CX500 V-Twins Plt (R olay) OO EE |Honda CX 500V-Iwins Owners Workshop Manual . by Mansur Darlington with an adonal Chater on the 1879 to 1962 modes by Penelope A Cox Models covered CXS00. Introduced UK February, USA January 1978 CX500 Custom. Introduced USA January 1978 ‘€XB00 A. Introduced UK February 1980 ‘CX6OO B, Introduced UK February 1981 EX600 Deluxe. Introduced USA January 1979 €X600 CA. Introduced UK February 1980 €X500 CB, Introduced UK February 1981 ISBN 085696 713 0 © Haynes Publishing Group 1979, 1982 [Al rights reserved. No part of this book may be reproduced or traamitte in ‘ony form or by any moan, electronic or mechanics, Including photocopying. recording or by any Information storege Or retrieval system, without permission Inwerting from the copyright holder Printed in England (442-343) HAYNES PUBLISHING GROUP SPARKFORD YEOVIL SOMERSET BA22 7JJ ENGLAND dinebuted in te USA bY HAYNES PUBLICATIONS INC 961 LAWRENCE DRIVE NEWBURY PARK CALIFORNIA 91320 USA iAcknowledgements ‘Our thanks are due to Honda (UK) Limited for permission to ‘reproduce ther line drawings, and to Richard Loder. of Loder's Honda Centre, Dorchester, who supplied the Honds CX500 Used in the preperation of the manual. We would also like to thank Mr. W. Cheshire of the sbove company for technical vce. Brion Horfall gave considerable eesstance with the strip ‘down! and rebuilding and devised the ingenious methods for About this manual ‘overcoming the lack of service tools. Leon Martindale arranged ‘and took the photographs that accompany the text. Jeff Clew ‘edited the text Finally, we would also like to thank the Avon Rubber Company, who Kindly supplied advice about tyre fitting and NGK Spark Plugs (UK) Ltd who furnished advice about sparking plug conditions. “The author of ths manual has the conviction that the only ‘way in which @ meaningful and easy to follow text can be wwatten Is fist to do the work himself, under conditions similar to those found in the average household As 2 result. the hands teen in the photographs are. those of the author. Unless Specialy mentioned, and therefore considered essential, Honda ‘special service tools have not been used. Thera is almost Tavarably some slternative means of loosening or removing & ‘ital eomponant when service tools ara not avaliable, but risk of ‘damage should always be avoided. ach of the seven Chapters Is divided Into numbered seo- tions. Within these sections are nurhbered paragraphs. Cross feference throughout the manuel is quite streightforward and fogiesl When reference is made “See Section 6.10 it means Section 8, paragraph 10 in the same Chapter. if another Chapter were meant, the reference would read, for example, "See Chapter 2, Section 6.10. All the photographs aro ‘optioned with o sectionvparagraph number to which they refer ‘and ae relevant to the Chapter text acjacent. Figures (usually line ilustrations) appear in a logical but ‘numerical order within 8 given Chapter. Fig 11 therefore refers, {othe first figure in Cheptor 1. Llefthend and right-hand descriptions of the machines and ‘their components rafer to the left and right of a given machi iy ‘whan the Fides seated normaly. Motorcycle manufacturers continually make changes to specifications and recommendations, and these, when notified, are Incorporeted into our manuals at the earliest opportunity. Whilst every care is taken to ensure thatthe information in this manual is correct no abilty can be accepted by the author ‘or publishers for loss, damage or injury caused by any errors in fr omissions from the information given.Contents Chapter Section Section Introductory sections ‘Acknowledgements 2 Routine maintenance en4 ‘About this manual 2 Quick glance maintenance ~ Introduction tothe Honds acjustments and capacitios 14 (X00 Twin 8 Recommended lubricants 4 Dimensions and weight, 8 Working conditions and tools 18 Ordering spare parts 7 Chaptor 1 Engine, clutch and Operations — unit infer 18 Examination and renovation: ‘vearbox Engine/gearbox remove 19 Gearbox 35 Dismantling general 21 Finalarive 35 Examination and renovation: Unit reassembly — general 37 gener 27 Replacing unitin frame 55 Decarbonising 31. Starting and running @ rebuilt Vole grinding 31 engine 60-81 ‘Chapter 2 Cooling System Draining, flushing and rfiling (64-68 Water pump 7 Radiator {86 Temperature geuge 67 ‘Thermostat 66 Chapter 3 Fuelyatem and Petroltenk| removal and Exhaust system 78 lubrication Petrol ap f replacement Th Alefiter 78 Carburetors 1-77 Oitpume 73 Carburettor~ settings 77 owfter 78 ‘4 Ignition system COI eystem 84 Timing checking 87 Testing ignition system 86 Pulser and alternator stator 88 Testing coils 87 Sparking plugs 88 Chaptor 5 Frame andforks Front forks 30 98 ‘Steering hoad bearings 94 99 Frame exeminetion 95 Rear brake pedal 99 ‘Swinging erm 95 Dual seat 99 ear suspension units 96 Instrument crive cables 98 ‘Chapter 6 Wheels, brakes and Front whee! 101 Rear whee! 107 ‘tyres Front disc brakes 103 Rear wheel drum brake 108 Master cylinder 105 Rear wheel bearings 108 Bleeding hydraulic system 105 Final drive system 110 Front wheel bearings 107 Tyres 110 Chapter 7 Electrical system Checking charging system 116 Headlamp 119 : Battory 117 Flasher unit 122 Fuse locaton 118 Ignition switch 123 ‘Starter motor 118 Stoplamp switches 123 Solenoid switch 118 Handlebar switchos 123 Chaptor 8 1979 10 (Cam chain tensioner 133 Front wheet vat 1982 models Radiator guard 133. Master eylinder 142 Fuel tap 134 Front brake caliper 143 Carburetor settings 135 Headlamp 143 (CDI Ignition system 135 Instrument console 144 Front forks| 138 Tail lamp 144 Note: General descriptions ch Chapter immediately after ist of contents. Fault diagnosis is given at the end of each Chapter. Wiring diagrams 125-127, 146-185 English/American terminology 156 Indox 157-160 3nd specifications are given inLeft-hand view of 1978 Honda CX 500Introduction to the Honda CX500 V-twin "The present Honda empire, which started in @ wooden shack n 1947, now occupies 8 vast modern factory. “The fist motoreyle to be imported into the UK in th on he S80 ce twin ‘Drow wos the thin wage of 8 ge which has been the Japanese domination of the motorcycle industry, Strange it looked too, to western eyes, with pressed ‘tee frame, ad ‘square’ stying in 1988, Honda commenced road racing in Europe. atthe 1OM ‘TT races. They came to learn, next year to race, maybe’ bot walked off with the manufacturers team award. A few years ator this derided start, thoy were to dominate all classes, with Such riders as Mike Heilwood, Jim Redman, and the late Tom ‘and Bod Mcintyre, on four, five’ and six cylinder ines. Even the previously unbeaten Italian multis no longer their own way, and were hard put to continue racing 1967, when at the top of the 1977 season started. rot to return agaln un Vonda’s success in racing fas been mirrored in thei sales of road going machinery. a range which included models from 49 ‘cc to 1000 ce, and encompasses engine configurations of ‘widely iffering types such as single oyinder, transverse six eylinder and The V- favour in the ayes of the public and manufactur period of great success in {he post war years, is again entering ¢ phase of popularity. The virtues of this configuration which combines good inherent balance, and thus emoothness of running, with compactness, ‘are once more becoming appreciate. “The CX5OO is the fist production model using the V-twin lavout to leave the Honda factory. Aimed atthe middie touring Class this water-cooled machine, with shaft final drive, com- bines many of the woll-ted traditional features with’ those ‘characteietic of the Japanese manufacturer. Perhaps Honda's introduction of this model will prompt competitors to follow suit, and raise the V-twin engine tots former ubiquity Model dimensions and weight Overall length, Overall width. Height Wheelbase - 2185 mm (86.0 in) 865 mm (34.1 in} 1175 mm (46.3 in} 1455 mm (57.3 in) 150 mm (6.9 in) 00 en LAA) the)Ordering spare parts When ordering spare part for eal crect with an official Honda agent, who should be able to Supply most lems ex-stock. Parts cannot be obtained trom Honda (UK) Limited direct; all orders must be routed via an approved agent, even if the part raqured are not haldin stock. ‘Always quote the engine and frame numbers in fll. and colour when painted parts are required. ‘The frame number is located on the side of the steering head, and the engine number is stamped on the crankcase below the right-hand carburator. Use only parts of genuine Honda manufacture. Patter Location of engine number parts are available, some of which originate from Japan, but in ‘many instances they may have an adverse effect on perfor- mance andjor reliaiity.Honda do not operate a ‘service ‘exchange’ scheme. ‘Some of the move expendable parts such as spark plugs. bulbs, ‘res, oils and greases etc. can be obtained from secessory shops and motor factors, who have convenient ‘opening hours, and can often be found nt far from home. Its also possible to obtain parts on a Mail Order basis from 3 ‘umber of specialists who advorise regularly in the motorcycle magazines Location of frame numberRoutine maintenance Periodic routine maintenance fz essential to keep the motorcycle in @ peak and safe condition. Routine maintenence also saves money because it provides the opportunity to detect ‘and remedy 2 fault before it develops further and causes more damage. Maintenance should be undertaken on either 2 calendar or mileage basis depending on which ever comes sooner. The period between maintanance tasks serves only 95 8 {Guide since there are many variables eg: age of machine, riding technique and adverse conditions. “The msintenance instructions are generally those recom- ‘mended by the manufecturer_but_ are supplemented by Additional tasks which, through practical experience, the author Fecommends should be corre out atthe intervals suggested. ‘The additional tasks ere primatiy of a preventative natu which will assist in eliminating unexpected failure of a com nent or system, due to weat and tear, and increase safety ‘margins when riding. Al the maintenance tasks are described in detail together with the procedures required for accomplishing them. i ecessary, more general information on each topic can be found Inthe relovant Chapter within the main text ‘Although no. spec required for routine ‘maintenance, a good selection of general workshop tools is ‘essential. Included in the tools must be a range of metric ring oF combination spanners, e selection of erosshesd screwdrivers. and two pais of cicip pars, one external opening and the ‘other intemal opening. Aditionally, owing to the extreme tight- ness of most casing screws on Japanese machines, an impact ‘erewdrver, together with a chica offarge or emall cross-head ‘screw bits, is absolutely indispensable. This is particularly sof the engine has not been cismantied since leaving the factory. Wook 1 Tyres and wheels Check the tyre pressures. Always chack the pressure when ‘the tyres are cold asthe haat generated when the machine hae bbeen ridden can increase the pressures by as much 2s 8 ps} giving 2 totally inaceurate reading. Variations in pressure of 25 Title 26 2 psi may alter certain handling characteristics. It is ‘therefore recommended that whatever type of pressure gouge ie used, it should be checked occasionally to ensure sccurate readings. Do not put absolute faith in ‘fee air gauges. st ‘98rage8 or petrol stations. They have been known to bein errr. Inspect the tyre troads for cracking or evidence that the ‘outer rubber is leaving the inner cover. Also check the tyre walls {or spliting of perishing. Carefully inspect the treade for stone fnts oF shrapnel which may have become imbedded and be slowly working theie way towards the inner surface. Remove ‘such objects with a suitable tool. The thing for getting stones. ‘ut of horses hooves is ideal! very 200 miles (320 km) 2 Battery Check the electrolyte level in cess istiled water. Do not use tap water as this wll feduce the ito of the battery. the bsttery is Note the tracking of the battery breather pipe. which should be replaced in the’ same postion, ensuring that the pipe Is not Kinkod or blocked. if the breather pipe is restricted and the battery overheats for any reason, the pressure produced may. in reme cases, cause the battery case to fe ‘amount of sulphuric acid to be deposited on the harness and frame parts, battery and replenish, if 3 Engine oif Check the engine oll level by means of the dipstick Incorporated In the filer plug which screws into the lat-hand ‘side of the crankcase. When taking the reading do not screw the ‘lug into the casing: alow i to rest on the rim of the flor Dries. Replenish the engine oil with ol ofthe specified grade to the maximum leva on the dipstick 4° Cooling system With the engine running and at normal running temperature check the coolant level in the radiator reserve tank. If necessery, remove the reservoir cap and replenish the coolant up to the “Full level tine. The coolant comprises water mixed with an fathylene glycol base anti-eeze, in 3 50/50 ratio. Ideally, Gistiled water should be used in the cooling system, to reduce, otrosion and “turring-Up’. Tap water can be used, particulaly iRoutine maintenance 9 it is known to be soft. For ease of maintenance, 2 supoly of coolant mixture can be made up and used to replenish the Srstem, 28 necessary. Do not allow the ant-froeze constituent to fall below 40% as the anti-corrosion properties ofthe coolant ‘mixture wil be reduced below an acceptable level. Ensure also {hat the anti-freeze used is of a type acceptable for use with an aluminium engine. Warning: Do not ramove the radiator cap when the engine is hot as the reduction in prossure will cause, the coolant to boll and ext through the filer orifice Coolant reservoir levels A= Fullievel te B= Low leveling Coolant reservoir screw cap is secured by spring clip. 5 Brake fluid Check the hydraulic fuid level in the front brake master cylinder reservolr. Before removing the reservoir cap and aphragm place the handlebars in such 6 position thet the reservoirs approximetely vertical This will pravent spillage. The fluid should le between the upper and lower lines on the reservolr body. Replenish, i necessary, with hydraulic brake fluid ofthe correct specication, whichis DOT 3 (USA) or SAF 31703, If the level of fluid in either of the reservoirs is excessively low, check the pads for wear. Ifthe pads are not worn, suspect a fluid leakage In the system. This must be Feetitied immediately. 6 Satety inspection Gio the whole machine a close visusl inspection, checking for loose nuts and fitings, frayed control cables and damaged brake hoses ete 7 Legal inspection CCheck thatthe fights, hen and flashing indicators function correctly also the speedometer Four monthly or every 3600 miles (6000 km) Carry out the tasks listed in the 200 mile/weekty ‘maintenance Section and then complete the following: 1 Crankcase breather tubes (0 the various breather tubes which terminate below and t0 the rear of the swinging arm eross-member, two are fitted with plastic caps. These ‘crankcase breather tubes, Remove the cap from each and allow any accumuleted sludge of deposits to drain away. Refit the caps after draining has been ‘completed, ensuring that they are prassed firmly into postion 2. Airfitter cleaning To goin access to the ait iter box so that the air filter clement may be extracted for cleaning, the dualseat must fist be removed. The seat is secured at the tear by two spring- loaded catches, and is located st the front by @ hook projecting fom the seat pan and passing under the petrol tank bridge piece. Removal of the ai fiter element Ie straightforward; twist ‘the ar filter box Wid @ few degrees in an anti-clockwise direction Luni itis released and then litt away. Tho element can be Tied out. ‘Tap the element gently to remove any loose dust and then ‘use an air hose to remove the remainder of the dust. Apply the ‘ir current from the inside of the element only. [fan alt hose is ‘not avalable, tyre pump can be utlised instead. if the Corrugated paper element’ is damp, oly or beginning 10 disintegrate, it must be renewed, Do not run the engine withthe ‘loment removed as the weak mixture caused may result in fangine overheating and damage tothe cylinders and pistons. A weak mixture can also result ifthe rubber sealing rings on the tlement are perished or omitted. When replacing the fiter fassemby, note thatthe Titer box cover shouldbe fited with the arrow pointing forwards.10 Routine maintenance 3° Sparking plugs Remove, clean and adjust the sparking plugs. Carbon and ‘other deposits can be removed, using @ wire brush, and ernery paper or’ fle used to clean the electrodes prior to adjusting the (paps. Probably the best method of sparking plug clesning is by Feving them shot Blasted in a special machine. This type of ‘machine is used by mast garages. Ifthe outer olectrode of @ lug is excessively worn {indicated by a step in the underside) the plug should ba renewed. Adjust the points gap on each plug by bending the outer electrode only, 60 that the gap is within the range 0.6 - 0.7 mm (0.024 - 0.028 in). Before replacing the plugs, smear the threads with graphited grease; this will id Subsequent removal. f replacement plugs are required the Correct types ara NGK DBEA or Nippon Denso X24ES-U for US. models, and NGK DRGES-L or ND X24ESR-U for UK models. 4 Valve clearance adjustment Chock the valve clearance on both cylinder heads as follows and, itmecessary, adjust. ‘Unscrew the sperking plug from each cylinder and then remove both rocker covers. To enable the covers tobe displaced the petrol tank must be relsed about one inch. This may be faccomplished by detaching the dualsest and removing the ‘Single retaining bot from the roar of the tank. Remove the ins jection plug from the top right-hand side of the engine re Cover ao that the timing marks on the alternator rotor can Folate the engine until the TR mark on the alternator jphery aligns withthe index pointerin the casing. Engine rotation ‘most sasly accomplished by placing the machina in top gear ‘and turning the rear wheel. With the engine in the specified position the piston in the right-hand cylinder willbe at TOC. {Check that all the valvos ar fully closed. I this ie not the case, fotate the engine a further 360° until the timing mark aligns ‘once more. The piston will now be at TDC on the compression Stroke with the volves closed and the clearances able to be Checked, Check the clearance betwoen the valve stem head and the rocker of each valve using a fester gauge of the correct ‘thickness. The clearances follows: Volve clesrance (cold! let (2.08 men (0.003 in} Exhaust (0.10 mn (0.004 in} It the gap on any valve i incorrect, loosen the locknut on the adjuster and gorew the adjustor in or out a5 necessary. font the screw rotating by using & corect, an slightly loose comect clearance adjustment should be attempted only when the engine is col. ‘When the clearances on the right-hand cylinder are correct rotate the crankshaft forwards so that the TL mark is aligned ‘withthe index poloter and the left-hand piston Is on the com- Dresslon stroke. Repeat the valve clearance check and adjust- ment onthe left-hand cylinder. Resssemble the engine componants by reversing the dismantling procedure, tie recommended that oll be smeared ‘on the rocker cover sealing ring and the two conical bolt seals Before replacement; this will help prevent cil leakage. Do not ‘place the timing mark inapection plug or the sparking plugs {ntl completion of eam chain tension adjustment as described ‘under the following heading. ‘Adjust valve clearances; feeler gauge should be e light sliding fit ADVANCE MARKS. aa Zlal LeFTcvLINDER, RIGHT CYLINDER ‘Timing marks on alternator rotor periphery 5 Cam chain adjustment Rotate the engine unt the left-hand piston is at TDC on the ‘compression stroke fe with both valves closed and the TL mark ‘on the sltemator rotor In alignment with the index pointer. If ‘Valve clearance adjustment has just been carried out and the tengine position has not been altered subsequently, the engine ‘ill aeady be inthe correct postion. Loosen the cam chain tensioner adjustment bolt, the head ‘of which protrudes from the engine rear casing, just above the timing mark ingpection aperture. When the bolt is loosened = ‘approximately two ful tuna — the tensioner automaticaly adjusts the tensioner blade tothe correct value Tighten the bolt fo complete the procedure. On some machines, due to the Cesing thickness, the Bott wil ighton up ag it butts against the Casing, before being loosened a full two tums. Do not force the bolt to unserew because it may shetRoutine maintenance n the bolt 6 Carburettor synchronisation For tho best possible performance it le imperative that the carburettors are working in perfect harmony with esch other. If the carburetors are not synchronised, not only wil one eylinder be doing less work, at any given throttle opening, but it wil also in effect have to be carried by the other cylinder. This will ‘reduce performance accordingly For synchronisation, itis easential to use a vacuum gauge set consisting of two seperate chal gauges, one of which is con- nected to each carburettor by means of 9 special adaptor tube ‘The adaptor pipe screws into the outside lower end ofeach inlet tract, the orifice of which i¢ normally blocked aff by a cross: head screw plug. Most owners are uniely to possess the necessary vacuum gauge set, which is somewhat expensive and Is normally held by Honda service agente who will ery out the synchronisation operation fora rominel sum. I tho vacuum set is available to the owner, the adjustment necessary for synchronisation shouldbe made a8 follows, Place the vacuum gauge set on the machine so that the cials can be easily read. The usval position is between the handlebars. Remove the blanking plugs from the manifolds, i {the adaptor places and connect the gauge hoses. Start the engine and allow it to reach normal working temperature. Adjust tho tick-over to 1100 + 100 rpm by means Dain the ongine oil nd remove the filter housing of the screw with the black plastic head that is positioned betwreen the two carburetors Compare the readings of the two gauges. Ifthe ditference exceeds 4 em Hg (1.6 in Hg) the carburettors require syn- cchronisation. Adjustment is effected by turning the grub screw that passes into the throttle link erm. ter slackening the locknut on the screw tum it clockwise to decrease the vacuum ‘on the rightshand carburettor, or anti-clockwise to inerease the ‘vacuum. When the readings for eoch instrument are the same tighten the locknut and recheck the reading. Eight monthly or every 7200 miles (12 000 km) Complete the tasks enumerated in the preceding ‘maintenance sections and then carry out the following ‘dditional take: 1 Engine lubrication The engine oil requires changing after 7200 miles. Drain the old il after the engine has been running, or after bringing the engine up to normal running temperature. This wil thin the cil and improve the draining rate. Place a container of more than 255 litres (5.2/4.4 US/Imp pins) capacity below the front of the ‘engine. Reraove the ol filer cap fllowed by the oll drain plug, wich is located below the fiter housing. Allow the oil to drain completely and then remove the oll iter housing, complete with element Remove the oll filter element nd thoroughly clean the inside of the fiter housing. Refit 2 new fiter and replace the housing, followed by the drain plug. Refil the engine with approximately 25 lites of the specified engine oll trough the filler ortice in the crankcase. Allow the level to settle fora few moments and then check the level with the dipstick. Adké more oil as necessary until the level is close tothe maximum mark. 2. Airfilter renewal ‘The manufacturers recommend thatthe air iter element be renewed at intervals of approximately 8000 miles. I the ‘machine is used continually in dusty areas the Useful feof the fiter may be reduced and therefore fiter renewal should be ‘made at correspondingly shorter intervals. 3 Sparking plugs Renew the sparking plugs as by this mileage eficancy and reliability wil be reduced. The correct plug grade is NGK DBEA ‘or ND X24ES-U, Set the gaps at 0.6 ~ 0.7 mm (0.024 ~ 0.028 In} before smearing the threads with graphed grease and replacing the plugs. Note the spring and washer below the element2 Rout ye maintenance 4 Cooling system Ingpect the radiator core external for clogging by leaves fies of road dirt If required, remove obstructions using 2 high pressure a hose. Bent fins can be straightened careful, using 2 suiteble tool such asa serowrive ‘The cooling system is sealed and pressurised and if rapid reduction of the coolant level is observed, leakage should be “suspected. Check the hoses for cracking or splitting, particulary ‘where the screw clips exert pressure. Check also for leakage at the thermostat feed pipes and the coolant drain plug. Hf leakage ‘iscovered the system should be drained and the rectified. Refer tothe relevant sections in Chapter 2 for deta Seepage of coolant from around hoses may be cured by further tightening ofthe screw clips 5 Final drive assembly Place the machine on the centre stand and remove the oil filler cap from the final drive gear housing. The oll level should 'be up to the filer orifice. Replenish, it necessary, with a hypoid {gear oll conforming to GL-B specticaion. The viscosity of the ‘ll is faity critical and should be as follows for diferent ‘tmogpheric temperatures: ‘Above 5°C (41°F) SAE 90 Below 5°C (41°F) SAE 80 ‘The drive shaft joint in the final drive cosing is lubricated separately by means of the grease nipple provided on the casing. Thvee of four energetic pumps on @ grease gun filed ‘with a mult-purpose Ithiurt-based grease should prove ade- ua 6 Main and side stand Examine the main (centre) stand and side stand for cracks ‘or bending and lubricate the pivots with a mult-purpose oF gra- phited giease. The centre stand pivots on a hollow shat Fatainod at one end by 2 spi in. The side stand pivots about @ tingle shouldered bolt. Check the return springs and renew them, if weak or svained Taspect the rubber pad on the side stand for wear. If itis worn down to ar past the wear mark, it should be renewed, Fenew with a pad marked 260 ibs Bent or cracked stands can usually be repaired by heating cor welding. Itis important thatthe stands on @ machine of this ‘weight ate in good order. This is particularly so as the cylinder heads are consiserably outboard ofthe frame and consequently wulnerable i the machine is dropped 7 Front and rear suspension Check the suspension systems for corect operation and ‘wear If there has been any evidence of malfunctioning of the ‘suspension during normal use, the relevant components should bo dismantled and overhauled a¢ described in Chapt Final drive ol level should be flush with apertur 8 Steering head bearings Place the machine on the centre stand so that the front whee! Is clear of the ground. This may necessitate placing blocks under the centre stand. Check the adjustment of the steering head beerings by grasping the forks near the front ‘wheel spindle end puting and pushing thers horizontally in & {ote and aft direction. Any movement felt between the steering head lug and the fork yokes indicate that the steoring head bearings require acjustment as follows. ‘Slacken the pinch bolt which pastes through the rear ofthe upper lerown) yoke. Using a sultable C' spanner rotate the ‘slotted adjuster ing in clockwise direction. The adjuster ring Ties on the top of the upper yoke, just below the contre of the handlebars. Turn the adjuster ring until all play has just been taken up, Do not overtighten the head races as this wil produce an unpleasant rolling effect at low speeds and in some cases. Speed wobble. If the adjustment is correct, the forks should ‘move to ful ock from the central postion when the handlebars {are tapped at either end. If, when the adjustment is corect. the bearings feel rough oF notchy won the handlebars are moved, ‘indicates thatthe ball races have become worn or pitted or in Bearings should be renewed, necessitating complete removal of the forks as described in Chapter 8, Sections 2 and 3. Two yearly or every 21 600 miles (36 000 km} ‘Complete all the operations ised under the previous three routine maintenance headings and then complete the following: 1 Coolant ‘The manufacturer recommends that the coolant should be 1ewed at periods of appcoximately two years. The procedure to follow for dreining and refiling the system, and also for flushing the ystem where this is thought to be required, is siven in Chapter 3. 2 Brake fluid Honda recommend that the brake fluid in the front brake system be renewed at this sorvce interval itis practical to ‘combine this service operation with 8 complete internal and ‘external examination of the brake operating components, over hauling and renewing where necessary. Refer to Chapter 6 for otalls of these operations. ‘Apply orease gun to nipple provided to lbricato shaft jointRoutine maintenance B 1 Final drive lubrication Place @ suitable container below the final drive gear ‘ousing and remove the filer plug, followed by the drain plug. ‘ow at the oll to drain and feplace the drain plug. Refi ‘2 housing with 175 ce of hypoid ger oil conforming to GL-S: Decification. If the normal atmospheric temperature under ‘hich the machine operate is less than S°C (41°F), use an JAE 80 oll If the normal temperature is greater than this, use JAE 90 oil. Take great care when refling not to allow foreign {ater into the housing and avoid spilling the tar tyre or brake components. ‘Aditional routine maintenance Brake pads: examination and replacement ‘The rate of brake pad wear is dependent on the conditions ‘der which the machine operates, weight carried and the style fring, consequent itis dificult to advise on specific inspec (on intervals. Whatever inspection interval is chosen, bear in ting that "To chet pads ‘rough the small window in the main caliper unite. the red tark on the periohery of any pad has been reached, both pads ‘that set must be renewed. The rate of wear of the cwo sets re similar so it is probable that they wil require renewal at the ame time in any case Front brake pad renewal Remove each brake set indhidvally, using an identical rocedure as follows: ‘Unscrew the two bolts that pass into the ealiper body and toute the body to the suppor bracket. Lift the ealiper body off Se support bracket, still interconnected with the hydraulic hose. Lift he old pads out Install the new pads and algo the shim ‘hich fits against the outer face of the outer pad. The shim ‘ust be fitted so thatthe arrow is inthe forward-most position, citing in an upward direction. Refit the caliper halves and View brake pads through aperture in caliper cover, replace the socket screws. It may be necessary to push the Caliper cylinder piston inwards to give the necessary clearance. It required, te bleed craw on the caliper can be slackened at the same time as the piston is pushed inwards. This wil allow @ ‘small amount of fluid to seep out and the piston to move. Place 2 rag around the bleed screw to prevent the fui leaking onto ‘the caliper unit. Operate the brake lover after pad replacement, to check free movement of the pads and to allow the pads 10 sett-odjust. 2 Rear brake adjustment ‘Adjustment of the rear brake should be carried out when required, tho intervals being dependent on riding style and Usage. The adjustment fs carried out by turning the nut on the ‘ear end of the brake operating rod. Procise adjustment is @ matter of personal choice but it should be ensured that the brake does not bind when the foot padal i in the fully returned position. A brake wear indicator i ited tothe brake actuating ‘am on the back plate. If, when the brake is applied fully, the ‘arrow on the arm isin fine with the cast-in index mark on the back plate, the brake linings are worn sufficiently to require renewal 4 Clutch adjustment In common with brake pad wear, clutch weor and the rosultant necessary adjustment depends on operating cond tions and the style of riding. Adjust the clutch, when necessary, astollows: ‘Check the clutch tree play atthe balend ofthe handlebar lover. The lever should move 10-20 mm (f ~ 3 in} before the cuteh begins to lit. Hf the fre play ie Incoreect the cable may be acusted by means ofthe adjuster screws at Both ends ofthe Cable. The lower adjustaris used for coarse adjustments and the Upper adjuster for finer running adjustments. If the upper {adjuster threads project more than 8 mm (0.3 in) from the lover Stock, there is some danger of the adjuster breaking out of the Stock boss. To prevent this, crew the adjuster in fully and then {se the adjustment for feo play only using the lower adjuster to take up the excess slack Wear below red lines denotes need for renewalQuick glance maintenance adjustments and capaci ities Engine/transmission oil capacity ‘Atoll change Ato and filter change Final drive oll capacity Coolant capacity: Overall. Reserve tank ‘Sparking plug gap ‘Tyre pressures: Front Rear 2.5 litres (5.2/4.4 US/Imp pints} 2.6 litres (6.5/4.6 US/Imp pints) 170 ce (6.7/4.8 US/Imp ft 07) 2.0 lites (4.32/3.5 US/Imp pints) (0.4 litres (0.41/0.37 US/Imp pints) 0.6 - 0.7 min (0.024 - 0.028 in) 28 psi 34 psi ‘When travelling at continuous high speeds or with a pillion passenger increase the front tyre pressure by 4 psi and the tear tyre pressure by 6 ~ 8 psi Recommended lubricants Engine/gearbox . Front forks Final deive unit... Groasing points ..... Wheel bearings ‘SAE 10W/40, 15W/40 or 20/50 ‘Automatic transmission fluid (ATF) Hypoid g Foil, SAE 80 or SAE 90 High melting point grease High melting point greaseWorking conditions and tools When # mejor overhaut fs contemplated, itis important that 2 clean, wellit working spece is availabe, equipped with ‘nortbench and vice. and with space for laying out or storing the tismantied assemblis in an orderly manner where they are Unlikely to be disturbed. The use of a good workshop will give the setisfaction of work done in comfort and without haste, ‘where there fs litle chance of the machine being dismantied ‘and reassembled in anything other than clean surroundings. Unfortunatoly, these ideal working conditions are not always practicable tnd under these latter circumstances when linproviation is called for, extra care and time willbe needs. “The other essential requirement isa comprehensive set of ‘good quality tools. Queliy is of prime importance since cheap {ols will prove expensive in the long run i they slip or break ‘and damage the components to which they ae applied. A good ualty tool wil last a longtime, and more then justity the cost. ‘The basis of any tool kits # 20 of open-ended spanners, which Can be used on almost any part ofthe machine to which there is feasonable access, A set of ring spanners makes # useful add tion. sine they can be used on nuts that are vey tight or where tecess is rosticted. Where the cost has to be kept within Feasonable bounds, a compromise can be effected with a set of Combination spanners ~ open-ended at one end and having & ‘ing of the same size on the other end. Socket spanners may also be considered a good investment, a besic in or $ in drive Kit comprising a ratchet handle and 9 small number of socket heads, if money is limited. ditional sockets can be purchased. ’3s and when they are requrod, Provided they are sim in profit, Sockets will reach outs or bolts thet are deeply recessed. When purchasing spanners of any kind, make sure the correct size Standard is purchased. Almost ll machines manufactured ‘outside the UK and the USA have metic nuts and bolts, whist ‘hose produced in Britain have BSF or BSW sizes. The standard Used in the USA ie AF, which is alo found on some ofthe later British machines, Other tools that should be Included in the kit fate 2 range of crosehesd screwdrivers, @ par of pliers and hammer. ‘When considering the purchase of tools, it should be remembered that by calving out the work onesell, a large proportion ‘of the normal repair cost. made up by labour Charges, wil be saved. The economy made on even & minor ‘overnaul will go 8 long way towards the improvement of # tool kt In adelition to the basic tool kt, certain addtional too's can prove invaluable when they are close to hand, to help speed up ‘8 multitude of repetitive Jobs. For example, an impact Serewdriver will ease the removal of screws that have been tightened by 8 tool during assembly, without risk of damaging the screw heads. And, of course I can be used again 10 ensure an oll o airtight seat results, ruses too, since gear pinions, shafts and similar components are frequently retained by cirlips thet fot too easily displaced by a serewdriver. There are two types of Cirelip pliers one for internal and one for external crc. They ‘may also have straight oF right-angled ows. ‘Gne of the most useful of all tools fs the torque wrench, form of spanner that can be adjusted to sip when a measured Amount of force is applied to any bolt or nut. Torque wrench Settings ate given in almost every modern workshop or service manual, where the extent is given to which a complex com- onent, such os 9 cylinder head, con be tightened without fear Of tistortion or leakage. The tightening of bearing caps is yet nother example. Overightaning will stretch or even break Bolts, necessitating extra work ro extract the broken portions ‘as may be expected, the more sophisticated the machine, the greater is the number of tool likely to be required If kis t0 bbe. kept in first class condition by the home mechanic. Unfortunately there are certain jobs which cannot be ‘accomplished successfully without the correct equipment and ‘although there is invariably @ specialist who will undertake the ‘work fora fee, the home mechanic wil have to dig more deeply ine pocket for the purchase of similar equipmant if he does fot wish to emoloy the services of others. Here & word of Caution ie necessary, since some of these jobs are best left to the expert. Although an electrical multimeter of the Avo type will prove helpful In tracing eleetrieal faults, in inexperienced hands it may irrevocably damage some of the electrical com- ponents iva test current Is passed through them in the wrong {raetion. This can apply to the synchronisation of twin or mul- tiple carburettors 100, where 2 certain amount of experts Is heeded when setting them up with vacuum gauges. These are, however, exceptions, Some instruments, such as a strobe lamp, ‘are virtually essential when checking the timing of 9 machine powered by 8 CDI ignition system. In short do not purchase any Of these special items uniess you have the experience to use ‘them correcty ‘Although this manual shows how components, can be removed and replaced without the use of special service tools {unless absolutely essantal, it is worthwhile giving considera tion to the purchase of the mote commonly used tools if the machine is regarded as 2 long term purchase. Whilst the alter- native methods suggested will remove and replace parts tnithout risk of damage. the use of the special tools recom ‘mended and gold by the manufacturer will invariably save time.