I came to Los Angeles and within 3 hours of arriving I was already picking up a bike.
For some reason the CX500 and CX650 motorcycles have slipped my grasp over the past few years. I was supposed to pick one up about a year ago, but that deal got squashed somehow. So when I saw this “beauty” up for grabs I jumped on it.
Obviously it is a dog. A dead dog. The bike is beat to junk and weathered worse than McCain’s face. It is only missing the headlight, blinkers, side covers, and clutch lever, but the seat, gauges, throttle, tires are absolute garbage. – On the plus side the motor turns over fine so I’m sure it will be a runner.
The Honda CX500 was introduced in 1978 so this is a first year model. Common problem points were stator failure (particularly on the early models) and cam chain slop. With the cam chain properly adjusted at regular interval these bikes will run 100,000 miles easy without a rebuild while cruising 80 mph all the while. They were marketed as a downsized touring bike, this is true particularly with the CX650 which was available in “Silverwing” trim with full touring fairing and luggage.
I haven’t decided to what extent I’ll dig into this bike. I have a crush on this CX500 dual sport bike which I believe was built by Phil Kopp in Australia.
It’s obviously a poor mans HPN rally bike, but sometimes you just have to work with what you have.
The disadvantage of a CX500 for this style of bike (compared to the BMW Boxer) is the counter shaft design of the motor. Transversely mounted twins are notorious for having a gyroscopic effect when you hit the throttle. Honda eliminated this by having the output shaft spin the opposite direction as the crank. While this smooths out the motor in a sense, it also makes it slightly more complex, heavier, and more difficult to modify for performance. But I digress. ..
I’ll post my progress as it comes.