Honda XL500

from Wikipedia, the free encyclopedia
XL500 SZ: the original XL, built in 1979, ceramic white
XL500 SZ: the original XL, built in 1979, tahitian red
XL500 SA: year of construction 1980, heliosred
XL500 SA: built in 1980, ceramic white
XL500 SB: year of construction 1981, monza red
XL500 SB: year of construction 1981, metallic silver
XL500 R: modern monoshock chassis, from 1982, monza red
XL500 R: modern monoshock chassis, from 1982, ceramic white
XL500 R: Special Edition 1982 Paris Dakar model

The enduro model Honda XL500 was manufactured from 1979 to 1981 as the XL500S and sold worldwide. From 1982 to 1984 the modified model XL500R was offered.

Model history

This version was brought onto the market as a direct competitor to the Yamaha XT500 in order to serve the enduro, off-road and long-distance travel market, which was growing steadily at the end of the 1970s. It took Honda three years to realize a comparable enduro concept after Yamaha landed a surprise coup with the presentation of the XT500 in Las Vegas in 1975.

With technically unusual solutions and a more advanced four-valve engine , the relatively simply constructed XT500 was to be challenged for market leadership. This succeeded insofar as the XL500 soon won prestigious comparative tests (e.g. motorcycle magazine 12/1979 or 10/1982).

The XL also successfully stood up to its rival in terms of quantities: 20,264 XT500s registered in Germany from 1976 to 1984 came with 20,190 XL500s (1979 to 1984). Nevertheless: A loyal XT fan base not only ensured that Yamaha's original Enduro was built longer (until 1989), but also became a cult motorcycle. The XL500S, together with its little sister (XL250S), remained the only street-legal motorcycle that had a 23-inch front wheel as standard. This wheel size is otherwise only common (and useful) for pure cross motorcycles.

At the same time, Honda brought out the sportier model variant XR500 for the US market , which featured a solo bench seat with tool bag, deep lamp mask, round speedometer, foldable foot brake and gear lever, longer spring travel and slightly higher engine power. As usual for sports machines, a battery, a rev counter and an ignition lock were missing. The rectangular headlight (6 V, 25 / 25W) integrated in the front mask only met the requirements of the approval regulations. A considerable sporting success came in early 1982 when he won the Paris-Dakar rally . The XL500 engine was also the starting point for the Heos company to build special MotoCross and off-road motorcycles.

The XL500 was built in two series:

XL500S

From 1979 the XL500S (internal code ( VIN ): PD01), recognizable by:

  • Rear swing arm with two struts (stereo damping)
  • 23-inch front wheel (a special feature, enduros usually have 21-inch front wheels)
  • 18 inch rear wheel
  • 6 volt alternator
  • Simplex drum brake at the front

There were again three variants of the S model:

  • The XL500 SZ , built in 1979 , which can be recognized by the uncovered round front light with chrome ring, the kidney-shaped speedometer (without tachometer), the aluminum-colored engine, the smaller front brake, tank decor with stripes, chrome-plated kick starter and the black steel round swing arm. Ceramic white (code NH-24) and Tahitian red (code R-23), frame and swing arm in black (code NH-1) were available as basic colors.
  • The SA , which was built in 1980, differs from the SZ in the option of a high front fender, the larger front wheel brake, a black lower triple clamp made of steel, a kick starter in black (burnished) and a different decoration (without stripes). The basic colors were ceramic white (code NH-24) and Helios red (code R-33), the rest like the 1979 model.
  • 1981 saw major changes in the visual appearance of the SB model : The aluminum-colored square steel box swing arm (code NH-35-M, metallic silver), a modified exhaust silencer without an antechamber, the round headlights clad with a plastic shield downwards and that with a The cockpit, which is completed by the rev counter, ensures easy identification in addition to the modified mounting for the front indicators (directly on the handlebar). Colors in metallic silver (code NH-110 MU) and Monza red (code R-110).

XL500R

From 1982 the XL500R (internal code (VIN): PD02), recognizable by:

  • black painted engine
  • Rear swing arm in metallic silver (code NH-35-M) with central spring strut ( Pro-Link ) and progressive damping by lever
  • 21 inch front wheel
  • 17 inch rear wheel
  • 12 volt electrical system
  • Double cam or duplex drum brake in the front wheel, which was already considered obsolete in 1982
  • Hand deco lever on the left of the handlebar
  • Carburetor with ( acceleration pump )
  • Color: Monza Red (Code R-110); Ceramic white (code NH-24); Pleidessilver (code NH-104 MU)

The XL500 R Paris Dakar was produced in a special series in 1982 . The main difference is the long-distance tank with a capacity of 21 L and the color scheme in Monza red (code R-110); Ceramic white (code NH-24); Dakar blue (code PB-200)

The PD05 with 500 cm³ (based on the 589 cm³ RFVC engine), produced in 1982 for the Austrian market, is an absolute rarity .

As a successor model, the completely redesigned XL600 with a displacement of 589 cm³ came onto the market in 1983 . The main features were higher output, radially arranged RFVC (Radial Four Valve Combustion) valves, register carburetor, front disc brake and H4 headlights.

technology

In both models, the almost identical air-cooled 4-stroke single-cylinder engine with 498 cm³, which produced 33 hp (24 kW), works. However, due to the insurance classes in force at the time, both models only came onto the market in Germany with a reduced output of 27 HP (20 kW). This was done through two baffles in the exhaust manifold. There is no release for the unthrottled version in Germany. Individual acceptances are rare, but possible.

The piston runs in an aluminum cylinder with a gray cast iron liner. Four roof-shaped valves, which are operated by an overhead camshaft (SOHC) via forked rocker arms, ensure the gas exchange. Two chain-driven shafts with two (PD01) or three (PD02) counterweights reduce the vibrations. The power is transmitted to the secondary chain via a five-speed gearbox. The engine lubrication is designed as an open circuit with wet sump lubrication without an oil filter and gives the engine very short oil change intervals. On this point the XT500 with oil filter and dry sump lubrication was undoubtedly superior. The engine is started by a kick starter, this is made easier by an automatic decompression mechanism (R model with additional hand decoration lever).

The greatest weak point of the engine is the camshaft with plain bearings in the interface between the cylinder head cover and the cylinder head. The design, in which no bearing shells were used, turned out to be very sensitive to a lack of oil. Camshaft bearing damage and harmless, but soon unavoidable, oil leakage at this point were the result. Other, but less common, weaknesses of the engine are connecting rod eyes that are running in and, on some models, valve seats that fall out. Occasionally breaking kickstarter springs cause annoyance. This actually minor damage entails a complete dismantling of the engine, as the spring sits in the engine block and cannot be reached from the outside.

Technical specifications

Dimensions XL500S XL500R
overall length 2200 mm 2155 mm
Overall width 865 mm
Total height 1185 mm 1260 mm
wheelbase 1405 mm
Seat height 860 mm 895 mm
Ground clearance 260 mm 270 mm
Weight Dry weight 129 kg
empty weight 142 kg
maximum weight allowed 313 kg
Fuel tank 10 l / 2 l reserve
frame XL500S XL500R
Frame style Diamond monotube frame
open at the bottom
Steering head angle 61.5 degrees 61.0 degrees
Steering head bearings Axial deep groove ball bearings Tapered roller bearings
D 26 × d 47 × h 15 mm
trailing 138 mm 118 mm
Front fork Hydraulic fork Air Assisted Fork Standard air
pressure 0-20 kPa, (0-0.2 kg / cm²)
Fork oil capacity (per tube) 190 cc 378.5 cc
Fork tube diameter 35 mm 37 mm
Front travel 204 mm 215 mm
Rear suspension travel Swing arm 178 mm Pro-Link 190 mm
Swing arm bearing Plain bearing
in plastic bush 		Needle roller bearings
D 26 × d 20 × h 20 mm
  • Steering head bearing (S model) convertible to tapered roller bearings above: 48.5 × 26 × 15 mm, below 48.5 × 27 × 17.9 mm
Frame numbers from… to Model (year) Remarks
PD01-5000009 ··· PD01-5007977 XL500SZ (1979) CM - Canada
PD01-5000063 ··· PD01-5008837 XL500SZ E - England
PD01-5002988 ··· PD01-5012707 XL500SZ B - Belgium
PD01-5004928 ··· PD01-5012702 XL500SZ F - France
PD01-5008838 ··· PD01-5010467 XL500SZ ED - Europe
PD01-3000006 ··· PD01-3003911 XL500SZ 2G - Germany
PD01-5106476 ··· PD01-5112135 XL500SA (1980) ED - Europe
PD01-3100003 ··· PD01-3102202 XL500SA 2G - Germany
PD01-5200023 ··· PD01-5208188 XL500SB (1981) ED - Europe
PD01-3200004 ··· PD01-3205349 XL500SB 2G - Germany
PD02-3000001 ··· XL500RC 2G (1982) 2G - Germany
PD02-5000007 ··· XL500RC G (1982) ED - Europe
G - Germany
Brakes Drum brake front
Ø mm 		Rear drum brake
Ø mm
SZ (1979) 130
SA (1980) 130/140 140
SB (1981) 140/160 140
RC (1982) 160 130
Tires / rims XL500S XL500R
Front tires 3.00-23 3.00-21
Rear tires 4.60-18 4.60-17
Front rim 1.6-23 1.6-21
Rear rim 2.15-18 2.15-17
Front tire pressure solo / pillion passenger 1.5 kg / cm² (1.47 bar)
Rear tire pressure solo 1.5 kg / cm² (1.47 bar)
pillion passenger 1.75 kg / cm² (1.71 bar)

engine

  • Design: air-cooled 4-stroke petrol engine
  • Cylinder arrangement: single cylinder, 15 ° inclination
  • Bore and stroke: 89 mm × 80 mm
  • Displacement: 498 cm³
  • Compression ratio: 8.6: 1
  • Cylinder compression: 1125.8 kPa (12.5 kg / cm²)
  • Valve train: 4 valves operated by a timing chain and an overhead camshaft (SOHC) operated by two rocker arms
  • Valve clearance: inlet: 0.05 mm; Outlet: 0.10 mm (when the engine is cold)
  • Max. Power: 24.3 kW (33 PS) at 6500 rpm .; BRD version 19.8 kW (27 PS) at 5250 rpm.
  • Max. Torque: 40.6 Nm at 5000 rpm .; BRD version 39 Nm at 5000 rpm.
  • Lubrication system: wet sump pressure circulation lubrication
  • Oil quantity: 2.0 l (oil change 1.5 l; total revision 2.0 l)
  • Oil level check: Dipstick only attached, not screwed in . Lt. For Honda, the oil MAX level in the R model should be approx. 7 mm above the MAX mark
  • Starter device: kick starter with automatic decompression mechanism

Engine numbers

Motor numbers from ... to Model (year) Remarks
PD01E-5002992 ··· PD01E-5012764 XL500SZ (1979) B - Belgium
PD01E-5008864 ··· PD01E-5010504 XL500SZ ED - Europe
PD01E-3000006 ··· PD01E-3003917 XL500SZ 2G - Germany
PD01E-5106436 ··· PD01E-5112191 XL500SA (1980) ED - Europe
PD01E-3100003 ··· PD01E-3102183 XL500SA 2G - Germany
PD01E-5205212 ··· PD01E-5216142 XL500SB (1981) ED - Europe
PD01E-3200004 ··· PD01E-3205385 XL500SB 2G - Germany
PD02E-5000030 ··· XL500RC (1982) ED - Europe
2G - Germany

Power transmission

  • Clutch: multi-plate oil bath clutch
  • Transmission: 5-speed
  • Primary reduction: 2.379 (69/29)
  • -1st gear: 2.462 (32/13); 2nd gear: 1.647 (28/17); -3rd gear: 1.250 (25/20); 4th gear: 1,000 (23/23); 5th gear: 0.840 (21/25)
  • Final reduction: S 2.785 (39/14); R 2.928 (41/15)
  • Final drive: roller chain 520er (5/8 ″ × 1/4 ″); S 96 links; R 100 links

Mixture preparation

Carburetor XL500S XL500R
Carburetor type Piston slide carburetor
passage 32 mm 		Piston slide carburetor
passage 32 mm
with acceleration pump
Float height 14.5 mm 18.0 mm
Main jet # 155 # 130
Idle speed 1200 ± 100 / min.

Basic setting of the carburetor mixture screw:

  • SZ and SA models: 2 turns from the inside
  • SB model: 1 3/4 turns from the inside
  • RC model: 2 1/4 turns from the inside

Electrical system

Electrics XL500S XL500R
Headlights (dipped / high beam) 6 V 35/35 W
socket BA 20 d 		12 V 35/35 W
socket BA 20 d
Rear / brake light 6 V 5/21 W
socket BAY 15 d 		12 V 5/21 W
socket BAY 15 d
Flashing light (front / rear) 6 V 21 W
socket BA 15 s 		12 V 21 W
socket BA 15 s
Parking light 6 V 4 W
socket BA 9 s 		12 V 4 W
socket BA 9 s
Speedometer / tour counter lighting 6 V 2 W
socket BA 9 s 		12 V 2 W
socket BA 9 s
Battery capacity 6 V 4Ah 12 V 3Ah
Battery charge voltage / current 6 V max. 1.2 A 12 V max. 0.3 A
AC alternator 6 V 112 W
at 5000 rpm. 		12 V 196 W
at 5000 rpm.
Charging speed from 1200 / min.
Charging voltage 7.0 V min. 2500 rpm.
9.0 V max. 8000 rpm. 		13.0 V min. 2500 rpm.
without controller> 30.0 V max. 3000 rpm.
Charging current 1.8 A min. 2500 rpm.
4.0 A max. 8000 rpm. 		2.4 A min. 2500 rpm.
5.5 A max. 8000 rpm.
  • Ignition system: contactless C.DI (capacitor discharge ignition) ignition system
  • Spark plug:
    • Normal case: DR8ES-L (NGK)
    • cold weather (<5 ° C): DR7ES (NGK)
    • High Speed ​​(Autobahn): DR9EA (NGK)
  • Spark plug alternative (Iridium):
    • Normal case: DR8EIX (NGK), IX24 (DENSO)
    • High Speed ​​(Autobahn): DR9EIX (NGK), IX27 (DENSO)
  • Spark plug gap: 0.6-0.7 mm
Ignition timing XL500S XL500R
Initial ignition 10 degrees before TDC
at 2250 rpm. 		10 degrees before TDC
at 1200 rpm.
Full pre-ignition 36 degrees before TDC
from 3500 rpm.
Coil default values XL500S XL500R
Ignition coil (primary) / (secondary) 0.2 - 0.8 Ω / 8 - 15 Ω 0.2 - 0.3 Ω / 3.4 - 4.2 kΩ
alternator 0.2 - 1 Ω
Charging coil (battery) 0.2 - 1 Ω
Excitation coil (ignition) 200 - 500 Ω 50 - 200 Ω
Ignition pulse generator (pick-up) 20 - 60 Ω 510 - 570 Ω

literature

Individual evidence

  1. ^ GTÜ Society for Technical Monitoring Ltd : Heos Willi Heitmann, Ostbevern. In: https://www.gtue-oldtimerservice.de/motorrad/marke/HEOS/3060/ . GTÜ Gesellschaft für Technische Zusammenarbeit mbH, accessed on January 15, 2019 .
  • Bike Magazine 12/1979, Test Honda XL 500 S (English); 08/1992 Test XT 550-XL 500 R (English)
  • Cycle World 09/1979, 37/1979, test report XR 500 (English)
  • Hobby Magazin der Technik, 8/82, Test Honda XL 500 R (German)
  • Moto Journal No. 426, 1979, Honda XR 500 (French)
  • Moto Revue No. 2421, 07/1979; No. 2555, 04/1982; Driving report XL 500 S (French)
  • Motor Monthly 04/1980, Roadtest XL 500 S (English)
  • BMA motorcycle magazine, 09/2004, reader experience XL 500 R (German)
  • Motorcycle magazine MO 04/1979, test report XL 500 S (German)
  • Oldtimer Praxis 03/2006, 02/2014 Report / History (German)
  • VMX Magazine 8, Test Honda XL 500 S (English)
  • Motorcycle magazine 25/1978, 08/1979, 12/1979, 15/1979, 09/1980, 15/1980, 02/1981, 10/1981, 21/1981, 05/1982, 10/1982, 04/1983, 16/1984, 06/1985, 04/1992, 06/1994, tests and reports (German)
  • Motorradonline.de magazine The cult bike Honda XL 500 S (German)

Web links