The instrumentation is improved with the introduction of a fuel gauge and like the rest of the bike, a much updated appearance. The engine case is changed to accept the larger crankshaft bearings of the CX650 released in the same year, while the suspension, brakes, frame and fairing all differ significantly from the earlier CX500 and the Pro-Link rear suspension and TRAC (Torque Reactive Anti-dive Control) were used on the CX500EC (released 1982) and CX650ED (released 1983) models. Just how many came to Australia seams difficult to determine as they were imported by several importers.

The CX500 represented a quiet revolution, intended to be an efficient, low maintenance motorcycle for everyman. If true, it would suggest Honda had long-term plans for the CX650T, plans that were quietly shelved when the bike failed to deliver a market. The GT took a little while to catch on, not helped by the fact that the early version had a design flaw, which meant if you mounted a box on the rack it came with, then put much more than a toothbrush in it, they had a habit of snapping the frame. Exhaust gases flowing through the turbo turn a small rotor, which in turn drives another rotor to deliver air under pressure to the intake manifold. Its engineers, conscious of the need for innovation, thought the CX might be used as a platform for something more exciting.

but as I said it never set the world on fire and honda needed racing success/dollars in the bank/the need to sell more units. While the boost diode is overrated, this is not the case for the bulk caps, which are of high quality but have low capacity.

In the end they gathered all their old bits together and produced the Eurosport, put a 400cc CX engine in and sold in the domestic market with a few being exported to New Zealand. Regular ends up asking the owner if he’d be interested in selling the CX650T with the kind of nervous chuckle that only seems half-joking. It was launched down the steepest hill in town and only reluctantly fired up when bumped with 30mph on the clock. The approximately 27% increase in torque and horsepower of the 650 made a BIG difference and the road test articles at the time backed this up.No one is born hating another person because of the color of his skin, or his background, or his religion.

The fuel-injection control system was substantially revised for the CX650 Turbo, and the rear shock received an update as well by adding a manually operated damping control mechanism in addition to the "air" pre-load of the previous model. It made no sense to continue to produce any but the most popular models, so the CX650T was taken out of production. I seem to remember there being warnings of bikes for sale with mileages doctored by way of disconnected speedos. As far as I know, these sources have dried up, but no one ever knows what lurks in the tech school basement.The Honda CX series motorcycles, including the GL500 and GL650 Silver Wing variants, were developed and released by Honda in the late 1970s, with production ending in most markets by the mid 1980s. The CX650C was a cruiser-oriented bike aimed at the US market, and had it's own frame with a lower seat, teardrop tank and shorter exhaust giving it quite a different look to the other CX650s in 1983's lineup. I worked for a short while for a despatch company in Romford and what should I see parked outside but my XS250. That didn’t stop Honda creating the first turbocharged production motorcycle, which was also their first fuel-injected production vehicle of any kind. The bike would fling itself forward, turbocharger whistling, and you could easily mistake the blur of passing scenery for the blur of a Doppler shift as you reached terminal velocity.