Engine :
The CX series feature a crankshaft configuration aligned longitudinally with the axis of bike. The included angle of the CX is 80°, and the heads are twisted 22° so that the inlet tracts do not interfere with the rider's legs. A camshaft nestles at the base of the V between the cylinders. Although Honda generally favors OHC engines, the cylinder head twist necessitated the use of stubby pushrods to operate the four overhead valves per cylinder, with a forked rocker arm acting off each pushrod.
The 5-speed transmission is located below the crankshaft, with both in the same housing, an arrangement which keeps the engine short (length wise) but quite tall. The engine has a 10.0:1 compression ratio and 9,650 rpm redline. Just as with the Honda Gold Wing, the transmission spins contrariwise to the engine's rotation to help counteract the engine torque's tendency to tip the bike slightly to one side when the throttle is opened or closed.
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The CX was the first V-twin motorcycle that Honda ever built. It was initially designed as a 90 ° V-twin. Honda built a prototype CX350 but it was never released to the public. In that version the cylinder heads did not have the cylinder-head twist.
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Transmission :
Final drive is via a shaft. 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 grease-nipple is provided for greasing the shaft bearing.
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Wheels :
The ComStar wheels combine the flexibility of spoked wheels with the strength and tubeless characteristics of one-piece wheels. 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. The CX500 was the first production motorcycle to use tubeless tires.
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CX Technical Reference Information
