Hey Guys n Gals
Nicely, I picked up domestically a 1981GL500 Silverwing the opposite day, Non operating, bought on a whim, not run for a few years, Solely simply received it dwelling final night time as we had unhealthy climate right here, however it appears all there, the principle motive is I feel I’ll make some 2 into 1 exhausts for it and I feel the CX500 is just about the identical too? I’ve had a couple of enquiries so hope to make a begin quickly, let me know if you want a set?
However this week I’ll tinker with this previous lady to see what state the motor is in, if the carbs are goosed, I’ll put money into a New set {that a} buddy makes for these and see how that goes however, I’ll match a brand new battery, New plugs and so on, change Oil and filter after which see what we now have as she rolls alongside superb, brakes work and so on so could also be fortunate and get her to fireplace up if I run a seperate gas cell to the carbs, if I’ve a spark, I’m midway there.
It’s a liquid-cooled, 80-degree pushrod V-twin, with 4 valves per cylinder, displacing 497cc. Not like some liquid cooled engines which might be disguised to look like air cooled with bolt-on cooling fins, the GL 500 engine made no such pretense. The engine’s pores and skin is the sleek exterior of its water jacket, with just a few minor ribs solid in on the rocker covers and decrease crankcase.
The engine’s transverse orientation within the body positioned the cylinders protruding from the perimeters of the bike. This association has apparent benefits for an air-cooled Moto Guzzi engine; it locations the cylinders and heads out into the air stream for optimum cooling impact. For a liquid cooled engine the place that air stream doesn’t matter, it creates a reasonably odd, lumpy look.
Including to the oddness of the engine’s look, the cylinder heads have been rotated 22 levels from the axis of the crankshaft. This was performed to create a straighter tract between the consumption valves and the 34 mm Keihin fixed velocity carburetors.
Whereas this improved engine aspiration and efficiency, Honda made no try to hide the design and in consequence, it creates the looks that the rocker covers have been placed on the engine askew.
For these of us introduced up on vertical twins with good, symmetrical barrels wrapped in cooling fins, all these angles, rotations and finless surfaces are a bit of radical. This set-up took some getting used to, however as soon as performed, it was simple to not solely tolerate it, however to understand its shocking energy and effectivity.
It’s even doable to get used to the torque response pulling the bike ever so barely to the correct when cracking the throttle at a cease signal.
The GL-500 has an exceptionally mild clutch that’s a pleasure to make use of on day-long rides. Energy reaches the rear tire through a low upkeep drive shaft. The five-speed transmission is an easy-to-use, constructive shifting factor that in my thoughts may have been improved in just one method—the addition of a sixth velocity.
The engine’s glorious torque and willingness to rev has the rider continuously reaching for the clutch for another upshift after fifth gear. The engine spins at about 5500 RPM at 60 MPH in fifth gear, making it appear to work tougher than it ought to need to.
A six-speed overdrive association would have given the Silver Wing a way more relaxed tone on the open street, and maybe much less vibration within the mirrors. This design may need precipitated an occasional downshift on lengthy or steeper inclines, however for many flat freeway work, it might have been an enchancment. A sixth ratio may have elevated the bike’s already spectacular gas financial system—routinely 55 MPG on the freeway.
The GL 500’s devices and rider controls are all first charge. Giant dial faces on the tachometer and speedometer are simple to learn. An engine coolant temperature gauge is constructed into the decrease fringe of the tachometer and a visit mileage meter is included within the speedo.
Giant, easy-to-see indicator lights are carried in a separate panel between the gauges. The ignition change, choke and entrance fork air valve are all up there within the cluster, as effectively. Even the fuses are up on the steering head beneath a flat black cowl panel over the deal with bar.
The double-piston disc brake up entrance generates nearly as a lot braking power as you want on demand. Squeezing the lever regularly brings on gradual deceleration; pull exhausting, cease exhausting. The rear drum brake has the same responsive really feel to it, making it doable to cease the S-wing very exhausting in a straight line.
The interchangeable pillion seat and journey trunk make the bike extra versatile in a method, so long as one has the choice to choose between the added carry-along capability of the trunk or taking a passenger; however you possibly can’t do each.
The GL-500 wasn’t a lot of a pavement projectile when it was launched and its place within the efficiency hierarchy of 30 cubic inch displacement bikes didn’t enhance through the years. However, Honda didn’t design the bike for pulse-pounding, wheelie-pulling acceleration and top-end velocity.
Over time, the machines have confirmed themselves able to carrying out what Honda did intend them to: dependable, sensible, long-term service within the mid-range touring and leisure driving class. Within the U.Ok., many of those bikes are nonetheless in service as courier bikes and have astronomical mileage totals on them.
Its engine and drive-train mixed some radical components when it comes to the transverse, finless, 4 valves-per-cylinder, V-twin engine with sensible, confirmed components just like the age-old pushrod valve prepare.
Air-adjustable entrance and rear monoshock suspension was reasonably radical on the time for a 500 cc machine however the bike’s rake, path and broad bars gave it a sensible, well-mannered really feel out on the street. Shaft drive added practicality for lengthy, lengthy freeway miles with minimal upkeep.
1981 Honda GL-500 Silver Wing Specs:
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- Engine: Liquid-cooled 80°included angle pushrod V-twin, 4 valves per cylinder
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- Displacement: 497 cc (30.32 in.3)
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- Bore x stroke: 78.0 mm x 52.0 mm (3.07” x 2.05”)
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- Compression ratio: 10.0: 1
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- Carburetion: Two 34 mm Keihin fixed velocity w/accelerator pump
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- Transmission: 5 velocity, fixed mesh, moist clutch, shaft drive
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- Electrics: 12 v transistorized
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- Body: Metal tubing spine, engine as structural member
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- Entrance suspension: Telescopic air-assisted coil spring, oil damped
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- Rear suspension: Mono-shock swing arm (Professional-link)
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- Entrance brake: Single disc hydraulic 11.0”
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- Rear brake: Single main shoe drum 6.3”
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- Gas capability: 4.6 US gal.
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