It had been a hard day. The Scottish roads wound back on themselves. I had to heel the CB500T over until the centrestand prong took chunks out of the road. Sometimes it caught, twitched the back wheel. The Girling shocks aided the feedback from the Avon tyre. I was always aware of how far I could take the Honda. The frame looked like it was off an old CB250 twin but was heavy, strong.
The 1976 machine had been in my hands for 15 years! Its unique DOHC engine was still basically stock after 63000 miles. The vertical twin motor had a mere two valves per cylinder but had junked valve springs. Torsion bars via eccentrically mounted rockers controlled valve bounce. The top end was said to be safe to 12000 revs. I never took my engine to more than 9000rpm. The small ends and pistons had something of a reputation for early demise. I changed the oil every 800 miles.
The CB500T appeared to reward a caring attitude. It was a bit of a crusty bugger, mind. Below 3000 revs truculence ruled. Between there and 6500rpm it was willing to run on torque rather than power. The off-beat exhaust note was mollified by the two into one exhaust. The merging of the uneven firing pulses produced a pleasant bark. Beyond 6500 revs serious power emerged and the exhaust snarled nastily.
I rarely did more than 90mph, even on deserted, straight stretches of Scottish roads. The motor was pleasantly smooth between 70 and 85mph but tried to imitate a Triumph twin at higher speeds. I modified the gearing, as the five speed box had always seemed screaming for an extra ratio. 90mph works out at 7000rpm in fifth and the CB still pulls off from a standstill easily in second. It made the Honda much more relaxed.
A bit of weight pruning had lowered the mass from the stock 425lbs to about 380lbs. They are well built with hefty cycle parts such as guards and a massive, ugly stock exhaust. The steel does rust after about five years, another reason for replacement. With new shocks it was a good handler in the Scottish bends only limited by the aforementioned grounding. The odd bit of really fast riding did turn up some mild weaving but nothing that would cause heart palpitations. The Honda had somehow metamorphosed its feel into that of a seventies Triumph, with more feedback than suspension compliance.
This kind of quality is usually disparaged by the race replica crowd, who know no better. It’s useful to know exactly what the wheels are doing on wet roads because it allows an instinctive reaction when the tyre starts to slip. Those doubtful of such claims should note that I’ve yet to fall off!
The Scottish roads allowed many of the bike’s virtues to shine through. Loaded up with tent, clothes and tools, the CB still growled out its torque and power. Fuel was not affected by the excessive mass, hovered around 55mpg. More was possible under a strictly sensible right hand but | always liked to the give the Honda its head a couple of times a day. Its styling was openly derided when new. It now has the cast of a classic, often confuses old gits who given half a chance rabbit on about their British biking days. I don’t mind, a strong characteristic of the motor is that it allows a relaxed pace of travel. Out of which the texture of the day emerges. In many ways a perfect touring tool.
Comfort is also good. The bars and pegs are not stock, the riding position now more sporting it used to be painful to hold more than 70mph. The wide bars used to cause the front wheel to twitch. The flat replacement eradicated that. The seat looks stock but has a GRP base, firmer foam and a new cover. I had no choice in the matter. The old one fell apart. It was a good move as comfort became sufficient for 300 to 400 miles rather than the 150 miles of old.
The switches, lights and horn are all brilliant. Only because I replaced the inadequate originals with something newer. The alternator limits the wattage of the front light. I've never found a way to make a battery last for more than a year. Rectifier, regulator and indicator boxes are all original if mounted on extra rubber mounting. Blowing fuses were a problem two years ago. Replacing the wiring solved that.
On the road breakdowns are rare even at its current high mileage. I had one exhaust clamp fail off, an interesting noise resulting. And one carb popped out of its rubber inlet manifold which killed the motor stone dead. The pair of CV carbs were a bit temperamental, not staying in balance for more than 500 miles. Matched by the valves which needed equally frequent attention. I put it down to old age.
The oil level in the wet sump had to be watched carefully. 500 miles of hard riding could drain it. Leaks were confined to a quick wear clutch pushrod seal and the cylinder head gasket. The latter was chronic but only a minor flow. The former was easily replaced but could lose a pint in half an hour when badly worn. Anyone buying a CB500T should take the engine sprocket cover off to check this. Also make sure a snapped chain hasn't cracked the crankcases.
The other signs of an engine about to expire are excessive rattles (the tensioner isn’t automatic but works OK) or knocks and a surplus of vibration. The latter quality isn't easily analysed as the motor thrums quite naturally at lower revs. The only way to tell the difference between a good and bad ‘un is to try several different bikes. The engine is easy to work on but spares are rare in breakers and expensive from Mr Honda.
I've solved the problem by buying a couple of CB500T's. This is not uncommon amongst CB owners. For every one on the road there are probably another five in bits. They seem either to get under the owner’s skin or be abused and dumped by disgruntled riders, who then reckon they are a load of rubbish. Maybe their build quality was very variable. More shades of British biking!
Every year I’ve taken the bike on a two or three week tour. Sometimes Scotland, sometimes the Pennines, sometimes just riding in an aimless manner. I always turn up home in one piece, sad that I’ve got to go back to working for a living. The Honda is one of those bikes that positively encourages a sense of adventure. Part of it is that I’ve set the CB up perfectly to suit my own needs. The other half of the story is the way the engine growls like it’s a live thing and the way I always feel at one with the chassis.
I don't know that there any many good ones left now, they are all old, mostly high mileage and often in a pretty wretched state. The ones I bought for spares were in a dreadful mess even with less than 40000 miles on the clock. Their poor reputation does mean they can be had for next to nothing. If you come across a nice ‘un buy it, change it to suit your needs and enjoy a couple of years of friendly biking.
Jack