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1983 Honda CX650TD
Turbo
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Suggested price in 1983 |
$4,898 |
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ENGINE |
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Type |
Water-cooled, longitudinal 80 degree turbocharged four-stroke V-twin/80 RWHP (86 RWHP with K&N air filter) |
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Valve arrangement |
One cam, 4 valves per cylinder operated by pushrods and rockers, threaded adjusters |
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Carburetion |
Computerized (digital) fuel injection |
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Displacement |
674cc |
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DRIVE TRAIN |
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Clutch |
Wet, multi-plate, 5-speed |
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Final Drive |
Shaft, 3.400:1 |
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CHASSIS |
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Front suspension |
37mm Showa, adjustments for TRAC anti-dive and air pressure, 5.1 in. (130mm) travel |
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Rear suspension |
Honda Pro-Link, one Showa damper, 4.1 in. wheel travel, adjustment for air pressure and rebound damping |
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Front tire |
100/90 V18 Bridgestone Mag. Mopus L303 |
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Rear tire |
120/90 V17 Bridgestone Mag. Mopus G508 |
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Wet weight |
572 lbs. (260 kg) |
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Fuel capacity |
5.3 gal. (20 L) |
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PERFORMANCE |
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Average touring range |
243 miles |
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Best 1/4 mile acceleration |
11.95 sec., 112.4 mph ( Motorcyclist , 7/83) |
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200 yd. top-gear accel. from 50 mph |
86.6 mph terminal speed |
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Total production |
1777 |
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Total imported into U.S. |
1015 |
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.
Disclaimer
© Turbo Motorcycle International
Owners Association
