82.00 HP (59.9 kW)) @ 8000 RPM
200.0 km/h (124.3 mph)
497.00 ccm (30.33 cubic inches)
Bore x stroke:
78.0 x 52.0 mm (3.1 x 2.0 inches)
Valves per cylinder:
Front tyre dimensions:
Rear tyre dimensions:
20.00 litres (5.28 gallons)
Weight including oil, gas, etc:
263.0 kg (579.8 pounds)
1982 CX500 Turbo
Jackie Chan should have owned a Honda CX500 Turbo, having also built some kind of time-dilation device to scarper through history and kick-ass. Through some Drunken Mastery, and making up some kind of Police Story as a cover, he could have Supercop’d his way through Mega-Cities on his wonder horse, or as they probably don’t say in Cantonese, his Qíjī mǎ. Like a Fearless Hyena . . . <Ed – stop!>
It was a shame then that the fabulous CX500TC lasted a single year. It was superseded by the CX650TD in 1983, which itself was cursed to last only year as well. So how on earth did a motorbike have such a singular run? The demise of the American market unfortunately signed its death warrant, as too did Harley petitioning the government to stop all The Foreigners coming in. All in all, a most singular shame. But did you ever wonder what would happen if you turbo-charged a cart-horse? Did you ever ruminate on what on earth a snappily named PGMFI/PGM-FI could be? Nope, us neither, but let’s pretend you did!
As per our CX500 article, the CX was the first V-twin motorcycle that Honda ever built. It was an everyday machine for the everyday man, not exactly the kind of pant-wetting sexiness that would bequeath a cult following. And yet this comfortable to ride, liquid-cooled, shaft-driven motorbike had bags of potential with it’s simple yet bulletproof four-valves per cylinder constant velocity carburettors. To turbo the CX500 engine meant ramming extra fuel/air mix into the engine to increase horsepower, but to achieve this Honda developed one of the first production bikes to feature programmed fuel-injection. Who knew those computer things would ever catch on?
Back when the Commodore 64, an 8-bit super-computer with 64 kilobytes of memory (count them!), was being introduced, and Sony thought that CD players would be a thing, Honda bought out an Engine Control Unit in 1982. This was nothing new, as Ze Germans were trying such engine control functions back in 1939 on the Focke-Wulf plane, and even General Motors were making waves incorporating a whole one ECU unit being built for the 1981 model year. The Engine Control Unit (ECU) had sensors which measured the temperatures of the engine, coolant, oil, and outside air as well as pressure sensors to monitor oil and atmosphere. Optimal efficiency, performance and power. The turbocharger, at peak providing approximately 19 psi boost. The team at Shepsters Towers aren’t quite sure of the scientific name for it, but we think the term to describe the increase is a bloody sh&tload!
Honda being, well, Honda, felt that they hadn’t quite packed enough innovation in and also fitted the bike with an updated version of their 1969 TRAC (Torque Reactive Anti-dive Control) system which linked the brakes to front forks to counteract any nose-diving. Yamaha and Kawasaki followed suit with their own turbos but struggled for a foothold in the American market, which is a colossal shame for everyone as the bike is simply delicious – wonderful curves and lines, mag wheels and pretty much like riding a wardrobe until the turbo kicks in at 4000-5000rpm. After that, well, you may as well be Jackie Chan.