CX500 GL500 650 Global

Hi all.

Some of you may know me from the CX-GL MCC. Found a link to this board and couldn't resist joining to get some differant views on things CX related.

I have a 1983 CX650ED in Red (gorgeous colour) bought as a basket case but looking really quite good and running very well. Shep saw it when I first got it, and after I lost the keys on the M1 near Barnsley. I also have a 1979 CX500Z (was blue now white) stripped for a complete refurb, you only realise how many bits make up a CX500 until you have to clean/polish/paint/replace them all, and that is counting the engine as one part.

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Dave.

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doing the right thing is easy, its knowing what the right thing is that is hard.

Welcome aboard Dave.As per other forums the 650s may start struggling soon as parts are not as readily available as the 500s.I know Hann from the other forums had to swap to a 500 engine when his 650 blew.
As you most likely know there's no standard for re-grinding the cranks on the 500s or the 650s.Dr Don has done it but it's not easy.

Also there's no Piston rings for the 650s.

In way of help though bookamark this,

http://www.srm-engineering.com/page_1540

I had a conversation with them a year or so ago and they will pickup a block/rods etc door to-door for around £30 then there's the work and parts costs but and can grind down cranks and Plasma weld them back up the stock size/re-grind to standard so normal shells can be used and they know there stuff.I have mate who does drag bike racing and he rates them highly.

I think I costed it to around £250 inc which I don't think is that bad considerning the level of work.

They may even be able to do re-bores and find substitute rings?

I only mention this in passing and for future possible needs.

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My Music
http://www.reverbnation.com/pauldouglas

Thanks, I am dreading any form of failure on my 650ED as engine parts are like rocking horse poo. I know that you can fit Audi rings by enlarging the top groove, good job the bores last almost for ever, and there is a big end shell that works. Mains are another matter altogether. Mine has 61,000 on with cam chain, seal and stator changed at 50,000 so should be good for a while yet.

Don't even think about exhausts for a 650 - I am running 500 front pipes, a modified pattern collector and dying briteuro silencers, about the best that can be done.

Would I swap it? No way!


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_________________
Dave.

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doing the right thing is easy, its knowing what the right thing is that is hard.

After reading the posts over the years and with regular pre-service point oil changes before 7,500 and no other failures I see no reason that any CX/GL none Turbo should do less than 200,000 miles on the same crank so long as it's not been abused.

I run both mine with Molyslip but then both mine are re-built/reclaimed engines that have been abused and re-built and kept going on-the-cheap by me.I've had a couple of big end failures in my builds through my own ignorance.That does not occur now.

The good news is that I've never yet seen a set of Main bearing shells that look even worn!!They don't have to take the hammer of big-end shells so as long as there's no oil failure I don't see why they should give a problem before 250,000 miles if some cranks can do over 200,000 miles

PS.Harley 883 cans.Cheap and nice.

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My Music
http://www.reverbnation.com/pauldouglas

Like the look of the cans.....

Hann replaced his BE shells at 145000 and it was hard to tell the differance. His was his old courier bike that had been used, abused but not neglected.

_________________
Dave.

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doing the right thing is easy, its knowing what the right thing is that is hard.

Didn't he fit a car exhaust in an,"Underseat" system?

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My Music
http://www.reverbnation.com/pauldouglas

He sure did - peugot 305 can with home made pipes, and it's in a 650ED frame too.

_________________
Dave.

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doing the right thing is easy, its knowing what the right thing is that is hard.