1975 Honda 360 Supercharged V2 with 4 valves per pot and water cooled... how cool is that.
Had the CX500 been really originally for turbo-charge conceived - or did see themselves only forced to Honda to because Yamaha, Suzuki and Kawasaki already offered such machines? Fact is that 1975 a dreigleisige development were running, which resulted in the production of the CX500 and the CX500 turbo. With the prototypes A3S and A3S II concerned it water-cooled two-cylinder engines in 80 degrees of V-type. Both had 358 ccm capacity, the version II possessed turbo-charge. The version I was part of a program for the development of a basis model for the eighties. Six points were given to engineers:
1. The machine should rob when driving "the breath from one".
2. It should be comfortable and easily maneuverable.
3. It should leave the driver mad "to look".
4. It should be to drive safe and fatigue-free.
5. In order to realize the points 1 to 4, new technologies should be used.
6. Their price should be below 1000 dollar.
Thus was the objective. The concept of a v-Zweizylindermotors was selected, because such treibwerk could be made compactly, quiet and supple; logical-proves should the turbochargers between the two cylinders sit. A characteristic of the engine Design was that cylinders and crank cases formed a unit. The engine without turbo-charge had a drilling/deviation ratio of 72 x 44 mm and by two CV carburetors was fed. The engine was consolidated 10,7:1, carried however only 38.3 HP out with 10000/min. Thus it would have naturally never had a chance in the comparison with others. The weight of the water-cooled machine amounted to according to data of the research and development department drying 151 kg.
In order to help the A3S to more achievement, the capacity on 500 ccm was raised. Drilling and stroke amounted to now 78 x 52 mm. Water cooling and kardanantrieb were maintained, yet the CX500 represented a backward step: some the progressive specialities of the 360er were missing the 500er. In the prototype stage Honda had experimented with a one-sided hinterradfederung, as well as with a one-sided front rocker, a rear disc brake on the inside and a completely new vordergabel. The wheels of the CX360 and other prototypes of that time were never manufactured in series. Obviously consisted they of two pressed parts, which were welded together or riveted, with their processing however technical problems emerged. The wheels, with which the machines were finally sold, were called "Comstar" and had press steel spokes and extruded rims from aluminum. Harm, because the three-wheels with spokes of the prototypes worked very functionally, and looked also much better than the later with five spokes. The turbo-loaded CX360 proved in as much as disappointment as she brought only 5 HP more achievement, although she nevertheless carried 43 HP out with only 8500/min; the "normal" engine wound up however much: 10000Touren. One reduced compression ratio to 8,7:1, but weighed the machine 10 kg too much. The loading worked over a screw compressor, whose drive took place from the crankshaft, the fuel/air mixture supplied a CV carburetor. The knowledge gained with this compressor disbursed itself then with the development of the CX500 with turbo-charge.
Developed from the air-cooled 350er finally the five-hundreds with water cooling, in which urge of the buyers after maintenance-free operation one had essentially carried out, as one had tried it for the first time with the A23-Prototypen. There was a Kardan version and a one with kettenantrieb. For the engine development of the A23 one availed oneself the chassis of the CB200, whereby one could develop and directly on the road test more easily and more cheaply a complete machine.
Pic #1&2: The A23 350cc with automatic transmission had the chassis of the CB200
Pic #3: The 1975 AS3 2, note the supercharger between the V at the base of the barrels
Ps: so what other bikes like this were built but never produced??
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Originally Posted by scracha
i want...
yank tank at Glenorchy 2006 rally
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