Honda CB 500/550

 

Cycle X 500/550 Adaptors

Here is what we have been working on!
First...the problems...

Father time is catching up with many stock components and it makes life difficult for vintage mechanics and enthusiasts.
Honda cb500 and cb550's carburetors have their own challenges to overcome at times.


Brief examples:
No room for individual air pods. Jetting stock carbs for pods or stacks can be time consuming. CR special carburetors still have a pod clearance problem.

Our Cycle X intake system features a straight, direct shot for the intake charge and will be available with 2 carburetor versions.
#1 version will have our intake manifold with 26mm CR special carburetors (bigger carbs available for you racing folks).
#2 version will have the high-performance carbs shown in the photos.

Cycle X direct shot intake adaptor.
(4) carburetor mounting rubbers and hardware.

$199.00     500-550-ADAPTORS

Call for availability

 

 

 

Cycle X 500/550 Intake Manifolds and 26mm CR Specials
Version #1

Kit includes:
Cycle X direct shot intake adaptor.
(4) carburetor mounting rubbers and hardware.
CR special 26mm carburetors (spaced)



Call for pricing
 

 

Cycle X 500/550 Intake Manifolds, CR Specials and Cycle X Ignition
 Version #2


Cycle X CR special and optical ignition combo



Kit includes:
Cycle X direct shot intake adaptor.
(4) carburetor mounting rubbers and hardware.
CR special 26mm carburetors (spaced)
Cycle X high performance optical ignition system (read below)

Honda CB 500, 550, 750 owners have been limited to Dynosaur Ignition systems for years. (magnetic type sensors)
and Ignition Coils that were designed in the 19th Century.
Here is the bad news!
Magnetic sensors can cause timing to be off as much as 14 degrees. (plus or minus ± 7°)
(Magnets and Magnetic sensors are effected by metal mass, motion, heat and distance from pickup)
The illustration below shows the inconsistency of Magnetic sensors. 
This unwanted fluctuation in ignition timing will make your motor unhappy and give you the
impression the motor is not internally balanced properly. 
  
The coils (paper wrapped)  is considered to be early 1900's technology.
This Ignition causes coils develop excessive heat and are prone to failure, due to lack of dwell control leaving the coils on excessively.
Leaving the ignition switch on can cause failure to the coils or the Dyna "S" or both.
Our ignitions have an automatic shut-off coil shut off to prevent such heat and failure.
Dyna 2000's claim to have an coil-off situation, but the minute the motor is turned over they stay on and key must be shut off if engine is killed.  
Ever wonder why most racers carry extra sets of coils?

 

Call for pricing

 

 

Cycle X 500/550 Intake Manifolds and Racing Carburetors
  Version #3

Still in progress!

Pricing availability coming soon!

 

Coming soon!


 

 

 



Hi-Performance Parts


Kibblewhite Honda CB500, 550 Valve Guides
500-015    $140.99

 
Hi-Performance Spring Set
Up to .500 Lift -  Honda CB500, 550
500-016   $59.95

Hi-Performance Spring Kit With Titanium Retainers
Up to .440 Lift. Comes with instructions.
500-017    $164.95

Kibblewhite Standard Honda 500/550 Valves

Set of 4 Intake Valves 27.5mm
500-018    $139.95

Set Of 4 Exhaust Valves 23.0mm
500-019    $139.95

Complete Set Of 8 Standard
500-020    $274.95

 

Kibblewhite Oversize Honda 500/550 Valves

Set of 4 Oversize Intake Valves 28.5mm
500-021    $139.95

Set Of 4 Oversize Exhaust Valves 24.0mm
500-022    $139.95

Oversize Complete Set Of 8
500-023    $274.95


 

 

 
Honda 550 CB Piston Gasket Combo

Cycle X Piston Gasket Combo is the "BEST". Here's why!

Wiseco 59mm piston set (0.50 over)
10 to 1 compression.
125 grams bare
Complete gasket set.
Cycle X developed MLS Head Gasket

550-00C   $549.00

 


Cycle X 500/550 Complete Head Gasket Set
Question:
Who makes the best complete gasket sets for
Honda cb500s?

We feel 99% of the gaskets are adequate except for the head gasket.
Our tests show, most conventional head gaskets can and will compress up to .015 after a short period of time. If the head nuts are re-torqued, in time...weepage can result.
So here's what we did!
We included a MLS head gasket with a conventional gasket set to cure the above mentioned problem (no re-torqueing needed).
MLS head gaskets for Honda cb750, 500 and 550 inline fours were funded, tested and introduced to the public by Cycle X.

Note: Head gaskets are offered in 59mm and 62mm bore sizes (.030 and .040 thickness)


550-747    $99.95

59mm/.030 and .040 temporarily unavailable

Choose Bore Size/Thickness

 

 

 


500/550 Gasket Set
Fits:

Year Make Model Submodel
1978 Honda CB 550 Four
1978 Honda CB 550K
1977 Honda CB 550F Super Sport
1977 Honda CB 550K Four K
1976 Honda CB 550F Super Sport
1976 Honda CB 550K Four
1975 Honda CB 550 Four
1975 Honda CB 550F Super Sport
1975 Honda CB 550K1
1974 Honda CB 550 Four

550-030    $49.00

 

 

 

 

 

 

 


MLS Steel Head Gasket (CB500/550/650)
ENG-556   $69.95

Choose Bore Size/Thickness

 



MLS No Leak Steel Head Gaskets (CB500)
ENG-500     $69.95

Choose Bore Size/Thickness
Call for availability


 

ENG-050     $8.00

 

ENG-051     $12.00

 

ENG-052     $10.00

 

ENG-053     $7.00

 

ENG-054     $2.99

 

ENG-055     $2.99

 

ENG-056     $2.99

 

ENG-057     $2.99

 

ENG-058     $15.99

 

 

 


Honda 550 Standard Fork Tubes
New fork tubes by Cycle X are made with industrial hard chrome and fit Honda CB550's.
Tubes only, boots and seals sold separately.
21 13/16 inch.

FR-005   $149.95

Call for availability


 Cycle X Gator Fork Boots
Our gator boots are different because they do not mount to your head light ears like OEM. Our boots mount to your lower sliders and your fork tube. This will eliminate the need for OEM head light ears for a super clean and 60's, 70's look.

FR-014    $19.95


Dust Boots

FR-013  $9.95 Pair


Honda 500/550 SOHC Fork Seals
We have tried every fork seal made. These fork seals are the best quality and price.

Tech tip:
After your fork seals are installed, lube the top of the seal with your favorite lubricate. This will give your fork seals extended life and better fork action.

500-004   $6.99 set

 

 


OEM Speedo

Re-Popped Speedo - Direct OEM Replacement

500-005  
SALE!  $49.95

Call for availability



Mini speedo attached to the front wheel drive unit. We think this is soooooooooo cool!

Frequently Asked Questions:

Question: Can you see the speedo while driving down the road?
Answer: Who cares.

Question: Is this legal?
Answer: Who cares.

Question:
Has this ever been done before?
Answer: Maybe, but someone will copy this.

This super innovative speedo kit includes: Speedo, adaptor, and special cable.

NOTE: Also now available in black!

MD-029     $99.00

Choose Color

 

 

Solid State Voltage Regulator-Rectifier

This fits Honda 750 SOHC bikes and is what we use on our Hondas. No need for expensive electrical boxes to hide all the ugly stock electrics!

EL-008     $117.00

Cycle X Tach Plugs

Maybe you knew this...maybe you didn't...but here it is...

The tach plugs that you have gotten from other vendors don't plug the leak from the tach hole in the valve cover.

This is was such a no-brainer solution to a simple problem, we're surprised nobody else has done it.

Well, we did it.

MD-CXTP     $16.95

 

 


17 or 19 Tooth, 520 Chain Sprocket

Fits Honda CB500, CB550

CS-0000     $39.00

Choose # of Teeth

 


19 Tooth, 530 Chain Sprocket
Fits Honda cb500, cb550
An industry first
Why the 19 tooth? Many people like to run Harley back wheels which usually have 48-51 tooth sprockets. This 19 tooth front sprocket cures this ratio problem.
  

CS-005     $39.00
 

18 Tooth, Offset 530 Chain Sprocket

Fits Honda cb500, cb550
3/8" Offset - Heat Treated
.090 Wider Spline for More Out-Put Shaft Support

Chain clearance has always been an issue for Honda Customs. Many people have shifted the motors to the left, shifted wheels to the right, with our set up, you will no longer have to do this.

CS-006     $69.95

Oil Spin-On Adaptor Kit
Allows you to run high level adaptors.
Allows you to run a cooler.
Built in block off system which allows you to run a cooler or not by changing the fittings.

Kit Includes: Oil Spin-On Adaptor - Oil Filter

500-014     $99.95

 

 


Cycle X High Performance Ignition
500-025    $349.95
Honda CB750 owners have been limited to Dynosaur Ignition systems for years. (magnetic type sensors)
and Ignition Coils that were designed in the 19th Century.
Here is the bad news!
Magnetic sensors can cause timing to be off as much as 14 degrees. (plus or minus ± 7°)
(Magnets and Magnetic sensors are effected by metal mass, motion, heat and distance from pickup)
The illustration below shows the inconsistency of Magnetic sensors.
This unwanted fluctuation in ignition timing will make your motor unhappy and give you the
impression the motor is not internally balanced properly.
  
The coils (paper wrapped) is considered to be early 1900's technology.
This Ignition causes coils develop excessive heat and are prone to failure, due to lack of dwell control leaving the coils on excessively.
Leaving the ignition switch on can cause failure to the coils or the Dyna "S" or both.
Our ignitions have an automatic shut-off coil shut off to prevent such heat and failure.
Dyna 2000's claim to have an coil-off situation, but the minute the motor is turned over they stay on and key must be shut off if engine is killed. 
Ever wonder why most racers carry extra sets of coils?
Here is the good news!

Introducing the Cycle X IDS C and CP versions Power Arc Ignitions

IDS C2-HCB Optically Triggered Ignition

Features Preprogrammed:
Spark timing placement in 1° increments.
Placement of 3 Sparks / Compress Stroke.
2 Digital sensors inputs.
4 Independent timing curves.
Electronic 4 Tach output.
Coil saturation control (dwell)
Curve fall back.
Static timing light.
Automatic Coil shutoff
One coil pack for your 4 cylinder.
Capable of 80,000 volts of out-put.
Extremely fast rise time.
Sparks 3 times every compression stroke and continues through-out the RPM range. (Full voltage output)
Other multiple spark ignitions on the market do not multi-spark after no more than 3 thousand RPM.
High amperage output.
Quick disconnect connector.
Fires at low voltage for easy starting, eliminating starter kickback.
Coils feature section bobbin construction (no paper)
All features are Re-programmable with CP version Ignitions via PLC cable.
(CP Re-programmable Ignition and PLC are Optional)
Installation Instructions


IDS CP2-HCB Ignitions
All features of the CP2-HCB can be Customized and reprogrammed.
4 Independent Ignition timing curves (controlled by grounding or ungrounding 2 sensor wires)
Coil saturation and placement of all timing sparks 1 thru 3 in multi-spark
Selection of number of output sparks 1-3
Tachometer output type 2-8 cylinder output
Curve Fall back
Rev Limiters (independent in each of the 4 timing curves)
Notes section for timing curve information


2 Sensor Wires may be Grounded or Ungrounded to control timing, between 4 distinctly different timing curves.

May be used to control timing with VOES (Vacuum Operated Switch), Nitrous Solenoid via
relay, Boost Switch, Engine Temperature Sensors or manually controlled via toggle switches.

The best ignition  available for Honda CB750's (period)

USE OPTICALLY TRIGGERED IGNITIONS

Please observe the above animation. Most electronic ignitions used to date sense crank angle by using a Hall effect pickup, which is a magnetic type sensor. This type of sensor is inherently unstable & is effected by metal mass, motion, heat & distance from pickup. In addition most ignitions only sense position once per revolution. The control system must estimate current engine speed based on the rotational velocity of the previous revolution. Sudden acceleration or deceleration will cause instability. This instability causes internal vibration that can be observed by the movement seen on the flywheel when using a timing light. The use of a magnetic type sensor can cause timing to be off as much as ±7° giving an overall deviation of 14° or more. With an optical sensor you are breaking a light beam and light beams do not deviate! In addition absolute positions are sensed at multiple key points on the rotor, 90 times per revolution with the new IDS system. The extreme stability optical systems offer allows the engine to accelerate at a much greater speed, reduces engine wear, allowing for smoother operation & transfer of power.

IGNITION TIMING

Understanding engine timing & its relation to load, compression and fuel delivery variables is important to performance. The new IDS ignitions have programmable sensor inputs which can be interfaced to a vacuum activated switch or a MAP sensor. The ignition timing can be set to any value based on sensor input status. The Power Arc CDR or SRČ  also have a vacuum retard capability. If you have a large dresser (H-D), are under heavy load conditions, have increased engine compression, have a large bore engine or are using NOS please use sort of ignition retard system.

VOES -Vacuum Operated Emissions Switch (Harley-Davidson)

It is recommended that you use a VOES switch if one was on your motorcycle or you should add one if you have a high performance, heavy bike or have wide engine load variations. A VOES is not just for emissions and can be one of the most effective performance components of your ignition system when used correctly. If you did not have a VOES ground the ignition retard control wire wire. If you have modified your bike to add performance you should raise the setting of you existing VOES set point to activate between 5 & 5 1/2" lb. of vacuum.

IGNITION COILS

Pick the right type of coil, do not use paper section coils only use section bobbin coils. Section bobbin coils allow for fast rise times and improved reliability. Power Arc only sells section bobbin coils.

USE IGNITIONS WHICH ARE MULTI-SPARK

During the intake cycle fuel is delivered via a carburetor or injection system and intake manifold into a combustion cylinder. Both of these delivery systems supply fuel to the cylinder in a droplet form, especially at lower rpm ranges. As the fuel is compressed turbulence in a circular fashion is created due to existing head designs. As the primary spark is discharged the concussion of the explosion combined with superheating of the combustion chamber turns the droplets of fuel into a hot vaporous gas. The flame front due to the rolling turbulence created by the heads moves away from the point of ignition to the face of the piston and to the outer cylinder walls. As the piston nears the top of the compression stroke any remaining unburned vaporous gas is circulated over the spark plug, and a fuel roll stall occurs. At this point a second spark is discharged obtaining a secondary burn of the fuel that in a single spark ignition system would be trapped in the upper portions of the head and during the expansion portion of the power stroke would be unburned and then be cycled out during the exhaust cycle as emissions. With the extreme stability of an optically triggered ignition system in a Multi-Spark mode a repeatable secondary explosion is possible. This allows for the ability to add more fuel without fouling the spark plugs and achieve higher torque/horsepower.

1) The extreme stability of a optically triggered ignition system has the ability to allow the engine to accelerate as much as 30% quicker requiring greater fuel flow to the carburetor. This coupled with enlarged jetting of the carburetor or increased fuel to the injectors means you must maintain a sufficient supply line from the fuel tank to the delivery system by use of an enlarged petcock and supply line or a fuel pump. An example would be that at higher rpm's you may use all the gas in the float bowl of your carburetor and create a lean run situation damaging the engine if fuel supply is not maintained.

2) If you have a sufficient fuel flow in a single spark mode you have enough to operate in the Multi-Spark mode without engine damage because you are burning residual fuel, even though your plugs may show a lean burn. This will normally show an increase in fuel economy (if driven in a similar fashion), horse power and a reduction of emissions output. You could increase the fuel for more horsepower but you should be careful not to over fuel, because if the fuel is not burned by the secondary spark it is exhausted as burning fuel through you exhaust system increasing heat and reducing horsepower output because of an improper air/fuel mixture. This also results in increased emissions output, which is unnecessary.

Many things effect spark plug gap settings

Compression Ratio: The higher the engine compression, the more voltage required to fire the plug, and the narrower the plug gap should be.

RPM: The higher the rpm's the less time the coil has to charge to break over voltage or complete saturation. A narrower spark plug gap will help high rpm stability.

Spark plugs with large side electrodes (ground straps) or spark plugs with split side electrodes are not recommended, they interfere with the flame front at the point of ignition.

Coil choice, fuel flow, intake velocities & fuel temperature are but a few additional factors that can effect spark plug gap.

Spark Plug Choice

In most cases, it is not until the engine is modified, or the compression is raised significantly, that stock ignition systems and spark plugs begin to show signs of being inadequate. At this point, a variety of factors determine which spark plug will be best suited for a particular configuration. In these modified engines, specific electrode/tip combinations, electrode materials and colder heat ranges can provide measurable gains in power. If your vehicle has had extensive modifications, it would be best to seek the advice of the manufacturer of your vehicle, the aftermarket supplier who manufactured your modifications, or your mechanic.

Modifications that will typically not require specialized plugs (in most cases the factory installed plug will be more than adequate) include adding a free-flowing air filter, headers, mufflers and rear-end gears. Basically, any modification that does not alter the overall compression ratio will not usually necessitate changing plug types or heat ranges. Such minor modifications will not significantly increase the amount of heat in the combustion chamber, hence, a plug change is probably not warranted.

However, when compression is raised, along with the added power comes added heat. Since spark plugs must remove heat and a modified engine makes more heat, the spark plug must remove more heat. A colder heat range spark plug must be selected and plug gaps should be reduced to ensure proper ignitability in this denser air/fuel mixture.

Frequently Asked Questions

Q: Why should I use a resistor spark plugs & spark plug wires?

A: "R" or resistor spark plugs use a 5k ohm ceramic resistor in the spark plug to suppress ignition noise generated during sparking.

You must use resistor spark plugs & wires in any vehicle that uses electronic ignitions or on-board computer systems to monitor or control engine performance. This is because resistor spark plugs & wires reduce (EMI) electromagnetic interference with on-board electronics.

They are also recommended on any vehicle that has other on-board electronic systems such as engine-management computers, two-way radios, GPS systems, or whenever recommended by the manufacturer.

In fact, using a non-resistor plug or low resistance spiral wound spark plug wire in most applications may actually cause the engine to suffer undesirable side effects such as an erratic idle, high-rpm misfire, engine run-on, power drop off at certain rpm levels, abnormal combustion and probable damage to the ignition and/or ignition coil.

Q: Why are there different heat ranges?

A: It is a common misconception that spark plugs create heat. They don't. A heat range refers to how much heat a spark plug is capable of removing from the combustion chamber.

Selecting a spark plug with the proper heat range will insure that the tip will maintain a temperature high enough to prevent fouling yet be cool enough to prevent pre-ignition. While there are many things that can cause pre-ignition, selecting a spark plug in the proper heat range will ensure that the spark plug itself is not a hot spot source.

SPARK PLUG WIRES

Choice of spark plug wires is an important consideration when using an electronic ignition system. Electronic ignitions utilize IC's (integrated circuits) in there design for counting & timing purposes. These IC's, contrary to most thinking, are not effected by RFI (Radio Frequency Interference) noise generated by the high voltage breakdown of coils, producing the ignition spark. They are effected by the conducted EMI (Electro Magnetic Interference) passed to the ground plane of the motorcycle via the spark plug wires & plug. The most effective way to limit the current produced in the secondary of the coil is to use carbon core resistor plug wires. Solid core wires and most spiral wound wires will not suppress this conducted EMI noise.

Stability

Most electronic ignitions used to date sense crank angle by using a Hall Effect pickup which is a magnetic type sensor.  This type of sensor is affected by metal mass, motion, heat & distance from pickup.  The Hall Effect sensor is less stable than optical sensors causing engine inefficiencies and wear, due to internal vibration caused by unstable firing of the spark plug.  An example of this instability would be the movement seen of the TDC timing mark on the flywheel when using a timing light.  The use of a magnetic type sensor cab be off as much as +-7 degrees giving an overall deviation of 14 degrees.  With an optical sensor you are breaking a light beam and light beams do not deviate!  In addition, this system has no timing calculations or cycle delay times effecting spark stability and placement because the system counts rotor slots to maintain an absolute relative crank angle position.  This extreme stability allows the engine to accelerate at a much greater speed, reduces engine wear, allowing for smoother operation and transfer of power.     

Multi-Spark Theory

During the intake cycle fuel is delivered via a carburetor or injection system through the intake manifold and into the combustion chamber supplying fuel to the chamber in droplet form. This is especially true at lower rpm ranges. As the fuel is compressed, circular turbulence is created due to existing head designs. The flame front generated by the fist spark leaves the point of ignition to the face of the piston and flows to the outer cylinder walls. As the piston advances in the compression stroke residual unburned vaporous gas, leading the flame front, is circulated over the spark plug. When the piston approaches TDC both static and expanding gas pressures increase and a fuel roll stall occurs.  By precisely discharging a second and third spark, fuel trapped in the upper portions of the head and expelled during the exhaust cycle as emissions is consumed. In a single spark ignition system this fuel would have remained unburned. With the use of precision control and the advancement of new coil designs we have achieved the ability to produce high energy secondary and tertiary sparks that are required to ignite fuel that is under higher compression after the first spark. We believe that by consistent and precise placement of the primary, secondary, and tertiary sparks exhaust emissions can be reduced.

*NOTE: Mounting of the coils for the 500/550 won't be the same as the 750. You may need to construct a bracket to to hold the coils. Honda 750 coil mounting will use the provided "P" Clamps.


 

Natural Position Foot Pegs (Simple as it gets)

These combination foot peg motor mount nuts will make your life easy.
Alloy foot pegs available in 2 lengths.


Install the foot pegs and tighten (done).

FR-028    $99.95

Choose Size

 

 

NEW Chrome 19" Front Spokes

In stock, In stock, In stock

These exact OEM spokes are for Honda cb750 SOHC bikes using 19 inch front wheels. (Chrome)
 

19" Front Spokes:     WH-19FRONT    $59.99

 

 


 

 
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It is the sole and exclusive responsibility of the purchaser to determine the suitability of any part, product or work for his or her use.
The purchaser shall assume all legal, personal injury risk and liability and all other obligations, duties and risks therewith.
There is no warranty on High Performance products.

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Cycle X Global Headquarters

6246 US Hwy 51 South

Hazelhurst, WI 54531

Phone: 1-715-356-7346

Email: cyclex@cyclexchange.net

 

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