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. It has air-adjustable front and rear suspension so you can tune it to your likes. The next iteration for the mid tourer was the Pacific Coast which I believe had a more traditional logitudinal v-twin arrangement. The power ran through a five-speed transmission to a shaft final drive, very neat and troublefree. We put right at 110,00 miles on that machine and owned a Goldwing at the same time. For the Turbo and Eurosport models the rear drum was replaced with a dual piston caliper and disc. Trouble free shaft drive, watercooled, with original replacement trunk.
With redundant fail-safe systems working in tandem with a separate ignition system. This made the Silver Wing look like a miniature. The 650's added horsepower and torque, as well as its firmer suspension, do produce a better machine. Next was the blue metallic with white stripe Shelby open face helmet. I had to prove my skills when I bought it from the ex-owner who was a professional motorcycle rider. I installed a brand new front tire and the rear has full tread too.
Well, 34 years later the baby Wing is going strong. The wheelbase was extended by more than an inch. 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. It can go over 80 mph and that is all I need for sure. In that version the cylinder heads did not have the cylinder-head twist. There's a little over 400 miles on this since I rebuilt it and the last time I had it out riding was yesterday.
It has never been near salt water, just fresh water. Includes two helmets, service records, original tool kit, Honda owners manual, and Clymer and Haynes service manuals. 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 shaft drive is very torquey and smooth, and the seating position is comfortable for day trips or city cruising. I think it was the best all around motorcycle that I have owned. Also check out our at Bikez. Despite the increase in engine displacement and carb size, our 650's average of 45.
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. I've put an enormous amount of work into this Silverwing: - The bike was completely stripped down and the frame, swingarm and most other steel parts powdercoated. 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. Its semi chopped fork, tear drop tank, low seat and truncated exhaust gave it a very rakish look. Any Questions, please don't hesitate! The tank was full so got rid of the petrol the raidiator was full oil ok front brakes needs fixing forks needs new seals put a new air filter in and new battery so all electrics are working including starter motor which turns over ok. Everything is there, and everything works as it should. I was working part time in a Kawasaki shop when these first came out and wondered when Kawasaki would come out with something like that.
Could use some new tires soon. Less expensive and less weight, the 650 Interstate weighed a good 200 pounds less than the 1100 Interstate. It was definitely more agile than any full-sized tourer of the day, but conversely stayed on-track with less surety. Plastic mudguards replace the chromed steel versions on the earlier machines curing the associated rust problems. The Interstate included a large factory fairing, hard saddlebags, and a trunk. 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.
I already have a bike so selling this decent looking and great running bike. Clean and well cared for. Consequently, at freeway speeds the rider must use his back, shoulder and arm muscles to fight the wind—a losing battle. All models feature steel tube frames with a large backbone, with the engine used as a stressed member. Power is transferred by an enclosed splined with one.
Over the years Honda has capitalized on the standard model's versatility. City driving mainly but I have had it on the highway for a few 2-3 hour trips. They include: Very large windscreenfront upper crash barOriginal Handlebars Rear shock still works Tall rear trunk; correct color match and key matched to bikeSmall trunk. It was initially designed as a 90 ° V-twin. Always garaged and babied, many new parts.
I've put over 2000klm since I received it. Just as with the , 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. Honda moved the new carbs inboard a bit, straightened the inlet tracts slightly to improve intake flow, and enlarged the airbox. Beauty is in the eye of the beer holder! Or anywhere you would be speaking. Later versions had air-assisted forks and featured Honda's Pro-Link monoshock rear suspension.
The changes extended to the engine where Honda's late 1970s issues with cam chains were dealt with via the introduction of an automatic tensioner replacing the manual version on the earlier models. Sales were lackluster due to the bikes high retail cost and expensive insurance rates. 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. A very sensible motorcycle, this midsize touring bike, but perhaps too sensible for the American buyer. Original factory fairing, saddle bags and trunk. A little history follows: The 650 is very different from the previous 500's. Our Silver Wing ran through the quarter-mile in 12.