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Honda GL650I Silver Wing Interstate: 1983

Honda GL 650 Silver Wing

Standing ј Mile

In 1983 the GL500 was superseded by the GL650 with the new 674cc engine which produced 60hp. The GL650 also had the gear ratios changed to provide taller gearing for highway cruising resulting in improved highway fuel consumption by comparison with its smaller capacity but shorter geared sibling. The GL650 Silver Wing Interstate was only produced for the 1983 model year. Brakes for the GL500 and GL650 were the dual front discs and the fuel tank capacity was 4.6 US gallons (17.5 liters). Dry weight of these bikes was 478 lbs and the fact that these bikes were quite heavy for their capacity did not aid their sales.

From the beginning, Honda’s CX500 defied stereotyping. Since its debut in 1978, this unusual middleweight Vee has confounded those intent on pigeonholing the bike—one-dimensional labels such as special, tourer or sport bike just don’t stick. The original CX was a multifaceted machine, a motorcyclist’s jack-of-all-trades.
Over the years Honda has capitalized on the standard model’s versatility. By altering its bodywork, adding accessories and injecting the engine with new technology, Honda’s engineers have successfully transformed the standard into several clearly defined models: the Custom, with stylish cosmetics and body pieces; the GL Interstate, with full-on fairing and luggage system; and the Turbo, with Superbike top-end punch and hightech allure. But the standard version for 1983, the GL650 Silver Wing, still offers all-around capabilities few motorcycles can match.

This year Honda has broadened the appeal of the CX/GL series by turning to a time-honored fix—increased engine displacement. A cursory inspection of the engine reveals little; the GL650 powerplant looks so much like the old CX500 engine you might think Honda added 177cc with a simple bore job. But the transformation required much more; although engine design remains unchanged, virtually all the 650’s engine pieces are new. The GL still uses water-cooled, crankcase-integral, chrome-lined cylinders set in an 80-de-gree Vee, but Honda increased bore and stroke from 78.0 x 52.0mm to 82.5 x 63.0mm, taking displacement to 674cc.

To ensure reliability with the elevated power output, Honda engineers upgraded almost every engine component in the 650 series. They strengthened the big end of the connecting rods, the rod bolts, main bearings, cylinder studs, clutch and transmission, increased both the water- and oil-pump flow rates, and replaced the cam-driven radiator fan with a new electric, thermostatically triggered unit. The engine cases are all new, and a finned oil pan boosts oil capacity 0.9 quart to a total of 4.1 quarts.

Since the R&D people knew the extra displacement would practically ensure the 650 of better low-end and mid-range, they performed a mild hop-up job to increase peak power as well. The four-valve heads still use a cam-shaft-and-pushrod valve-actuation system, but the GL has more valve lift, longer duration and more overlap than
the CX500.

The 32mm intake valves are one millimeter larger than before, though the exhaust valves still measure 27mm across. Honda dropped the compression ratio a touch, from 10.0:1 in the 500 to 9.8:1 in the 650, and engine redline has edged downward over the years from 10,000 rpm in the original CX to 9000 in the current model. A pair of 35mm accelerator-pump-equipped Keihin CV carbs replaces the 34mm CV pumpers used on the smaller V-twin. Honda moved the new carbs inboard a bit, straightened the inlet tracts slightly to improve intake flow, and enlarged the airbox.

Honda also altered the clutch and gear ratios to better suit the GL’s new power characteristics. The primary reduction ratio is taller than the pairing in last year’s GL500, but not as tall as the Turbo’s. Like the CB1100F, the GL now uses a twin-gear clutch hub to reduce gear noise and backlash. The clutch holds one more steel plate and one more friction plate than the 500; additionally, to cope with the added loads, the clutch springs are 19 percent stiffer than last year’s and all transmission gears are stronger than those in the 500 engine. While first through fourth gears use the same ratios as the pairings in the 500 Turbo, the gears are not interchangeable. The 650’s overall gear ratios in first through fourth are a little lower than those in last year’s Turbo, but a bigger jump between fourth and fifth gives the 650 an identical calculated top-end speed of 120 mph.

The 500 Vee never was a drag-strip terror, and though stirring the gearbox would extract a reasonable response for sport riders, the half-liter engine lacked the torquey grunt tourers demand. That’s changed. The substantial displacement boost toughens the basic nature of the GL, and riders of all sorts will welcome the 650’s extra punch. The GL pulls well down low and in most cases has enough mid-range oomph to pass on the freeway without a downshift. Our Silver Wing ran through the quarter-mile in 12.96 seconds at 99.55 mph, the best drag-strip performance we’ve obtained from a normally aspirated CX/GL. Still, the GL trails the leader of the 650 class, coming a slight wallow in very bumpy corners. The GL’s steering feels remarkably light and responsive considering the bike’s size: 515.5 pounds spread over a 58.9-inch wheelbase. Honda further improved the running gear by upgrading the tires from «S»-rated to «H»-rated items and replacing the old single-disc front brake with a dual-disc setup; the new brake provides plenty of stopping power with excellent feel and a linear response at the brake lever.

The GL’s new suspension will please most riders—especially sport riders— but long-range purists may protest. Despite the fork’s compliance, the new rear suspension is much less responsive than last year’s; it gives a firm ride even when the shock is charged with minimal air pressure. Heavier (185-pound) testers did not object to the taut rear end; lighter (140-pound) riders thought it a little harsh for truly comfortable riding over extended periods. All riders, regardless of size, found fault with the Silver Wing’s riding position. Though less radical than some of Honda’s newest Specials, the GL does incorporate cruiser styling. The bar reaches back much too far for comfortable riding and bends at an awkward angle; the pegs sit too far forward to offer good support. Consequently, at freeway speeds the rider must use his back, shoulder and arm muscles to fight the wind—a losing battle. After coming a slight wallow in very bumpy corners. The GL’s steering feels remarkably light and responsive considering the bike’s size: 515.5 pounds spread over a 58.9-inch wheelbase. Honda further improved the running gear by upgrading the tires from «S»-rated to «H»-rated items and replacing the old single-disc front brake with a dual-disc setup; the new brake provides plenty of stopping power with excellent feel and a linear response at the brake lever.

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Several small amenities help the GL maintain its role as a fine touring bike. The seat is padded and well shaped, and its fairly long front section allows the rider to shift position. When not holding a passenger, the rear portion of the seat can be replaced with a 15-liter (900-cubic-inch) tail trunk—having about the capacity of a medium-sized tank bag. Although too small for full-fledged touring, the little trunk does hold enough for an overnight trip, and it’s great for carrying lunches, papers, small tools and other commuter-related items. A new seal on the lid improves water resistance, and the ignition key operates the trunk lock as well as the two helmet locks which fasten the trunk in place. For $88.95 you can nearly double your carrying capacity with an optional 28.5-liter trunk. It comes as standard-issue on the Silver Wing Interstate and is available through Hondaline.

Despite the increase in engine displacement and carb size, our 650’s average of 45.5 mpg nearly matched the GL500’s 46.3 mpg; the bike covers about 200 miles between fill-ups. Our 650 always started readily on chilly mornings, and the choke lever is located up by the instruments for easy access. The GL carburets well, hot or cold, and is not fussy about gasoline. Honda simplified maintenance
More is not always better, but in the case of Honda’s CX/GL series the displacement increase equals improvement. The 650’s added horsepower and torque, as well as its firmer suspension, do produce a better machine. Sure, some riders will dislike the increased engine vibration, and touring purists will mourn the loss of the 500’s Cadillac-like ride, but for the vast majority of motorcyclists the GL is now a more desirable—by virtue of being a more versatile—machine. Honda has three other versions of the 650 for those with specialized needs; for the rest, the 1983 Silver Wing is as well-rounded a machine as the middleweight class offers.

Honda GL 650 Silver Wing

Standing ј Mile

In 1983 the GL500 was superseded by the GL650 with the new 674cc engine which produced 60hp. The GL650 also had the gear ratios changed to provide taller gearing for highway cruising resulting in improved highway fuel consumption by comparison with its smaller capacity but shorter geared sibling. The GL650 Silver Wing Interstate was only produced for the 1983 model year. Brakes for the GL500 and GL650 were the dual front discs and the fuel tank capacity was 4.6 US gallons (17.5 liters). Dry weight of these bikes was 478 lbs and the fact that these bikes were quite heavy for their capacity did not aid their sales.

From the beginning, Honda’s CX500 defied stereotyping. Since its debut in 1978, this unusual middleweight Vee has confounded those intent on pigeonholing the bike—one-dimensional labels such as special, tourer or sport bike just don’t stick. The original CX was a multifaceted machine, a motorcyclist’s jack-of-all-trades.
Over the years Honda has capitalized on the standard model’s versatility. By altering its bodywork, adding accessories and injecting the engine with new technology, Honda’s engineers have successfully transformed the standard into several clearly defined models: the Custom, with stylish cosmetics and body pieces; the GL Interstate, with full-on fairing and luggage system; and the Turbo, with Superbike top-end punch and hightech allure. But the standard version for 1983, the GL650 Silver Wing, still offers all-around capabilities few motorcycles can match.

This year Honda has broadened the appeal of the CX/GL series by turning to a time-honored fix—increased engine displacement. A cursory inspection of the engine reveals little; the GL650 powerplant looks so much like the old CX500 engine you might think Honda added 177cc with a simple bore job. But the transformation required much more; although engine design remains unchanged, virtually all the 650’s engine pieces are new. The GL still uses water-cooled, crankcase-integral, chrome-lined cylinders set in an 80-de-gree Vee, but Honda increased bore and stroke from 78.0 x 52.0mm to 82.5 x 63.0mm, taking displacement to 674cc.

To ensure reliability with the elevated power output, Honda engineers upgraded almost every engine component in the 650 series. They strengthened the big end of the connecting rods, the rod bolts, main bearings, cylinder studs, clutch and transmission, increased both the water- and oil-pump flow rates, and replaced the cam-driven radiator fan with a new electric, thermostatically triggered unit. The engine cases are all new, and a finned oil pan boosts oil capacity 0.9 quart to a total of 4.1 quarts.

Since the R&D people knew the extra displacement would practically ensure the 650 of better low-end and mid-range, they performed a mild hop-up job to increase peak power as well. The four-valve heads still use a cam-shaft-and-pushrod valve-actuation system, but the GL has more valve lift, longer duration and more overlap than
the CX500.

The 32mm intake valves are one millimeter larger than before, though the exhaust valves still measure 27mm across. Honda dropped the compression ratio a touch, from 10.0:1 in the 500 to 9.8:1 in the 650, and engine redline has edged downward over the years from 10,000 rpm in the original CX to 9000 in the current model. A pair of 35mm accelerator-pump-equipped Keihin CV carbs replaces the 34mm CV pumpers used on the smaller V-twin. Honda moved the new carbs inboard a bit, straightened the inlet tracts slightly to improve intake flow, and enlarged the airbox.

Honda also altered the clutch and gear ratios to better suit the GL’s new power characteristics. The primary reduction ratio is taller than the pairing in last year’s GL500, but not as tall as the Turbo’s. Like the CB1100F, the GL now uses a twin-gear clutch hub to reduce gear noise and backlash. The clutch holds one more steel plate and one more friction plate than the 500; additionally, to cope with the added loads, the clutch springs are 19 percent stiffer than last year’s and all transmission gears are stronger than those in the 500 engine. While first through fourth gears use the same ratios as the pairings in the 500 Turbo, the gears are not interchangeable. The 650’s overall gear ratios in first through fourth are a little lower than those in last year’s Turbo, but a bigger jump between fourth and fifth gives the 650 an identical calculated top-end speed of 120 mph.

The 500 Vee never was a drag-strip terror, and though stirring the gearbox would extract a reasonable response for sport riders, the half-liter engine lacked the torquey grunt tourers demand. That’s changed. The substantial displacement boost toughens the basic nature of the GL, and riders of all sorts will welcome the 650’s extra punch. The GL pulls well down low and in most cases has enough mid-range oomph to pass on the freeway without a downshift. Our Silver Wing ran through the quarter-mile in 12.96 seconds at 99.55 mph, the best drag-strip performance we’ve obtained from a normally aspirated CX/GL. Still, the GL trails the leader of the 650 class, coming a slight wallow in very bumpy corners. The GL’s steering feels remarkably light and responsive considering the bike’s size: 515.5 pounds spread over a 58.9-inch wheelbase. Honda further improved the running gear by upgrading the tires from «S»-rated to «H»-rated items and replacing the old single-disc front brake with a dual-disc setup; the new brake provides plenty of stopping power with excellent feel and a linear response at the brake lever.

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The GL’s new suspension will please most riders—especially sport riders— but long-range purists may protest. Despite the fork’s compliance, the new rear suspension is much less responsive than last year’s; it gives a firm ride even when the shock is charged with minimal air pressure. Heavier (185-pound) testers did not object to the taut rear end; lighter (140-pound) riders thought it a little harsh for truly comfortable riding over extended periods. All riders, regardless of size, found fault with the Silver Wing’s riding position. Though less radical than some of Honda’s newest Specials, the GL does incorporate cruiser styling. The bar reaches back much too far for comfortable riding and bends at an awkward angle; the pegs sit too far forward to offer good support. Consequently, at freeway speeds the rider must use his back, shoulder and arm muscles to fight the wind—a losing battle. After coming a slight wallow in very bumpy corners. The GL’s steering feels remarkably light and responsive considering the bike’s size: 515.5 pounds spread over a 58.9-inch wheelbase. Honda further improved the running gear by upgrading the tires from «S»-rated to «H»-rated items and replacing the old single-disc front brake with a dual-disc setup; the new brake provides plenty of stopping power with excellent feel and a linear response at the brake lever.

Several small amenities help the GL maintain its role as a fine touring bike. The seat is padded and well shaped, and its fairly long front section allows the rider to shift position. When not holding a passenger, the rear portion of the seat can be replaced with a 15-liter (900-cubic-inch) tail trunk—having about the capacity of a medium-sized tank bag. Although too small for full-fledged touring, the little trunk does hold enough for an overnight trip, and it’s great for carrying lunches, papers, small tools and other commuter-related items. A new seal on the lid improves water resistance, and the ignition key operates the trunk lock as well as the two helmet locks which fasten the trunk in place. For $88.95 you can nearly double your carrying capacity with an optional 28.5-liter trunk. It comes as standard-issue on the Silver Wing Interstate and is available through Hondaline.

Despite the increase in engine displacement and carb size, our 650’s average of 45.5 mpg nearly matched the GL500’s 46.3 mpg; the bike covers about 200 miles between fill-ups. Our 650 always started readily on chilly mornings, and the choke lever is located up by the instruments for easy access. The GL carburets well, hot or cold, and is not fussy about gasoline. Honda simplified maintenance
More is not always better, but in the case of Honda’s CX/GL series the displacement increase equals improvement. The 650’s added horsepower and torque, as well as its firmer suspension, do produce a better machine. Sure, some riders will dislike the increased engine vibration, and touring purists will mourn the loss of the 500’s Cadillac-like ride, but for the vast majority of motorcyclists the GL is now a more desirable—by virtue of being a more versatile—machine. Honda has three other versions of the 650 for those with specialized needs; for the rest, the 1983 Silver Wing is as well-rounded a machine as the middleweight class offers.

Мотоцикл GL650 Silverwing Interstate (1983): технические характеристики, фото, видео

Retrospective: Honda GL650I Silver Wing Interstate: 1983

(This Retrospective article was printed in the February 2007 issue of Rider.)

A very sensible motorcycle, this midsize touring bike, but perhaps too sensible for the American buyer.

When you see a hundred or a thousand Gold Wingers together, more than half of them are running solo, and this Silver Wing was a perfect ride for a solo guy or gal. Less expensive and less weight, the 650 Interstate weighed a good 200 pounds less than the 1100 Interstate.
This tale began back in 1978 when Honda introduced the CX500, as useful a motorcycle as one could hope to find. The engine was an 80-degree V-twin (the Moto Guzzi was/is a 90-degree Vee), with short pushrods operating four valves per cylinder, a big bore of 78mm and short stroke of 52mm, a compression ratio of 10:1 and willing to rev to 10,000 rpm. That was impressive! The single camshaft was set high in the block, requiring a Hy-Vo chain with manual tensioning adjustment—the need for which was very infrequent. Valve adjustment was by locknut and screw, with which all the old Brit-bike enthusiasts were quite familiar. Ignition was transistorized and pointless, so to speak. Carburetion was by a pair of big 35mm constant-velocity Keihins. Liquid kept the engine cool rather than air, and the CX500 could sit in traffic on a 100-degree day and not break into a sweat. The power ran through a five-speed transmission to a shaft final drive, very neat and troublefree.

1983 Honda GL650I Silver Wing Interstate.

Its frame was the backbone type, using the engine as a stressed member, with a 33mm telescopic fork at the front, a pair of shock absorbers at the back. The ComStar wheels ran tubeless tires, with a drum brake at the back, a disc on the front. The distance between the axles was a leisurely 57 inches. With 4.5 gallons in the tank, the CX tipped the scale at a reasonable 480 pounds.
Reliable horsepower ratings for that time in history are hard to come by, but the CX had in the neighborhood of 40 rear-wheel ponies at 9,000 rpm. Not that many owners were interested in having the engine spin that fast, as it was a bit of a shaker after 7,000 rpm—right where the torque maxed out at 24 lb-ft. This bike turned a respectable 14 seconds in the quarter mile at the drag strip, about half a second slower than the 13.5-second GL1000.

Sales of the CX in Europe were great. This was an eminently practical motor­cycle for commuters, for two-wheeled delivery and messenger riders, for the mild-mannered type who liked the charm of two wheels without hassle and botheration. The tubeless tires were a good sales point.

1983 Honda GL650I Silver Wing Interstate.

The model had a modest success here; nothing earthshaking like the CB750 of 1969 nor the GL1000 of 1975, but a good platform to be expanded on. Put on a slightly stepped saddle and a smaller tank and call it a Custom. Next move? The factory turned the motor sideways and built a one-off dirt tracker for Freddie Spencer, but that was never going to be a sales success. Perhaps that GL concept …worth looking into.

In 1981 the GL500 did appear as the Silver Wing, with a little 15-liter trunk that fit in place on the back seat for the go-to-work rider. Along with that was the full touring GL500I, I for Interstate like the Gold Wing Interstate, with a fairing and removable saddlebags.
The modular aspect of the luggage was clever, but it meant making a choice—you could either take your loved one or carry close to 30 liters of gear in the big trunk. The smaller commuter box was an option, but if you wanted to go traveling, you might as well go big. Mounting the trunk meant taking off the pillion seat and leaving it in the garage, which should have appealed to wives whose husbands liked to go traveling alone. Without a passenger saddle the tootsie-picking-up-possibilities were limited.

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The 25-liter saddlebags could hold a change of clothes. Up front was a biggish frame-mounted fairing, reminiscent of the Vetter Windjammer, with a minimalist 1 inch of adjustment on the windscreen. One nice gadget was the knob for adjusting the headlight while on the bike.

In order to fit those bags in nice and close, as well as to improve handling, Honda decided to toss the twin shocks and go with a single, using the Pro-Link design derived from the motocrossers that provided rising-rate leverage: i.e., the bigger the bump, the stiffer the springing becomes. And the spring support could be enhanced by boosting the air pressure in the shock. Plus the diameter of the new fork legs was expanded to 35mm, and they were air adjustable. The wheelbase was extended by more than an inch.

Honda did some minor fiddles with the engine, claiming more horses, but with all the bodywork and a wet weight of 550 pounds the quarter-mile times went up to 15 seconds. Heck, anyone preferring speed to comfort could get himself a 12-second CB900F.

1983 Honda GL650I Silver Wing Interstate.

Somewhere in there Honda decided it would be infinitely cool if the CX were also known as a go-fast kind of motorcycle, and bolted on a turbocharger and fuel injection to the 1982 CX500T. That set the world back on its butt, but the turbocharging craze—which cost all
four Japanese companies millions of unrecouped dollars—was not what the touring rider was interested in.

As an encore Honda figured the company could get inexpensive publicity by boring (82.5mm) and stroking (63mm) the CX/GL500 to 674cc. It was not quite that simple, never was with Soichiro Honda, because he wanted to be absolutely sure that everything in the engine had been strengthened (although much of that work had already been done for the turbo engine). Compression ratio and redline were both lowered a bit, and the factory was claiming 40 lb-ft of torque. The maintenance-friendly aspects of the 500 were made even more friendly on the 650, with an automatic cam-chain adjuster. Without fairing and bags, the Silver Wing could turn 13 seconds in the quarter mile.

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1983 Honda GL650I Silver Wing Interstate.

But did it sell? No. The whole motor­cycle market was depressed, warehouses were filling up everywhere, and prices were being cut beyond the bone. Also, Honda was busily throwing itself body and soul into the V-4 world. The GL650I ended up as a one-year machine, and really cheap new ones could still be found two, three years later. Maybe that is why Honda has refused to bring in its latest midsize touring bike, the Deauville 650, a model that is very pop­ular in Europe.

Honda GL 650

Мотоциклетное подразделение Honda появилось на свет практически одновременно с автомобильным. Это случилось в середине 40-вых прошлого века. Тогда японская промышленность переживала тяжелые времена, всему виной была Вторая Мировая война.

Основал компанию Соитиро Хонда, который занимался мелкой сборкой зарубежных мотоциклов и производством поршневых колец. Прекрасные конструкторские способности Соитиро сразу же воплощались в жизнь, благодаря чему уже к 60-м годам компания вышла на первые места по продажам мототехники.

Особое внимание японцы уделяли участию их мотоциклов в разных спортивных соревнованиях. Начиная с середины 60-х, хондовские команды неизменно входят в число призеров престижных этапов и гонок.

Среди многочисленной модельной гаммы компании Хонда стоит серия Gold Wing. Это большие мощные мотоциклы туристического направления с большим количеством технических изысков и оборудования для комфортабельных поездок. Первым Голд Вингом был байк с однолитровым силовым агрегатом.

В 1983 году с конвейера сошел более технологичный Honda GL 650. Турерр был доступен в серо-черном исполнении Nimbus Gray Metallic + Achilles Black Metallic и красном Candy Wineberry Red + Bramble Red Metallic. Модель была немного мощнее предшественника, хотя и комплектовалась меньшим по объему силовым агрегатом. 4-тактный, V-образный 2-цилиндровый двигатель имел рабочий объем 674 куб.см.

На каждый цилиндр приходился один распредвал, охлаждение жидкостное. При степени сжатия 9,8 : 1, мотор выдавал максимальные 64 лошадиные силы при 8000 об/мин. Максимальный крутящий момент в 62 Нм. достигается уже при 6000 об/мин. Тормоза байка представляют собой 240-миллиметровый диск спереди и барабанную систему сзади.

Турерр комплектуется телескопической пневматической вилкой. Привод на колесо осуществляется путем карданного вала. На задней подвеске установлена продвинутая система Pro-Link. Максимальная скорость аппарата составляет 175 км/час. Выпуск мотоцикла продолжался недолго, на смену Honda GL 650 пришла целая группа Голд Вингов с разными двигателями от 600 до 1500 куб. см.

Технические характеристики Honda GL 650 1983 года выпуска:
Тип двигателя: 2-цилиндровый, V-образный;
Число цилиндров: 4;
Охлаждение: жидкостное;
Объем двигателя, куб.см: 674;
Мощность двигателя, л.с.: 64;
Трансмиссия: 5-скоростная;
Тип передачи: карданная;
Максимальная скорость байка: км/час: 175;
Тип мотоцикла: туристический круизер.

Honda GL650I Silver Wing Interstate: 1983

Перевести · 25/03/2020 · In 1983 the GL500 was superseded by the GL650 with the new 674cc engine which produced 60hp. The GL650 also had the gear ratios changed to provide taller gearing for highway cruising resulting in improved highway fuel consumption by comparison with its smaller capacity but shorter geared sibling.

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    Перевести · Silver Wing – 1983 Honda GL650 Interstate. In Japan, Touring by Abhi July 21, 2015 5 Comments. When it was first released, the Honda GL500 basically sat in a class by itself – a full dress, middleweight tourer. Hell, I can’t think of something similar that’s available now – can you?

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