Honda CX500 Eurosport custom - PROJECT
The resto of the CX, which is a relatively rare 1982 'Eurosport' model, actually started with Red's father, who bought the bike online and started restoring it. Red admitted that the bike ran pretty rough as purchased, but the bodywork, wheels and other parts were in pretty good condition, while the distinctive transverse v-twin styling of the CX500 had its own appeal.
Being a 1982 model Eurosport (also known as the CX500 'EC'), that meant it also had a bunch of goodies that were introduced that year, including: an automatic cam chain tensioner; anti-dive front forks; better brakes (including a rear disc); improved rear suspension; a larger fuel tank; new style ComStar wheels; and restyled plastics.
A bunch of these cosmetic and mechanical changes featured on the CX500 Turbo that also debuted in 1982. While a Turbo would have been a welcome addition to Red's garage, these are rarer - and much more expensive - than a normally-aspirated CX500, so the 'stock' model would have to do!
Red's dad got the CX running, but couldn't get it to rise above a rough idle. Stripping the frame down ready for powdercoating, the steering head bearings, seals and brakes were all replaced or refurbished before Red inherited the project - as a Christmas present. Thanks, dad! Red's first ride was a '78 model CX 500, so his dad must have thought he'd like it.
Taking on the project, Red first focused on the engine. The reason behind the 500cc twin's inability to rev over 4000rpm was traced to a knackered crankshaft - but only after the engine seized during testing. Pulling the motor down revealed the shot crank, which Red sent off to Windsor Performance Engines to be reground, then matched up to new bottom end bearings, new rings (pistons were OK) and a new timing chain.
It's here where the Bunnings connection comes in. The right hand intake manifold on the Eurosport is shaped differently to other CX500 models. A replacement in good condition proved to be impossible to find, with various other model inlets and even generic radiator hoses not available in the right shape or diameter, either. The solution, as Red discovered to his relief, (and no doubt his amusement, too) was found at Bunnings' plumbing section in the form of a rubber two-inch joiner hose!
With the engine sorted, the clutch was next. It needed a bunch of new plates and parts, with the brake master cylinder and cables replaced as well. Time hadn't been kind to the suspension, either, with new seals required to keep those fancy TRAC (Torque Reactive Anti-dive Control) front forks leak-free and working as they should.
On the cosmetic side, a bunch of parts needed rechroming, while some new blinkers, gauges and a new set of handlebars, all of which Red managed to source reasonably easily, were added. The pipes were in good condition, so only needed cleaning.
Committed to finishing off what Dad started, Red then had the frame and engine painted in an all-black shade. While not 'factory,' this individual touch showed the custom direction Red was taking this build in. Red's always been a fan of Moto Guzzi transverse v-twins, so modifications were made with a view to giving his Honda a Guzzi-style V50 LeMans look.
Ironically, Red's bike started out red, but is now black all over, with some neat chequered flag detailing on the tank and front guard. Picking up on this is a white outline stripe around the rear bodywork. Getting that slick black finish wasn't easy though, with Red explaining that the paint took half a dozen attempts to get right.
Other individual touches include the addition of a pair of 'Steed' badges to the tank. These were normally fitted to Honda's VLX 400, the v-twin cruiser first released in the late 1990s that crops up here on the grey market. The 'Individual V2 Custom' script on the Steed badge is an apt description of Red's creation: it's a v-twin; and it's a custom!
Completing the semi-café racer look of Red's custom are the aftermarket indicators, hand-made instrument brackets, and the low-set bars with copper-coloured levers and bar-end mirrors. Ditching the CX500's factory bikini fairing and tucking the front indicators under the chrome headlight shell is a nice touch. This not shows off the aftermarket gauges, but gives a cleaner, lower look to the front end.
All up, the project took Red the best part of 12 months, with the CX 500 returning to the road late last year. Justifiably proud of what he achieved, Red took the finished article on an 800km round trip to Dubbo to show off the custom CX to his dad, who was pretty chuffed with the finished article, too.
We reckon Red's custom CX 500 is an impressive and very distinctive take on an equally distinctive machine.
POSTSCRIPT
Since initially contacting us, Red has finally managed to track down a correct CX500 EC RHS inlet manifold to replace the Bunnings piping originally fitted. Red and his dad also recently completed rebuilding a 1970 model BMW R70/5 (completed prior to taking on the CX 500), and are now turning their attention to an early Suzuki Katana for their next project.
