modified,
with an 18-inch-diameter (460 mm) restyled round hole comstar front with a
10090H18 tyre, whilst on the rear is a 12080H18 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.


{|  class="wikitable"
|- 
!Make Model
|Honda CX 500 Euro
|- 
!Year
|1982
|- 
!Engine Type
|Four stroke, longitudinal 800 V-twin cylinder, camshaft nestles at the base of the V between the cylinders. ,OHV, 4 valves per cylinder operated by pushrods
|- 
!Displacement
|497 cc / 30.3 cu-in
|- 
!Bore X Stroke
|78 x 52 mm
|- 
!Compression
|10.0:1
|- 
!Induction
|2x 35mm Keihin VB1AA-A
|- 
!Ignition
|CDI
|- 
!Starting
|Electric
|- 
!Max Power
|50 hp / 37.2 kW @ 9000 rpm
|- 
!Max Torque
|46 Nm / 33.9 lb-ft @ 7000 rpm
|- 
!Clutch
|Wet, multi-plate, 5-speed
|- 
!Transmission
|5 Speed
|- 
!Final Drive
|Shaft
|- 
!Frame
|Pressed steel and tubular diamond construction
|- 
!Front Suspension
|37mm Showa telehydraulic fork
|- 
!Rear Suspension
|air/oil damped, TRAC anti-dive braking system. Pro-link rising-rate, single-shock
|- 
!Front Brakes
|2 x 275mm disc 2 piston floating-caliper
|- 
!Rear Brakes
|Single 275mm disc 2 piston caliper
|- 
!Front Tire
|100/90-18
|- 
!Rear Tire
|120/80-18
|- 
!Wheelbase
|1495 mm / 58.8 lbs
|- 
!Dry Weight
|208 kg / 458.5 lbs
|- 
!Wet-weight
|225 kg / 496 lbs
|- 
!Fuel Capacity
|19 Litres / 5.0 US gal

|}

[[Category:Honda motorcycles]]