Honda Gl500 Silver Wing

HONDA GL500 SILVER WING

CYCLE WORLD TEST

Touring motorcycles, according to popular definitions, are large, heavy, powerful and comfortable. Now, the only thing a touring bike really has to be is comfortable, but because the most comfortable bikes have been big and heavy and powerful, that’s what a touring bike is. Until now. In a motorcycling world filled with full-dress GLllOOs and XSllOOs and GS 1 100s and KZ 1 100s, there is room for a smaller, lighter, less powerful but still comfortable motorcycle for touring riders. At least Honda thinks so, because here is the Silver Wing, aka GL500.

The Silver Wing is actually two motorcycles, the standard GL500 and the GL500 Interstate, which is equipped with Honda’s Interstate fairing, a pair of detachable saddlebags and a top box that interchanges with a passenger seat.

Obviously the Silver Wing is a close relative to an existing Honda model, the CX500. In fact, the engine and drive train are almost direct carry-overs with a couple of pieces stretched so the old engine will fit into the new chassis.

Because the GL500 is based on the CX500, its history goes back five years or so to the time when Honda was designing a new mid-size street bike. At that time Honda identified four possible models that could be built on the same engine: a cafe racer, a custom, a standard sporting model and a full-dress touring bike. Several models would be needed, Honda reasoned, because the CX motor was entirely new and it would take several models to pay for the tooling costs of the unusual design.

A standard model was introduced in 1978 and it offered enough performance and comfort that the unconventional styling seemed not to matter. After that came the CX500 Deluxe and the CX500 Custom, and now there's the touring model, the GL500.

Three years after the CX was introduced the motor is still unconventional. There are more V-Twins on the market, but none quite like the Honda. It’s still the only liquid-cooled V-Twin. And it’s the only one with the head, in effect, twisted 22° so the intake ports won’t interfere with the rider’s legs. And none of the other V-Twins are at exactly the same 80° angle between the cylinders. Beyond the obvious, there’s the four valves per cylinder operated by pushrods, yet capable of running at 10,000 rpm. And the whole thing runs on regular or unleaded gas despite the 10:1 compression ratio.

Honda’s V-Twin engine is not shaped like an ordinary Honda or an ordinary anything. With the massive crankcase containing wet liner-type cylinders and the transmission located underneath and beside the crankshaft, the engine-transmission unit is particularly short, yet tall and wide in spots. It fits well enough in the standard CX where the engine becomes a stressed member of the frame and the sump is narrow enough to fit down low, while the cylinders have enough room between them for the frame’s backbone.

But while the engine’s unusual shape fits together with the CX’s shaft drive and unusual shape, it is even more important to the GL500 because of the new frame.

As these things sometimes work, Honda's Pro-Link suspension was not originally part of the CX and GL designs. It was developed in the New Racer department and used on the motocross bikes, where it proved to be an excellent design. At the same time the racers were working out Pro-Link linkage, Honda’s American research and development outfit was working on a touring package for the GL500. At some point the decision was made to put the Pro-Link on a street bike and the GL500 was the perfect candidate.

Because the GL’s motor is very short, front to rear, there is room for a longer swing arm within a reasonable length wheelbase. And the Pro-Link suspension needs a long swing arm because the shock and linkage fits between the rear tire and the swing arm pivot. Perfect. The GL is just made for it. To provide even more room for the Pro-Link mechanism, the engine was moved forward in the frame a little more than an inch.

Two changes were made to accompany the forward engine placement. The intake tubes connecting the carburetors to the heads were lengthened 1.2 in. and the drive shaft was lengthened 2.4 in. Moving the engine forward also provides more clearance between the rider’s legs and the cylinder heads, which was an occasional bother on the CX.

Other minor changes from past CX engineering are the replacement of rubber shock dampers in the clutch hub with more normal steel springs, and a change in the ignition. Previously the CX used a magneto-type capacitor discharge ignition. Now the GL500 uses a transistorized ignition control. The TI version of CDI uses the battery for primary current, while the former CDI used the generator for ignition power. The TI provides more cranking voltage for the spark, which should make for easier cold starting, plus it provides a longer spark. The bad news is that the TI can’t be push started if the battery is dead.

But the real news on the GL500 is the rear suspension. So far we’ve seen Honda’s Pro-Link suspension on the CR motocrossers and XR enduro bikes. As the ProLink is used on the GL500 and the CBX, it is substantially different. On the dirt bikes Pro-Link can offer a highly progressive suspension rate and can use a single shock with moderate travel to provide much greater rear wheel travel. Street bikes don’t require as much rear wheel travel and don’t need suspensions with as variable a spring and damping rate. Replacing two shocks and springs from the end of the swing arm with one unit towards the center of the motorcycle also reduces the polar moment of inertia. And that can make a motorcycle much easier to turn and maneuver, but again this is not only more noticeable, but more important on off-road motorcycles where the shock is a greater percentage of the motorcycle’s mass.

On a motorcycle like the GL500, the Pro-Link offers one principle benefit. It gets rid of a pair of shocks on the side of the bike and replaces them with a single, unobtrusive shock mounted in the middle of the bike. And that means a pair of saddlebags can be mounted closer to the motorcycle and farther forward without interference from the shocks. And that’s why the two street bikes that get Pro-Link this year are the GL500 and the CBX, both equipped for saddlebags.

It’s also possible that one shock and spring is less expensive than two shocks and springs, despite the one shock and spring being larger. That isn’t why the GL500 uses the single shock system, according to Honda, as the Pro-Link suspension used is a more expensive suspension than that used on the twin shock CX500.

What determines the cost, or the quality of the suspension isn’t whether it has one or two shocks, but what kind of shock is chosen. For the GL500 the big single shock is kin to the shocks used on the GL1100 and the CB900 Custom. It has a steel spring providing most of the springing, plus air pressure for additional spring tension. Air pressure on the GL500 can be set from 0 to 70 psi, probably the widest range used on any air/coil spring.

The wide range of air pressures indicates that the steel spring does provide most of the springing, although it is a relatively soft spring, as used with the linkage on the suspension.

Air pressure is adjusted through a remote tube fastened underneath the righthand side cover. No damping adjustments are provided. And because the spring is designed to work with air pressure down to atmospheric, there is no need for the lowair pressure warning light fitted to the CBX, the GL1100 or the 900 Custom.

As with the off-road Pro-Link suspensions, the GL500’s spring-shock is fastened to a pair of links at the bottom of the swing arm and it's located by the main frame at the top. Unlike the off-road ProLinks, the street versions place the linkage well under the swing arm. By moving the suspension assembly lower in the frame there’s more room for the air cleaner above the suspension unit, while the ground clearance isn’t a problem on a street bike.

Besides the single spring-shock unit, the Pro-Link uses two steel levers for the rear suspension. There’s an L-shaped link that connects the shock to the swing arm, and there’s a locating link on which the L-link pivots. The compound movements of the two links create the progressively stiffer suspension of the bike.

Adding to the progressive nature of the suspension is the air spring. Air springing is naturally progressive, so the combination of progressive linkage and progressive spring pressure gives the GL500 a more progressive suspension than normal for street bikes.

Suspension figures aren’t directly comparable between the GL and other machines because of the single shock and the ratio of swing arm to shock travel. But comparing the GL’s single shock with that of the CBX is interesting. The GL has a stiffer steel spring in the single shock, and the leverage on the shock is similar for both bikes, though the GL operates with slightly less mechanical advantage for the suspension.

The ratio of rear wheel movement to shock movement varies from .34 at full extension to .47 at full compression. It works out to the shock traveling about 2 in. to control the 4.6 in. of rear wheel travel on the bike.

Suspension movements at the linkage are relatively small but there is substantial stress on the pieces. At the joints Honda uses sintered steel bushings, although there are no grease fittings on the joints for lubrication. The shock can be disassembled and rebuilt, which also offers the opportunity of suspension tuning by the mechanic who wants stiffer damping or more or less oil volume in the shock. It’s not recommended by Honda, but it’s possible.

While the front suspension hasn’t received any radical changes, it, too, has been thoroughly upgraded for the GL500. Stanchion tubes are 35mm on the GL, while the CX used 33mm tubes. To make room for the larger stanchion tubes the triple clamps position the fork legs 10mm farther apart. At the same time, the triple clamps have 5mm less offset for more trail. Combined with greater inclination of the steering head (28" for the GL, 26.5" for the CX) the trail has increased from 4.1 in. to 4.6 in. Steering geometry figures are for the Honda as delivered. But the GL is equipped with extra-long fork tubes that extend through the triple clamps an inch. Like dirt bikes of the past few years, the longer clamps can be moved up or> down, changing steering head rake and handling response.

Additional adjustment is possible with the air caps on the forks. Air pressures from 11 to 17 psi combine with softer steel springs for the adjustable front suspension. The caps are linked by a crossover tube, the air fitting being placed on the righthand fork tube.

Because the GL has air caps, the small preload spring in the forks is half as stiff on the GL as it is on the CX. The main steel spring is identical. The difference in spring rate for the initial spring is compensated for by the air pressure. Rebound damping on the GL is also half as stiff as it is on the CX.

On the bottom end of the forks are Honda’s new-for-’81 brakes. The standard Silver Wing comes with a single large disc, while the Interstate is equipped

with a pair of smaller discs up front. Like other 1981 Hondas, the GLs use double piston calipers that have a long and narrow pad. The swept area of the brakes is actually somewhat smaller than that used on the previous models, but moving the contact area farther from the center of the wheel and having the more rigid caliper more than makes up for the difference. Both the single disc Silver Wing and the double disc Interstate have excellent brakes.

A drum brake in back remains the same as it has been on the CX models, but it works well enough that no one will miss a disc brake and anytime the rear tire needs to be removed the drum is much more convenient.

As an aid to rear wheel removal the Silver Wing has a pivoting rear fender. By removing two bolts on the standard GL500 the fender pivots on its mounts so the rear tire can be easily pulled while the motorcycle remains on its centerstand.

Instruments on the Silver Wings are right off the Gold Wing, with the redline of the tach moved up to the 9700 rpm mark for the smaller, higher revving motor. Even the ignition switch on the steering head is from the Gold Wing, which means it has an accessory position located between the On and Off positions.

There are also positions for Park and Lock. The only problem with this arrangement is that most riders brought the GL500 back to the garage and turned the key one click to what they thought was the off position. Instead, the bike sat on the accessory position.

Most of the time that wouldn’t be a problem, as the motorcycle’s main lights and ignition aren’t on when the switch is on accessory. And the key can’t be removed when the switch is set to on or accessory. Still, if any instruments are mounted in the fairing the instrument lights will remain on when the switch is on accessory and anyone parking the bike in a garage with the key in it overnight can find a dead battery in the morning. We think the accessory position would be better if located on the other side of the on or off positions.

By using the Gold Wing instruments, rather than the original CX instruments, there’s no problem when a fairing is mounted. That plastic nacelle from the original CX appears gone forever. In its place are the separate instruments and chrome-plated headlight housing, containing a bright, useful quartz-halogen headlight. Isn't progress wonderful?

Controls on the GL500 are normal Honda, with a big, fat turn signal switch being about the only piece noticeably different from Japanese Modern. Handlebars are wide and long and feel as though they came right off a Gold Wing, which they may have.

Styling on the Silver Wing shows an overall clean-up of the original CX version. The radiator shroud is off the CX Deluxe. Gas tank shape and striping is much more conventional, while adding a little over a quart for a 4.6 gal. capacity. With the GI.’s excellent gas mileage, that’s enough for most touring, although 200 mi. is about all the bike will do on a tank when run hard on the highway.

Gas tank striping is different on the standard Silver Wing and the Interstate. On the standard model the striping extends around the edges of the gas tank and wraps on to the side covers. Because the Interstate fairing shrouds the front of the bike’s gas tank, the Interstate version has striping that only extends part way towards the front of the gas tank, so the striping is visible even with the Interstate fairing installed. Clever.

Honda’s careful adaptation of accessories to the Silver Wing and design of the bike for the accessories is similarly clever. The fairing, which aftermarket manufacturers lost considerable hair trying to adapt to the original CX, mounts solidly to the frame and the engine. The seats and top box are a combination of pieces that fit together. There are two pieces to the seat, a front portion that is permanently attached and a demountable pillion seat. Both are lightweight designs with plastic seat bases.

A 500cc motorcycle, even this 500cc motorcycle, is not the ideal two-up mount, so Honda is, let’s say, encouraging its use as a solo tourer. The standard GL500 comes with a small half cubic foot trunk that is interchangeable with the pillion, seat. To remove one and install the other requires unlocking a latch on either side of the seat or box and simply pulling the item off. The other piece is put in place and latches are pushed down on each side, locking it in place. It’s simple, quick and a good fit.

The latches used for the rear seat or box serve several purposes. They also work as helmet locks, or when the saddlebags are installed, they lock the saddlebags in place.

What turns the standard Silver Wing into the Silver Wing Interstate is the combination of fairing, added disc brake, two saddlebags, and a larger top box. The Interstate also comes with a pillion seat that can be replaced by a top box. Only the Interstate top box is a three-piece box that holds a full cubic foot of irregular shaped parcels. The base of the large box is the same as the base of the small box, so mounting is the same. In addition, the large box has two openings, a smaller lid on top for top loading, and a hinged midsection that allows a helmet to fit into the box. A double latch system secures both the top lid and the middle section with one double-armed latch.

Saddlebags on the Interstate are unusual in several ways. In order to keep the sides of the standard Silver Wing clean and uncluttered, most of the attaching hardware is mounted to the saddlebags, not to the motorcycle. The saddlebags have a hooked protrusion that hangs onto a side rail of the motorcycle, while a latch on a folding extension attaches near the passenger footpegs. Finally, the latches on the motorcycle hold a tab in place, locking the saddlebags firmly to the motorcycle. The only hardware that the Interstate has and the standard Silver Wing doesn’t have for the saddlebags is the bracket that repositions the signal lights to the rear of the motorcycle.

Saddlebag size is in proportion to the motorcycle at 0.86 cu. ft. per bag. This is certainly smaller than most of the full-size saddlebags available through independent companies, but it fits the bike well, is useful for a solo tourer and doesn’t overwhelm the motorcycle when loaded.

Fit and finish of the accessories is excellent. The saddlebags have a hard painted finish that perfectly matches the dark burgundy color of the motorcycle. The latches fit well, the hinges don’t stick. The saddlebags are especially waterproof with the rubber o-ring seal around the edges.

Honda’s Interstate fairing is every bit as useful as the other accessories and we were amazed how well it worked with the Silver Wing.

Naturally Honda has an advantage in building accessories for its motorcycles. It knows which models the accessories will have to fit and it doesn’t need to make the accessories fit a variety of models. The curious part is that the fairing used on the GL500 adapts so well to all models of Honda from CX500 through the GL 1100, including the CB650, CB750 and

CB900s. Yet Honda is making several sets of saddlebags for different sizes. The Silver Wing gets its own luggage that’s not shared with the CBX or the Gold Wing or the 900. And because it fits just one model, it fits exceptionally well.

Useable and stylish are the words that best describe the Interstate package. It’s useable in small ways, like having one key operate all the latches and the bike’s ignition. Or being able to latch the saddlebags and box without locking them, if desired. The fairing is similarly useable. The small pocket covered by a snapping upholstered cover is especially handy for all the little things that motorcyclists want to have accessible. And even if the plastic trays that fit within the side pockets are too small, the trays can be easily removed so the rest of the fairing’s interior is available for storage.

Just as the accessories are easy to use, so is the motorcycle. The controls are easy to operate and conveniently placed. Having the choke knob at the steering head is welcome with the fairing covering up the engine. And it’s nice to be able to start the Honda without first pulling in the clutch lever.

A lack of gingerbread on the Silver Wings adds to the air of utility. There’s no fuel gauge, no self-canceling turn signals, no automatic fuel petcock. There’s also no safety check panel or digital readouts. The features on the motorcycle are useful and make the machine work better.

Working better in the Silver Wing’s case being working softer or easier. In an attempt to make the Silver Wing as comfortable as any big bike, the Wing’s suspension is incredibly soft. Even with the forks and the rear shock pumped up to maximum air pressures the motorcycle floats over bumps and potholes. Soft springing is assisted by minimal damping and smooth-working seals and bushings so the suspension on both ends is probably the softest suspension ever put on a motorcycle.

And the GL500 can survive with the pillow-soft suspension because it is light enough and the suspension is progressive enough to control the weight. This does not mean that the Silver Wing is a motorcycle for all purposes. The soft suspension makes it ideal for leisurely rides through the country, or for droning along the Interstates. Even on winding country roads the machine is light enough to be pleasant. But when pushed hard the machine wallows predictably.

Changing air pressure on the SW makes a noticeable change in the ride height. With 11 psi in the forks and the rear shock operating at atmospheric pressure the SW has as little cornering clearance as any Honda made. It scrapes easily on surprisingly gentle corners. With the air pressure boosted to average pressures the cornering clearance is adequate while the ride doesn’t deteriorate noticeably. At maximum air pressure the cornering clearance is very good, a function of the narrow engine and extended suspension. On smooth roads this increase in ride height still doesn’t hamper comfort, while preventing the rear end from bottoming on sharp bumps or holes.

Overall handling is certainly up to the task, while being unlike other Hondas or other bikes of the same engine displacement. The larger fork tubes do provide somewhat more precision to steering inputs. And the motorcycle comes across more as a 500cc motorcycle than a 500 lb. motorcycle. The longer wheelbase and additional trail make the GL more secure at speed than was the CX, but it’s still a small, light feeling motorcycle.

Honda has worked haid to keep the seating position and controls workable for people of moderate height. The thinking here is that the GL500 should have particular appeal as a touring bike for women. Fortunately they haven’t gone wild, putting flowers on the tank or a pink paint job, but the machine is certainly controllable by smaller people due to the low seat height and easy-working controls. And while people over six-feet tall were a little cramped due to the seat height and the handlebars, it isn’t much of a problem for the potential gains. Seat height is actually variable, depending on the air pressure. With maximum air pressure the seat is 31.4 in. high and with minimum pressure it’s 30.4 in. high. With the rider aboard that number decreases as the suspension sacks.

To keep the seat height down the seat is not thickly padded. This almost works, because of the ultra-plush suspension. Still, for long rides the seat is just plain uncomfortable for any size rider who tried the bike. Could it be that a shorter travel suspension combined with a thicker seat might be more comfortable?

Engine performance of the Silver Wing is unchanged from the previous CX. Quarter mile times are a couple of a hundredths of a second slower for the slightly heavier GL500, but the difference is negligible. Low end power is still a figment of the bike’s imagination. There’s enough power to get underway, at least enough flywheel effect, so that it can leave stopsigns with the engine at reasonable engine speeds. But until the engine is spinning at least 6000 rpm the engine doesn’t do much to excite a rider.

Whether a plush touring bike like the GL needs a highly tuned motor is questionable. It might be that detuning the engine for more low and mid-range power would make it more pleasant for its intended use, but keeping the engine unchanged from the CX meant Honda didn’t have to recertify the engine with the EPA and that’s worth something to the price tag.

Fortunately the gearing takes advantage of the engine’s willingness to spin. A number of CX riders have asked about gearing the bike up to slow the engine on the highway, but the gearing on the bike works well with the engine characteristics and the inherent smoothness of the engine keeps the 6000 rpm cruising speed from becoming a problem.

When the CX500 was introduced the bike was successful because it was comfortable, good performing and it was quite unusual. Now Honda has taken the best features of the CX, added a raft of touring features and accessories and has made the machine more comfortable, more useable, more attractive, and it’s still a good performing and unusual motorcycle.

That being the case, we’d have to say the GL500 is every bit as successful a motorcycle as the original CX500 and we’re glad Honda has seen fit to bring a first-rate touring package to the medium-size field.

HONDA

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