While V-twins were nothing new, as Moto Guzzi had been mounting them with the crankshaft inline with the frame with shaft drive for many years, this Honda was decidedly different. Not only was the 497cc engine water-cooled, but it had four valves per cylinder that were operated by pushrods rather than the overhead cams favored by Honda on its previous four-stroke engine designs. [5] Peters, Eric (March 24, 2011). "The One Year Wonder (And Why)". Eric Peters Auto . Retrieved June 30, 2018.

Siegal, Margie (May–June 2009). "1983 Honda CX650 Turbo". Motorcycle Classic . Retrieved May 3, 2017. Honda GL650 Silver Wing Interstate". Tanshanomi's Snap Judgments. Tanshanomi.com. Archived from the original on 30 December 2013 . Retrieved 26 January 2014. MotoFaction. "How many CX500s, CX650s, GL500s and GL650s were made - including Turbos?". MotoFaction.org . Retrieved 2017-10-05. The Japanese and European market saw 400cc versions of the CX and GL, aptly named the CX400 and GL400. In Japan the GL650 SilverWing Interstate was released as the Limited Edition GL700 Wing Interstate, although it used the same 674cc engine that was used in the GL650. Also in Australia, the 1980-1982 CX500 'standard' models were known as the "CX500 Shadow".Electrolytic: 2x Elite (2-5,000h @ 105°C, ED), 4x Elite (3-5,000h @ 105°C, EJ), 2x Elite (2-5,000h @ 105°C, EK), 1x Teapo (2-6,000h @ 105°C, SY), 1x Teapo (2,000h @ 105°C, TH), 2x Nippon Chemi-Con (4-10,000h @ 105°C, KY), 1x Rubycon (3-6,000h @ 105°C, YXG)

The CX650 Custom was a one-year model produced in 1983 for the US market. Like other CX customs, especially the CX400C designed for Asia-Pacific, this model was a cruiser. The frame is completely different, and the styling was marketed to accommodate the American desire for the low stretched look of American cruiser bikes. Its semi chopped fork, tear drop tank, low seat and truncated exhaust gave it a very rakish look. However, it was very similar in styling and price range to the 750 Shadow and Honda elected to have only one cruiser bike in that class, thus the reason for its short model life. The CX500TC powerplant was based on the water-cooled V-twin with four pushrod-operated overhead valves per cylinder configuration used in the CX500 introduced a few years earlier. The engine case look was retained nearly intact from the original CX500. The turbocharger, at peak boost providing approximately 19 psi boost nearly doubles the power output of the engine. The engine case is changed to accept the larger crankshaft bearings of the CX650 released in the same year, while the suspension, brakes, frame and fairing all differ significantly from the earlier CX500 and the Pro-Link rear suspension and TRAC (Torque Reactive Anti-dive Control) were used on the CX500EC (released 1982) and CX650ED (released 1983) models.CX500 Turbo [ edit ] Honda CX500 Turbo in the Honda Collection Hall 1983 Honda CX650 Turbo displayed at the Barber Vintage Motorsport Museum 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 required inner tubes. The CX500 was the first production motorcycle to use tubeless tires. [4] Chassis [ edit ]