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Bikes Home   1978/1979 Kawasaki Z1R-TC Turbos   1982 Honda CX500TC Turbo   1982/83 Yamaha XJ650LJ/LK Seca Turbos   1983 Honda CX650TD Turbo   1983 Suzuki XN85D Turbo   1984/85 Kawasaki ZX750E1/E2 Turbos

1983 Honda CX650TD Turbo


Suggested price in 1983




Water-cooled, longitudinal 80 degree turbocharged four-stroke V-twin/80 RWHP (86 RWHP with K&N air filter)

Valve arrangement

One cam, 4 valves per cylinder operated by pushrods and rockers, threaded adjusters


Computerized (digital) fuel injection





Wet, multi-plate, 5-speed

Final Drive

Shaft, 3.400:1


Front suspension

37mm Showa, adjustments for TRAC anti-dive and air pressure, 5.1 in. (130mm) travel

Rear suspension

Honda Pro-Link, one Showa damper, 4.1 in. wheel travel, adjustment for air pressure and rebound damping

Front tire

100/90 V18 Bridgestone Mag. Mopus L303

Rear tire

120/90 V17 Bridgestone Mag. Mopus G508

Wet weight

572 lbs. (260 kg)

Fuel capacity

5.3 gal. (20 L)


Average touring range

243 miles

Best 1/4 mile acceleration

11.95 sec., 112.4 mph ( Motorcyclist , 7/83)

200 yd. top-gear accel. from 50 mph

86.6 mph terminal speed

Total production


Total imported into U.S.


Best press quote:
"Powering down back roads at middle rpm, the Turbo simply owns the road. It lunges from corner to corner in a rush that even the monstrous Suzuki GS1100S Katana can't equal."
Motorcyclist, July 1983

Stung by the luke-warm reaction to the CX500 Turbo in '82 Honda released the improved 650 Turbo in '83 with little fanfare. 177cc extra displacement and re-juggled compression ratios did wonders for the Honda blower. It's roll-on power was nothing short of amazing. Even beginning off boost the only thing that could top it was the 1100 Katana (and not by much). In a high-speed roll-on contest nothing came close.

Sharing a similar engine layout you would think the two Honda Turbos would have a lot in common but you would be wrong. The powerplant was completely revamped with larger valves (and more lift on the intake side). Compression ratio was raised from 7.2:1 to 7.8:1 off boost and peak boost was lowered to 16.4 psi (the CX500 peaked at about 19 psi) to allow for a smoother transition when turbo power kicked in. A new IHI turbocharger was employed with a larger compression wheel, and the ignition and air pressure sensors were eliminated along with the resonance chamber that was built in to the left side of the fairing. To simplify things further the ignition control unit was now incorporated into the fuel injection computer.

The rear shock now had three-way adjustable rebound damping which improved high-speed handling.

The CX650 Turbo is in great demand worldwide today. Look to pay between $4,500 and $5,500 for low-mileage clean examples and $6,000 to $7,000 and up for showroom Turbos. Museum-quality examples have sold for $10,000-12,000.

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