ZEN'S CUSTOM 1981 HONDA CX500

This 'Zen' is a motorcycle enthusiast from Tasmania, who's taken 'motorcycle maintenance' and added a hefty dash of 'art' in the form of this customised Honda CX500.

Honda's CX500 has been the subject of a number of unusual conversions and custom builds in the past, but it's still enough of a rarity - at least in this country - to warrant some extra attention when a locally-rebuilt and modified one like Zen's comes up.

Before it got the 'Art of Motorcycle Maintenance' treatment, Zen described the CX500 as "ordinary," but it was at least complete and in running condition.

"In standard form, it was a visually unappealing, but practical bike," Zen said.

Debuting in most markets as a '78 model, the CX500 soon gained the nickname of "plastic maggot" (along with another one we can't repeat in a family magazine!) in the UK for the unusually-styled plastics around the headlight and radiator. So, turning the maggot , in this instance a 1981 model, into something more appealing was going to be quite a task, but Zen and his son (we'll call them 'Zen Senior' and 'Zen Junior') were up to the challenge.

With a café racer theme envisioned, the rebuilt CX was certainly going to look different, but as it was going to be used regularly, Zen said it had to be restored to a high mechanical standard, too: "It was built to be ridden, not just a useless showpiece."

With that brief in mind, the engine was the initial focus, being completely stripped down in order to find any potential problems in the CX's unusual (and unique for a Honda) transverse v-twin before more serious work began.

"The motor wasn't too bad, but has had a full rebuild, including all bearings, crank shells, rings, valve guides, cam chain with its adjusters, water pump seal, thermostat, clutch plates and all seals."

Replacement parts were found via the usual online sources, coming from as far afield as the USA, Thailand and even Norway, but most were sourced from David Silvers Spares in the UK. The CX500 and its derivatives are held in high regard by enthusiasts in that country, so it's no surprise it was the most reliable source for spare parts. But it wasn't the cheapest.

"Supply and pricing was good, but postage was too expensive, as it was based on a percentage of the parts value - too high a cost for small value parts. I would have loved to have 'fixed' them by ordering a cheap, but large and heavy part," Zen laughed.

Genuine parts for the CX500 are still available from local Honda dealers, but the price was frightening on some items. As Zen is based in Tassie, shipping from dealers on the mainland added to the cost, too. But with the brief of making a reliable runner, Zen did relent when it came to the head gaskets.

"Aftermarket units are not good enough," Zen explained, adding that he was champing at the bit to get the engine running, so sourced the gaskets locally, rather than wait the weeks it would take for the same parts to come from the UK.

When new back in '78, the CX500's looks polarised opinion, but it was always praised for its mechanical reliability, at least after the early problems with the camchain tensioner were rectified.

The rebuild of the CX's v-twin was done largely to factory specs, but Zen treated the camshaft to a Waggott mild grind, then modifying the carbs to suit. The factory air intake was replaced with pod filters, with an aftermarket 2-into-1 exhaust added, too. In addition to freeing up the breathing for a little more performance, these items also added to the café racer look.

Clever re-purposing saw the battery slotted into the former airbox space, while electrics are to factory spec, except for an Ignitech ignition. The finishing touch for the powerplant was a coat of VHT satin black paint over an alloy VHT primer. Zen said that the painting was one of the biggest, most expensive and time consuming parts of the build, but more on that later.

To bring the 'Café Special' theme to life, the CX's appearance had to be modified to suit. To that end, the "ugly standard parts" were replaced with a set of Ace bars, bar-end mirrors, a low café racer seat and custom tail unit. The rearsets are Zen's own creation, using CX500 Sport mounts on laser-cut stainless steel plates.

Suspension consists of a pair of Ikon shocks at the rear, but up front the factory forks were rebuilt with progressive springs, with an additional brace and stainless steel top covers and boots added.

A simple, but clever change from Zen further suited the café racer look: "The bike was made to 'sit' right by pushing the forks through the clamps an additional two centimetres." Without this modification, the bike would have looked a little too high at the front, especially with the slimmer seat.

Wheels are the Honda factory Comstar alloys, updated with fresh bearings and completely rebuilt brakes, with the rearset brake pedal hooked up via a twin eye coupling to the original through-shaft. The twin solid discs up front may seem puny by modern standards, but they're up to job of hauling the CX to a standstill. The small flyscreen is a genuine CX 500 part, but was repainted to match the rest of the plastics and tinware.

In terms of paint, the theme Zen's chosen will be familiar to anyone with a knowledge of Honda's racing history, but for those that don't. . .

"It is loosely based on a 60s Honda racer," Zen explained, "hence the 2 pac orange-red and acrylic silver, with 2 pac clear on top."

The silver and the orange-red frame, laid down by "mad biker" Mr Crooks in Zen's shed, works well. We particularly liked the "art" added by local paint guru, "Pencil" Baker, in the form of the red/silver recolouring of the tank badge and subtle rising sun graphic. They're nice touches that work well and add to the individuality of the bike.

"The hardest job was the painting - lots of preparation was required, even though the metal was hydroblasted first. I have hundreds in receipts!"

My mid-2012, after a year's work, Zen's art project was complete. It was enjoyed first by Zen Senior, then Zen Junior, who used it as his regular rider for a year.

"The bike rides surprisingly well. It's quite firm, as a café should be, but is deceptively stable. On the highway at 110kph, it feels much slower."

Much of that stability and sure-footedness at speed is due to Zen's diligence in making sure this project was as complete mechanically as it was aesthetically.

Between them, the Zens have racked up 3,000 kms on their custom café racer since it was finished. Both Junior and Senior have moved on to other projects in recent months, so the custom CX has been unused, hence the decision to sell.

With an ex-Police K Series BMW currently in the garage getting the custom treatment, Zen's next chapter is one that'll be worth reading!

FOR SALE
With other bikes demanding attention, Zen has decided to put this café racer CX500 on the market.

"It's not concours," Zen said. "It has a few minor paint flaws if you look hard, but it was built to be ridden."

Thousands of trouble-free kilometres is testament to this bike's mechanical quality, while the eye candy appeal is something you can see for yourself.

Zen's asking $5,500, which includes plenty of spares (most of the factory bits replaced in the café build), along with six months Tasmanian registration.

View this ad here (NOTE: bike was still for slae at time article was posted online)