Мотоцикл cb 550sc nighthawk 1982: технические характеристики, фото, видео
Honda CB 550SC Nighthawk
Make Model
Year
Engine
Capacity
Induction
Ignition
Max Power
Max Torque
Transmission
Front Suspension
Rear Suspension
Front Brakes
Rear Brakes
Front Tyre
Rear Tyre
Wet- W eight
Fuel Capacity
Consumption average
Standing ј Mile
Top Speed
186.6 km/h / 116 mph
The Little Cruiser with Power!
Everybody likes power, whether they prefer their handlebars wide and tall or narrow and low, and some of the biggest skirmishes in the horsepower war are being fought in the 550 class.
Which introduces the Nighthawk 550, Honda’s horsepower entry in the non low-bar 550 market, a bike with cruiser styling and high performance.
There’s no mistaking the styling-there’s chrome everywhere, a short chrome front fender on long, leading-axle forks; chrome headlight, carburetor caps, rear shocks, turn signals, instrument covers, and pullback handlebars; chrome exhaust with rakish, diagonal-cut mufflers. What isn’t chrome is likely to be polished aluminum, like the headlight mounts, the instrument panel, the grab bar outlining the stepped seat, the cam cover, the fork sliders, the footpeg bases, the rear footpeg-and-muffler hangers, the engine covers.
If there’s still any doubt, it’s displaced by the tiny teardrop gas tank, the stubby tail section, the cut-back sidecovers and the fat, 16-in. rear wheel.
This is a cruiser. What about performance? Look at the horsepower and torque figures, 75 bhp at 9500 rpm, 36.5 lb.-ft. at 8000 rpm. Potent stuff for a 550 Four, and the reasons for that power output lie in the engine’s genealogy.
Air-cooled, DOHC, link-plate cam chain, four valves per cylinder, offset rocker arms with hydraulic lash adjusters, plain bearing crankshaft, helical primary gears, hydraulic multi-plate wet clutch, six-speed transmission, shaft final drive. This is the smaller version of Honda’s newest inline Four, introduced in the Nighthawk 650 and Nighthawk 550 for 1983. The engines share crankcase castings, clutch, transmission and cylinder head. The 572cc 550 has lower primary gearing and the same 60mm bore as the 650; stroke is shorter; 50.6mm to 58mm. To work with the 50.6mm stroke, the 550 has shorter connecting rods, crankshaft throws and cylinders. The crankshaft, designed for the 572cc version, is lighter with 1mm smaller diameter journals; the cases are machined to fit.
The engine is designed to be compact. It is narrow, the alternator mounted behind the cylinders, overdriven off the crankshaft by a link-plate chain. It is short, the transmission shafts staggered vertically instead of laying one behind the other.
It’s also designed for low maintenance. The hydraulic lash adjuster automatically take up clearance between valve stems and rocker arms – meaning no valve adjustment is necessary – and pump down if the engine is over-revved, increasing clearance and reducing the chances of a mis-shift bending the valves. The transistorized electronic ignition is not adjustable, and has electronic advance. The hydraulic clutch, like hydraulic disc brakes, is self-adjusting.
Low maintenance doesn’t mean low performance. The 550 has the same cams as the 650, and, used with the smaller engine, those cams are closer to the high-performance grinds sold by aftermarket engine builders than are most stock camshafts. The four Keihin CV carbs have oval throats, 26.8mm at the venturi, 30mm at the throttle plate, with lightweight throttle slides and thin diaphragms for instant throttle response. Combine the cams and the carbs with the lighter crankshaft and you’ve got a quick-revving, free-winding 550 that feels faster than anything in the class.
It feels fast because it has a big jump in horsepower and acceleration at 7000 rpm, gaining engine speed from there at an astonishing rate right up to the 10,000 rpm redline. It pulls well from 4000 rpm, well enough to leave lights quickly and have fun gaining speed, but then there’s that kick at 7000 when the Nighthawk comes on the cams, and off it goes.
There’s nothing to distract the rider from that magic rush of the tach needle toward redline, since the rubber-mounted engine is one of the smoothest ever put in a motorcycle. That glass-smoothness adds an eerie quality to the soaring tach and the kick-in-the-pants acceleration.
Slam the 550 into second gear at redline and the front wheel comes up and floats a foot or two off the ground, slowly settling as the bike continues to gain speed. Keep the Nighthawk near the redline, shifting quickly, and a rider on anything short of a sporting 1100 will have to work to keep up or pass. Street impressions send a strong message, that this is the most potent, quickest, fastest 550 around.
A trip to the dragstrip brought some surprises. ?The Honda Nighthawk isn’t the fastest 550, with a best pass of 12.64 seconds and 102.27 mph. That’s about as fast as a 1982 GPz550 and not as fast as a 1983 Suzuki GS550, even though the Nighthawk feels quicker than both.
The caveat here is that the Honda may be quicker than the Suzuki or the Kawasaki, or at least may have the potential to be quicker. The problem is that the 550’s clutch is like other hydraulically-activated clutches – using a master and slave cylinder connected by an easy-to-route hydraulic hose – from Honda: grabby and imprecise. Add a grabby clutch and a peaky engine without the torque of say, a VF750F, and you’ve got a handful at the dragstrip. Ridden by the same rider, the Suzuki is quicker than (and the Kawasaki about the same as) the Honda. Both the Suzuki and the Kawasaki have cable-operated clutches with broad engagement points and easy-to-modulate release.
As for top speed, the 550 reached 116 mph in the running half mile, eight mph slower than the GS550.
That’s as fast as the Nighthawk will go, since 116 mph equals 10,000 rpm (redline) in fifth gear. It won’t go any faster in its extra-tall sixth gear (Honda calls it Overdrive), and it will only go that fast in sixth if the Honda is first run to the redline in fifth. Start accelerating at 60 mph I sixth and the Nighthawk struggles to top 100 mph under the best conditions.
What we have in the Nighthawk is a typical 550’s five-speed transmission with an additional, taller cruising top gear added. Look at the GS550 – it’s also geared for 116 in fifth (top), happily revs past redline to 124 mph in the half mile, and turns 5200 rpm at 60 mph. The Nighthawk’s tall sixth gear, on the other hand, is made for highway cruising at a leisuerly pace, bringing engine rpm at 60 mph down to 4400 rpm from fifth gear’s 5200 rpm.
Which makes it easy to understand why the Honda’s top-gear acceleration times are much slower than the competition. The Nighthawk needs 6.6 seconds to accelerate from 40 to 60 mph in top gear (the GS550 takes 4.7 seconds) and 10.8 seconds to run from 60 to 80 mph in top (the GS 550 needs 5.6 seconds).
At 60 in sixth, the Nighthawk is relaxed on the highway, but accelerating quickly around slower traffic demands at least two downshifts, and headwinds or upgrades often require fifth gear. Cruising above 70 mph usually means spending more time in fifth than sixth gear, which, despite the 550 having a lower primary ratio than the 650 Nighthawk, is close to being too tall for the engine.
The carburetors, which work very well at most engine speeds, have a lean spot right at 4500-5000 rpm, the engine just a bit reluctant to pull, hesitating when the throttle is rolled on in that range. It takes full choke to get started in the morning, and at least half choke for a mile or two before the engine warms up, even in the summer.
That stylish, sleek gas tank makes the rider pay for its looks with a small, 3.2 gallon capacity. Under the best conditions, the tank holds enough fuel for 153 miles before reserve. Typical riding demands reserve after 120 or 130 miles, and the hardest open-road running saw the main tank sucked dry in just 73 miles!
The steel frame is conventional, built to be inexpensive, a single large backbone tube tied into the steering head with gusset plates, and twin downtubes cradling the engine. The steering stem uses ball bearings. The steel swing arm pivots on tapered roller bearings and uses tow shock absorbers, which have spring pre-load adjustments only. The leading-axle, air-adjustable front forks have a forged aluminum alloy brace between the sliders, and there’s a single hydraulic disc brake. TRAC anti-dive is not used. Wheels are cast aluminum, a 2.15 x 19 inch front and a 3.00 x 16 inch rear, and the rear wheel houses a mechanical drum brake. The 550 is essentially a version of the 650. It is a little smaller, the wheelbase measuring 56.7 inches to the 650’s 57.5 inches, thanks to a shorter swing arm. The 550 has 29 ° of rake (the 650 has 28.5°) and 4.2 inches of trail (the 650 has 3.9 inches). The 550 is lighter, 440 lb with a half tank of gas, compared with the 650’s 465 lb with half a tank.
The 550’s shorter swing arm has a couple of noteworthy effects. Because the rider and the engine are closer to the rear wheel, the 550 is more liable to wheelie under hard acceleration than the 650. Because the swing arm is shorter, stiffer shock springs and damping must be used to control jacking of the drive-shaft rear end under power, and the stiffer suspension is choppy over repetitive bumps.
The 550 has noticeable driveline snatch, especially at moderate speeds around town. The light carburetor diaphragms, which do so much for crisp, snappy response, are partially to blame here. The slightest movement of the twist grip has an immediate action at the carburetors, and any slack in the driveline is taken up instantly. There’s a spring-loaded, ramp-and-cam damper built into the driveshaft. The damper helps isolate the transmission from road shocks but also contributes to the slop in the driveline.
Anybody taking the 550 farther than the corner grocery will find that the seat is hard enough to attract the rider’s attention after 20 or 30 minutes. The seating position is much better than we’ve come to expect of cruisers, the relationship between the pullback bars, the forward footpegs and the stepped seat reasonably comfortable for most riders.
Despite being decked out as a cruiser, the 550’s handling is as good as its engine. It is stable, turns easily, and has good cornering clearance – the footpegs touch first as an early warning system, and then only during the most spirited riding. Pushed beyond that, the 550 wallows slightly in sweepers with a 150-lb rider, the result of over-sprung, under-damped rear shocks.
Remember all those chromed and polished parts, such as the headlight and its brackets and the instrument panel? Ride the 550 east during late afternoon and all those polished parts reflect the sun into the rider’s eye, producing a terrific glare and making it almost impossible to read the instruments. Under other conditions, the instruments are easy to read, although they are prone to outrageous optimism. The speedometer reads 60 mph at an actual 53 mph. All the usual lights are provided, the headlight doing a fine job of illuminating the road, the manually-canceling turn signal maintaining a constant tempo in the face of changing engine rpm. The choke control is on the left handlebar, right at the thumb’s reach, rotating up and down. The control buttons, such as the one for the reasonably-loud horn, are chromed plastic, as are the screw-on covers for the fork air caps.
On the other hand, the helmet locks are nothing more than hooks under the seat. To secure a helmet the rider must remove the seat, slip the helmet’s D-rings over a hook, and replace the seat. The battery must be removed from its niche under the airbox before water can be added, the air filter is hidden behind a cover secured by three screws, which is in turn hidden under the right-hand plastic sidecover.
On the plus side, the rear wheel axle clears the mufflers and removing the rear wheel isn’t a major chore. And the Nighthawk’s light steering, narrowness and engine response earned I several weeks duty as the commuter-of-choice for one man known to split lanes in bumper-to bumper freeway traffic.
This 550 Nighthawk, then, is a combination of glitter and glitz and solid function, providing a base of performance under all that style and chromed plastic. It’s proof that motorcyclists can have it both ways, not giving up power for the cruiser look.
Мотоцикл cb 550sc nighthawk 1982: технические характеристики, фото, видео
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CB550 | roadster | 1974-1982 | 50 | 544 |
Cafe racer на базе Honda CB550 1976 года
В Великобритании выставлен на продажу cafe racer, сделанный на базе мотоцикла Honda CB550 1976 года выпуска. Как отмечается в объявлении, “очень симпатичная машина для использования в теплое время года”.
Пробег мотоцикла – всего 13 770 км. Для машины такого года – очень немного. По словам нынешнего владельца, если что и придется новому приобретателю в нем подделать, так это разве что кое-где подкрасить.
В списке переделок и добавлений: электронная система зажигания Dyna-S, выхлопная система 4 in 1 MAC, эксклюзивное сиденье, тормозные шланги из нержавейки, главный цилиндр – Nissin от мотоцикла Honda CBR600RR 2008 года, обилие хромированных вставок и многое другое.
Мотоцикл выставлен на продажу через аукцион. Начальная цена – всего 2 900 долларов.
Напомним, café racer – тип мотоцикла, уходящий корнями в 1960-е годы. Они были популярны в среде любителей рок-н-ролла и аналогичной музыки в Великобритании, Германии, Италии и других странах Европы. Название произошло от популярного тогда стиля соревнований, когда люди, сидевшие в кафе, выходили, садились на байки и стремились доехать до определенной точки и вернуться обратно до того, как в музыкальном автомате в кафе закончит звучать одна композиция.
Типичный café racer должен был быстро ехать и хорошо рулиться, при этом о комфорте никто не задумывался.
Объем двигателя: 544.00 куб. см. (33.19 куб. дюймов)
Тип двигателя: Рядный, четырехцилиндровый Количество тактов:4
Максимальная мощность: 50.00 л.с. (36.5 кВт ))
Количество клапанов на цилиндр: 2
Система газораспределения: OHC
Топливная система: Карбюраторная
Система охлаждения: Воздушная
Коробка передач: 5 передач
Система привода: Цепная
Рама, подвеска и колеса
Размер передней шины: 3,25-19
Размер задней шины: 3,75-18
Тип передних тормозов:
Тип задних тормозов: Барабанные
Рабочий объем: 544 см 3 Тип: Четырех цилиндровый рядный Тактов: 4 Компрессия:9.0:1
Диаметр х Ход поршня: 58.5 x 50.6 мм (2.3 x 2.0 дюймов)
Высота: 1100 мм Длина: 2115 мм
Колесная база: 1405 мм Угол наклона вилки:64.0°
Трейл: 105 мм Вместимость бензобака: 16 л.
Резервный бензобак: 4 л. Передняя покрышка: 3.25-S 19 (4 PR)
Задняя покрышка: 3.75-S 18 (4 PR)
Объем двигателя: 499.00 куб. см. (30.45 куб. дюймов)
Тип двигателя: Двухцилиндровый
Количество тактов: 4
Максимальная мощность: 42.00 л.с. (30.7 кВт ) @ 8000 об./мин. Степень сжатия: 8.5
Соотношение диаметра и хода поршня: 70.0 x 64.8 мм (2.8 x 2.6 дюймов)
Количество клапанов на цилиндр: 2
Система газораспределения: DOHC
Система охлаждения: Воздушная
Коробка передач: 5 передач Система привода: Цепная
Полный вес: 210.0 кг (463.0 pounds)
Рама, подвеска и колеса
Размер передней шины: 3 50-19 Размер задней шины: 4.00-18
Тип передних тормозов: Однодисковые
Тип задних тормозов: Барабанные
Максимальная скорость: 160.0 km/h (99.4 mph)
Объем топливного бака: 13.00 литров
Двигатель 544 куб.см. с воздушным охлаждением, рядный, четырехцилиндровый, четырехтактный, SOHC, 2 клапана на цилиндр.
Диаметр х Ход поршня : 58,5 х 50,6 мм
Коэффициент сжатия : 9.0:1
Индукция: 4x 22mm карбюраторы Keihin
Максимальная мощность: 50 л.с. при 8500 об/мин
Максимальный вращающий момент: 30 фут/фунтов @ 7500 об/мин
Трансмиссия/привод : 5 ступенчатая/цепь
Передняя подвеска: Выдвижная вилка
Задняя подвеска: Поворотный кронштейн
Передние тормоза: 270мм диск
Задние тормоза : Барабан
Передняя покрышка: 3.25-19
Запас горючего: 16 литров
Среднее потребление: 41 км/л
Набор скорости: 14,5 сек / 144,2 км/ч
Максимальная скорость: 164 км/ч
Рабочий объем: 544 см 3
Тип: Четырех цилиндровый рядный Тактов: 4
Мощность:50.00 л.с. (36.5 кВт)) @ 8500 об./мин.
Диаметр х Ход поршня:58.5 x 50.6 мм (2.3 x 2.0 дюймов) Клапанов: 2
Контроль топлива: OHC Охлаждение:Воздушное Коробка передач: 5 скорости
Макс. скорость: 175.0 (108.7 mph)
Вместимость бензобака: 17 л. Передняя покрышка: 3.25-19 Задняя покрышка: 3.75-18 Передний тормоз: Один диск Задний тормоз:Барабанный
Рабочий объем: 544 см 3
Тип: Четырех цилиндровый рядный Тактов: 4
Мощность:50.00 л.с. (36.5 кВт)) @ 8500 об./мин.
Диаметр х Ход поршня:58.5 x 50.6 мм (2.3 x 2.0 дюймов) Клапанов: 2
Контроль топлива: OHC Охлаждение:Воздушное Коробка передач: 5 скорости
Макс. скорость: 175.0 (108.7 mph)
Вместимость бензобака: 17 л. Передняя покрышка: 3.25-19 Задняя покрышка: 3.75-18 Передний тормоз: Один диск Задний тормоз:Барабанный
Рабочий объем: 572 см 3 Тип: Четырех цилиндровый рядный Тактов: 4
Мощность: 75.00 л.с. (54.7 кВт) @ 9500 об./мин.
Диаметр х Ход поршня: 60.0 x 50.6 мм (2.4 x 2.0 дюймов)
Крутящий момент: 36.50 Нм (3.7 kgf-m / 26.9 ft.lbs) @ 8000 об./мин. Топливная система: Carburettor. Keihin CV 26.8mm
Диаметр х Ход поршня:60.0 x 50.6 мм (2.4 x 2.0 дюймов) Контроль топлива: DOHC
Запуск двигателя: Электростартер Охлаждение: Воздушное
Коробка передач: 6 скорости Привод: Кардан (cardan) Колесная база: 1440 мм Рама: Conventional steel frame
Угол наклона вилки: 29.0°
Трейл: 107 мм Передний амортизатор: Air-adjustable
Макс. скорость: 186.7 (116.0 mph)
Вместимость бензобака: 12.11 л.
Резервный бензобак: 1.89 л.
Передний тормоз: Один диск
Задний тормоз: Барабанный
Рабочий объем: 544 см 3
Тип: Четырех цилиндровый рядный Тактов: 4 Мощность: 50.00 л.с. (36.5 кВт)) @ 8500 об./мин.
Диаметр х Ход поршня:58.5 x 50.6 мм (2.3 x 2.0 дюймов) Клапанов: 2
Контроль топлива: OHC
Коробка передач: 5 скорости Привод: Цепь
Скорость и ускорение Макс. скорость: 183.0 (113.7 mph)
Вместимость бензобака: 17 л.
Передняя покрышка: 3.25-19 Задняя покрышка: 3.75-18 Передний тормоз: Один диск Задний тормоз: Барабанный
Для Honda CB550 1974 1975 1976 CB550 F1, F2, K3, K4 (4 цилиндра) 1975-1980 CB550 SC Nighthawk 1982-1983 мотоциклетный масляный фильтр
Новый купон пользователя по заказам US $4.00
Гарантия возврата денег Возврат за 15 дней
- Тип товара: Фильтры для масла
- Длина товара: 4.1cm
- Тип материала: metal & paper
- Вес товара: 0.1kg
- Название Модели: For GFY401 = NK401 HF401
- Бренд: GFYSHIP
- Ширина Изделия: 4.1cm
- Высота Изделия: 3.5cm
- For: Motorcycle Motorbike ATV Oil Filter Filters
- model: CB350 F,F1 1973 1974
- model 01: CB400 F,F1,F2 1975 1976 1977 1978 1979
- model 02: CB500 1971
- model 03: CB500 F Four 1972 1973 1974 1975 1976 1977
- model 04: CB500 K1,K2,K3 1972 1973 1974
- model 05: CB550 1974 1975 1976
- model 06: CB550 F1,F2,K3,K4 (4 Cylinders) 1975 1976 1977 1978 1979 1980
- model 07: CB550 SC Nighthawk 1982-1983
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Мы предоставим вам подробную информацию о доставке, которая вам нужна.
Внимание: для того, чтобы избежать проблем с вами, пожалуйста, убедитесь, что эти детали подходят для вашего мотоцикла. С уважением ко всем покупателям.
Описание:
Фирменная Новинка
Полная гарантия производителя
Бесплатная доставка
Высокопроизводительный дизайн для выдающейся фильтрации
Высокоэффективный носитель с равномерными складками
Дизайн масляного фильтра обеспечивает высокую скорость потока масла
Идеально подходит для высококачественного синтетического моторного масла
Масляные Фильтры для картриджа GFY разработаны для удовлетворения потребностей гонщиков и двигателей, а также среднего владельца мотоцикла или квадроцикла, который хотел бы получить лучший масляный фильтр в наличии. Фильтры для масла GFY ловят вредные загрязняющие вещества, в то время как конструкция фильтра обеспечивает высокую скорость потока масла. Масляные Фильтры GFY покрыты ограниченной гарантией, чтобы быть свободными от дефектов материалов и мастерства при установке и замене с помощью двигателя и оборудования, рекомендованных производителем интервалов обслуживания.
Обратный клапан против Слива: нет
Байпасный вентиль: нет
Материал фильтра: высокая производительность
Прокладочный материал: бутадиен-нитрильный каучук
Стиль продукта: Масляные Фильтры
Предохранительный клапан PSI: Да
Удаление Гайка: нет
Стиль: картридж
Спецификация резьбы: N/A
Вес: 0,1 фунтов (0 кг)
Перекрестная ссылка
Подходит для автомобилей
См. ниже для подтверждения фитинга
Пожалуйста, убедитесь, что эта часть подходит для вашего мотоцикла перед покупкой
Мы предлагаем вам этот товар 1 год Гарантия качества ! В этот период, если у вас возникли какие-либо проблемы с качеством, вы можете связаться с нами и вернуть его нам, когда мы получим возврат товара, мы отправим вам новый, но при условии, что вы должны убедиться, что это наша проблема качества продукции, и он был использован в правильном порядке, И вам нужно оплатить стоимость обратной доставки. Спасибо за понимание.
Примечание:
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Мотоцикл cb 550sc nighthawk 1982: технические характеристики, фото, видео
Honda CB 550SC Nighthawk
Make Model
Year
Engine
Capacity
Induction
Ignition
Max Power
Max Torque
Transmission
Front Suspension
Rear Suspension
Front Brakes
Rear Brakes
Front Tyre
Rear Tyre
Wet- W eight
Fuel Capacity
Consumption average
Standing ј Mile
Top Speed
186.6 km/h / 116 mph
The Little Cruiser with Power!
Everybody likes power, whether they prefer their handlebars wide and tall or narrow and low, and some of the biggest skirmishes in the horsepower war are being fought in the 550 class.
Which introduces the Nighthawk 550, Honda’s horsepower entry in the non low-bar 550 market, a bike with cruiser styling and high performance.
There’s no mistaking the styling-there’s chrome everywhere, a short chrome front fender on long, leading-axle forks; chrome headlight, carburetor caps, rear shocks, turn signals, instrument covers, and pullback handlebars; chrome exhaust with rakish, diagonal-cut mufflers. What isn’t chrome is likely to be polished aluminum, like the headlight mounts, the instrument panel, the grab bar outlining the stepped seat, the cam cover, the fork sliders, the footpeg bases, the rear footpeg-and-muffler hangers, the engine covers.
If there’s still any doubt, it’s displaced by the tiny teardrop gas tank, the stubby tail section, the cut-back sidecovers and the fat, 16-in. rear wheel.
This is a cruiser. What about performance? Look at the horsepower and torque figures, 75 bhp at 9500 rpm, 36.5 lb.-ft. at 8000 rpm. Potent stuff for a 550 Four, and the reasons for that power output lie in the engine’s genealogy.
Air-cooled, DOHC, link-plate cam chain, four valves per cylinder, offset rocker arms with hydraulic lash adjusters, plain bearing crankshaft, helical primary gears, hydraulic multi-plate wet clutch, six-speed transmission, shaft final drive. This is the smaller version of Honda’s newest inline Four, introduced in the Nighthawk 650 and Nighthawk 550 for 1983. The engines share crankcase castings, clutch, transmission and cylinder head. The 572cc 550 has lower primary gearing and the same 60mm bore as the 650; stroke is shorter; 50.6mm to 58mm. To work with the 50.6mm stroke, the 550 has shorter connecting rods, crankshaft throws and cylinders. The crankshaft, designed for the 572cc version, is lighter with 1mm smaller diameter journals; the cases are machined to fit.
The engine is designed to be compact. It is narrow, the alternator mounted behind the cylinders, overdriven off the crankshaft by a link-plate chain. It is short, the transmission shafts staggered vertically instead of laying one behind the other.
It’s also designed for low maintenance. The hydraulic lash adjuster automatically take up clearance between valve stems and rocker arms – meaning no valve adjustment is necessary – and pump down if the engine is over-revved, increasing clearance and reducing the chances of a mis-shift bending the valves. The transistorized electronic ignition is not adjustable, and has electronic advance. The hydraulic clutch, like hydraulic disc brakes, is self-adjusting.
Low maintenance doesn’t mean low performance. The 550 has the same cams as the 650, and, used with the smaller engine, those cams are closer to the high-performance grinds sold by aftermarket engine builders than are most stock camshafts. The four Keihin CV carbs have oval throats, 26.8mm at the venturi, 30mm at the throttle plate, with lightweight throttle slides and thin diaphragms for instant throttle response. Combine the cams and the carbs with the lighter crankshaft and you’ve got a quick-revving, free-winding 550 that feels faster than anything in the class.
It feels fast because it has a big jump in horsepower and acceleration at 7000 rpm, gaining engine speed from there at an astonishing rate right up to the 10,000 rpm redline. It pulls well from 4000 rpm, well enough to leave lights quickly and have fun gaining speed, but then there’s that kick at 7000 when the Nighthawk comes on the cams, and off it goes.
There’s nothing to distract the rider from that magic rush of the tach needle toward redline, since the rubber-mounted engine is one of the smoothest ever put in a motorcycle. That glass-smoothness adds an eerie quality to the soaring tach and the kick-in-the-pants acceleration.
Slam the 550 into second gear at redline and the front wheel comes up and floats a foot or two off the ground, slowly settling as the bike continues to gain speed. Keep the Nighthawk near the redline, shifting quickly, and a rider on anything short of a sporting 1100 will have to work to keep up or pass. Street impressions send a strong message, that this is the most potent, quickest, fastest 550 around.
A trip to the dragstrip brought some surprises. ?The Honda Nighthawk isn’t the fastest 550, with a best pass of 12.64 seconds and 102.27 mph. That’s about as fast as a 1982 GPz550 and not as fast as a 1983 Suzuki GS550, even though the Nighthawk feels quicker than both.
The caveat here is that the Honda may be quicker than the Suzuki or the Kawasaki, or at least may have the potential to be quicker. The problem is that the 550’s clutch is like other hydraulically-activated clutches – using a master and slave cylinder connected by an easy-to-route hydraulic hose – from Honda: grabby and imprecise. Add a grabby clutch and a peaky engine without the torque of say, a VF750F, and you’ve got a handful at the dragstrip. Ridden by the same rider, the Suzuki is quicker than (and the Kawasaki about the same as) the Honda. Both the Suzuki and the Kawasaki have cable-operated clutches with broad engagement points and easy-to-modulate release.
As for top speed, the 550 reached 116 mph in the running half mile, eight mph slower than the GS550.
That’s as fast as the Nighthawk will go, since 116 mph equals 10,000 rpm (redline) in fifth gear. It won’t go any faster in its extra-tall sixth gear (Honda calls it Overdrive), and it will only go that fast in sixth if the Honda is first run to the redline in fifth. Start accelerating at 60 mph I sixth and the Nighthawk struggles to top 100 mph under the best conditions.
What we have in the Nighthawk is a typical 550’s five-speed transmission with an additional, taller cruising top gear added. Look at the GS550 – it’s also geared for 116 in fifth (top), happily revs past redline to 124 mph in the half mile, and turns 5200 rpm at 60 mph. The Nighthawk’s tall sixth gear, on the other hand, is made for highway cruising at a leisuerly pace, bringing engine rpm at 60 mph down to 4400 rpm from fifth gear’s 5200 rpm.
Which makes it easy to understand why the Honda’s top-gear acceleration times are much slower than the competition. The Nighthawk needs 6.6 seconds to accelerate from 40 to 60 mph in top gear (the GS550 takes 4.7 seconds) and 10.8 seconds to run from 60 to 80 mph in top (the GS 550 needs 5.6 seconds).
At 60 in sixth, the Nighthawk is relaxed on the highway, but accelerating quickly around slower traffic demands at least two downshifts, and headwinds or upgrades often require fifth gear. Cruising above 70 mph usually means spending more time in fifth than sixth gear, which, despite the 550 having a lower primary ratio than the 650 Nighthawk, is close to being too tall for the engine.
The carburetors, which work very well at most engine speeds, have a lean spot right at 4500-5000 rpm, the engine just a bit reluctant to pull, hesitating when the throttle is rolled on in that range. It takes full choke to get started in the morning, and at least half choke for a mile or two before the engine warms up, even in the summer.
That stylish, sleek gas tank makes the rider pay for its looks with a small, 3.2 gallon capacity. Under the best conditions, the tank holds enough fuel for 153 miles before reserve. Typical riding demands reserve after 120 or 130 miles, and the hardest open-road running saw the main tank sucked dry in just 73 miles!
The steel frame is conventional, built to be inexpensive, a single large backbone tube tied into the steering head with gusset plates, and twin downtubes cradling the engine. The steering stem uses ball bearings. The steel swing arm pivots on tapered roller bearings and uses tow shock absorbers, which have spring pre-load adjustments only. The leading-axle, air-adjustable front forks have a forged aluminum alloy brace between the sliders, and there’s a single hydraulic disc brake. TRAC anti-dive is not used. Wheels are cast aluminum, a 2.15 x 19 inch front and a 3.00 x 16 inch rear, and the rear wheel houses a mechanical drum brake. The 550 is essentially a version of the 650. It is a little smaller, the wheelbase measuring 56.7 inches to the 650’s 57.5 inches, thanks to a shorter swing arm. The 550 has 29 ° of rake (the 650 has 28.5°) and 4.2 inches of trail (the 650 has 3.9 inches). The 550 is lighter, 440 lb with a half tank of gas, compared with the 650’s 465 lb with half a tank.
The 550’s shorter swing arm has a couple of noteworthy effects. Because the rider and the engine are closer to the rear wheel, the 550 is more liable to wheelie under hard acceleration than the 650. Because the swing arm is shorter, stiffer shock springs and damping must be used to control jacking of the drive-shaft rear end under power, and the stiffer suspension is choppy over repetitive bumps.
The 550 has noticeable driveline snatch, especially at moderate speeds around town. The light carburetor diaphragms, which do so much for crisp, snappy response, are partially to blame here. The slightest movement of the twist grip has an immediate action at the carburetors, and any slack in the driveline is taken up instantly. There’s a spring-loaded, ramp-and-cam damper built into the driveshaft. The damper helps isolate the transmission from road shocks but also contributes to the slop in the driveline.
Anybody taking the 550 farther than the corner grocery will find that the seat is hard enough to attract the rider’s attention after 20 or 30 minutes. The seating position is much better than we’ve come to expect of cruisers, the relationship between the pullback bars, the forward footpegs and the stepped seat reasonably comfortable for most riders.
Despite being decked out as a cruiser, the 550’s handling is as good as its engine. It is stable, turns easily, and has good cornering clearance – the footpegs touch first as an early warning system, and then only during the most spirited riding. Pushed beyond that, the 550 wallows slightly in sweepers with a 150-lb rider, the result of over-sprung, under-damped rear shocks.
Remember all those chromed and polished parts, such as the headlight and its brackets and the instrument panel? Ride the 550 east during late afternoon and all those polished parts reflect the sun into the rider’s eye, producing a terrific glare and making it almost impossible to read the instruments. Under other conditions, the instruments are easy to read, although they are prone to outrageous optimism. The speedometer reads 60 mph at an actual 53 mph. All the usual lights are provided, the headlight doing a fine job of illuminating the road, the manually-canceling turn signal maintaining a constant tempo in the face of changing engine rpm. The choke control is on the left handlebar, right at the thumb’s reach, rotating up and down. The control buttons, such as the one for the reasonably-loud horn, are chromed plastic, as are the screw-on covers for the fork air caps.
On the other hand, the helmet locks are nothing more than hooks under the seat. To secure a helmet the rider must remove the seat, slip the helmet’s D-rings over a hook, and replace the seat. The battery must be removed from its niche under the airbox before water can be added, the air filter is hidden behind a cover secured by three screws, which is in turn hidden under the right-hand plastic sidecover.
On the plus side, the rear wheel axle clears the mufflers and removing the rear wheel isn’t a major chore. And the Nighthawk’s light steering, narrowness and engine response earned I several weeks duty as the commuter-of-choice for one man known to split lanes in bumper-to bumper freeway traffic.
This 550 Nighthawk, then, is a combination of glitter and glitz and solid function, providing a base of performance under all that style and chromed plastic. It’s proof that motorcyclists can have it both ways, not giving up power for the cruiser look.
Honda CB550SC Nighthawk: history, specs, pictures
 |
|
| Honda CB 550 Nighthawk | |
| Manufacturer | |
|---|---|
| Production | 1983 – 1984 |
| Class | Standard |
| Engine | |
| Bore / Stroke | 58.4mm x 58.4mm |
| Compression ratio | 9.5:1 |
| Top Speed | 110 mph |
| Horsepower | 74.96 HP (55.9 KW) @ 9500RPM |
| Torque | 27.29 ft/lbs (37.0 Nm) @ 8000RPM |
| Fuel System | 4x30mm Keihin carburetors |
| Air Filter | K&N HA-5583 `83 [1] |
| Spark Plug | NGK DPR8EA-9 ’83 |
| Battery | YUASA YB12AL-A ’83 |
| Transmission | Gear box: 5 Speed Final Drive: Shaft |
| Final Drive | Shaft |
| Suspension | Front: Telescopic fork Rear: Swing arm |
| Brakes | Front: Single 320mm disc Rear: Drum |
| Front Tire | 100/90-19 |
| Rear Tire | 130/90-16 |
| Wheelbase | 56.69 inches (1440 mm) |
| Weight | 207.0 kg (wet) |
| Recommended Oil | Honda GN4 10W-40 |
| Fuel Consumption | 4.90 liters/100 km (20.4 km/l or 48.00 mpg) |
| Competition | Kawasaki KZ550H Suzuki GS550E |
| Manuals | Service Manual |
The Honda CB 550 Nighthawk was a Air cooled, transverse four cylinder, four stroke, SOHC, 2 valves per cylinder Cruiser motorcycle produced by Honda in 1982. It could reach a top speed of 116 mph (186 km/h). Max torque was 26.92 ft/lbs (36.5 Nm) @ 8000 RPM. Claimed horsepower was 73.35 HP (54.7 KW) @ 9500 RPM.
Contents
Overview [ edit ]
This is a 550 Four performance cruiser, factory rated at 75 bhp at 9500 rpm, 36.5 lb.-ft. at 8000 rpm. Potent air-cooled, DOHC, link-plate cam chain, four valves per cylinder, offset rocker arms with hydraulic lash adjusters, plain bearing crankshaft, helical primary gears, hydraulic multi-plate wet clutch, six-speed transmission, shaft final drive.
This is the smaller version of Honda’s 1983 inline Four, introduced in the Nighthawk 650 and Nighthawk 550 for 1983. The engines share crankcase castings, clutch, transmission and cylinder head. The 572cc 550 has lower primary gearing and the same 60mm bore as the 650; stroke is shorter; 50.6mm to 58mm. To work with the 50.6mm stroke, the 550 has shorter connecting rods, crankshaft throws and cylinders. The crankshaft, designed for the 572cc version, is lighter with 1mm smaller diameter journals; the cases are machined to fit.
The engine is designed to be compact. It is narrow, the alternator mounted behind the cylinders, overdriven off the crankshaft by a link-plate chain. It is short; the transmission shafts staggered vertically instead of laying one behind the other. It’s also designed for low maintenance. The hydraulic lash adjuster automatically take up clearance between valve stems and rocker arms – meaning no valve adjustment is necessary – and pump down if the engine is over-revved, increasing clearance and reducing the chances of a mis-shift bending the valves. The transistorized electronic ignition is not adjustable, and has electronic advance. The hydraulic clutch, like hydraulic disc brakes, is self-adjusting.
Low maintenance doesn’t mean low performance. The 550 has the same cams as the 650, and, used with the smaller engine, those cams are closer to the high-performance grinds sold by aftermarket engine builders than are most stock camshafts. The four Keihin CV carbs have oval throats, 26.8mm at the venturi, 30mm at the throttle plate, with lightweight throttle slides and thin diaphragms for instant throttle response. Combine the cams and the carbs with the lighter crankshaft and you’ve got a quick-revving, free-winding 550 that feels faster than anything in the class.
It feels fast because it has a big jump in horsepower and acceleration at 7000 rpm, gaining engine speed from there at an astonishing rate right up to the 10,000 rpm redline. It pulls well from 4000 rpm, well enough to leave lights quickly and have fun gaining speed, but then there’s that kick at 7000 when the Nighthawk comes on the cams, and off it goes. There’s nothing to distract the rider from that magic rush of the tach needle toward redline, since the rubber-mounted engine is one of the smoothest ever put in a motorcycle. That glass-smoothness adds an eerie quality to the soaring tach and the kick-in-the-pants acceleration.
Slam the 550 into second gear at redline and the front wheel comes up and floats a foot or two off the ground, slowly settling as the bike continues to gain speed. Keep the Nighthawk near the redline, shifting quickly, and a rider on anything short of a sporting 1100 will have to work to keep up or pass. Street impressions send a strong message, that this is the most potent, quickest, fastest 550 around.
A trip to the dragstrip brought some surprises. The Honda Nighthawk isn’t the fastest 550, with a best pass of 12.64 seconds and 102.27 mph. That’s about as fast as a 1982 Kawasaki GPz550 and not as fast as a 1983 Suzuki GS550E, even though the Nighthawk feels quicker than both.
The Nighthawk’s tall sixth gear is made for highway cruising at a leisurely pace, bringing engine rpm at 60 mph down to 4400 rpm from fifth gear’s 5200 rpm.
Engine [ edit ]
A 58.4mm bore x 58.4mm stroke result in a displacement of just 572.0 cubic centimeters.
Drive [ edit ]
The bike has a 5 Speed transmission.
Chassis [ edit ]
It came with a 100/90-19 front tire and a 130/90-16 rear tire. Stopping was achieved via Single 320mm disc in the front and a Drum in the rear. The front suspension was a Telescopic fork while the rear was equipped with a Swing arm. The wheelbase was 56.69 inches (1440 mm) long.
Retro review: 1983 Honda Nighthawk CB550
What makes a bike memorable?
That it’s fast? Maybe – but not necessarily. A buddy of mine owned a first-year Honda Interceptor VFR1000. The whir of gear driven cams – and 125 hp (in ’84).
Very memorable. I’ll never forget that one.
Modern stuff? Not so much. Not so far, anyhow.
Maybe because I’m older now – and more jaded than I was back in ’84. 180 hp (and 180 MPH) hardly raises an eyebrow anymore. It seems everyone’s got one.
Timing is most definitely a factor.
Good or bad, most of us remember our first bike – just as we remember our first car.
And, of course, other first things.
Still, some bikes stand out – regardless of the moment in time they came into our lives. Whether they were particularly fast – or not.
If they had character. If they were likeable.
For me, one such bike was the ’83 Honda Nighthawk CB550 I owned just after college, in the early ’90s
It was a One Year Only Special (I attract such bikes, for whatever weird karmic kismet reason) that appeared – and then just as quickly, disappeared. At least in the United Sates. Honda offered the CB550 for another year… in Canada as the CB550 SC.
When new, the bike slotted in between its bigger brother, the Nighthawk 650 (which eventually spawned the bikini-faired 700S sport bike) and the entry-level, twin-cylinder Nighthawk 450. 
Honda had made 550 cc machines before, but the ’83 was the first with dual rather than single overhead cams. The 550 SC also broke new ground by combining styling and functional elements of a cruiser and a middleweight sport bike in one bike.This made it stand out against more category-conventional rivals such as the Suzuki GS550 (a typical UJM “naked/standard” bike) and the Kaw GPZ550 (a bikini-faired sport bike).
But if you did encounter the real Sons of Anarchy, the CB550 had what it took to break contact: 75 hp erupted out of that little DOHC four when aroused – spiked by cams from the larger (and longer stroke) 650 cc Nighthawk. Power peak at 9,500 RPM – redline somewhere past ten five. Stuffed in a bike that only weighed 440 pounds.
Bye-bye One Percenters.
The 550 (actually, a 572) posted some pretty big numbers: 12.64 at 102.7 MPH through the quarter-mile.
Well, for the early ’80s they were big numbers.
For some sense of scale, the big fish superbike of the ’70s – Kawasaki’s Z1900 (disclosure: I own one of these) made a claimed 82 hp out of 900 CCs and ran just slightly quicker. In part because it was much heavier (510 pounds). 
Also unlike my 900 Kaw, the Honda was an almost zero-maintenance machine. No valve clearance checks – ever . It had a self-adjusting valvetrain with hydraulic lash adjusters that had the additional benefit of pumping down if you over-revved the engine, a fail safe against bending valves. No chain, no sprockets. No mess. No hassles. Shaft drive. Change out the fluid once every couple of years. Hydraulic clutch. No cables to break, no adjustments to make.
Just ride. Whenever, wherever. Forever.
$12 would cover the week, usually.
I stumbled onto the bike by chance while reading the classified ads. This was pre-Internets early ’90s, so it was an old school paper ad – just two lines of type and a phone number. The second line interested me the most. It read: “1565 miles, asking $1,300.” Notice the absence of a comma in the first figure. I, too, assumed it was probably 15,650 miles (seller’s typo). On the other hand, if it actually was 1,565 miles then it was time to pick up the phone.
It was a Richmond number – area code 804 – not far from where I lived at the time in the DC suburbs of Northern Virginia. The guy who answered told me he’d bought the bike new, intending to ride it regularly but then he (cue funeral dirge) got married, a baby came and the wife did not cotton to him riding anything.
Want to come take a look?
After hitting the ATM, the emergency slush fund (extra bills I kept in the lower drawer of my tool box, under some manuals) and borrowing another $350 from my pal Derek to cover the remainder, we hit the road. About an hour later I was in the guy’s garage, looking at what would soon be my Nighthawk.
Half an hour later, I was on the road, headed back home – on the Nighthawk.
It would be several years before I got off the Nighthawk – even though other bikes were acquired during that time. The Nighthawk stayed because it remained my go-to bike, the one I rode most often.
Because it d /> It had a great personality, it was likeable. And it was a a lot of fun. It always put a smile on my face and never a frown.
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