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| !Displacement | | !Displacement |
| |655 cc | | |655 CC |
| |- | | |- |
| !Power | | !Power (net) |
| |72 bhp @ 9500 rpm | | |53.7 kW (73 PS) (72 bhp) @ 9500 RPM |
| | |- |
| | !Torque |
| | |54 Nm (40 ft-lb) @ 8000 RPM |
| |- | | |- |
| !Dry Weight | | !Dry Weight |
| |197.0 kg (434.4 lbs) | | |197.0 KG (434.4 lbs) |
| | |- |
| | !Curb Weight |
| | |210 KG (463 lbs) |
| | |- |
| | !Payload Weight |
| | |150 KG (331 lbs) |
| | |- |
| | !Gross Weight |
| | |360 KG (794 lbs) |
| |- | | |- |
| !Top Speed | | !Top Speed |
| |233.4 km/h (145.0 mph) | | |233.4 KM/H (145.0 mph) |
| |- | | |- |
| !1/4 Mile | | !1/4 Mile |
| |12.13 s @ 174.50 km/h (108.43 mph) | | |12.13 s @ 174.50 KM/H (108.43 mph) |
| |- | | |- |
| !Wheelbase | | !Wheelbase |
| |1,461 mm (57.5 in) | | |1,461 MM (57.5 in) |
| |- | | |- |
| !Seat Height | | !Seat Height |
| |790 mm (31.1 in) | | |790 MM (31.1 in) |
| |- | | |- |
| ! | | !Net power-weigth ratio (w/ driver) |
| | | | |188.4 WATT/KG (85.5 watt/lb) (0.115hp/lbs) |
| |- | | |- |
| ! | | !Net weight-power ratio (w/ driver) |
| | | | |5.3 kg/kW / 3.9 kg/PS (8.7 lbs/hp) |
| |- | | |- |
| ! | | !Fuel tank capacity |
| | | | |12.9 liter / (3.4 U.S. gal) (2.8 imp. gal) |
| |-
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| !
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| |} | | |} |
| <ref>1985 Honda CB 650 SC Specs on Ultimate Specs https://www.ultimatespecs.com/motorcycles-specs/honda/honda-cb-650-sc-1985</ref> | | <ref>1985 Honda CB 650 SC Specs on Ultimate Specs https://www.ultimatespecs.com/motorcycles-specs/honda/honda-cb-650-sc-1985</ref> |
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| |2.2L | | |2.2L |
| |} | | |} |
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| ===Timing Chain===
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| * Number of links: 144
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| * D.I.D. Chain code: SCA0412A SV/144
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| ==Ignition System==
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|
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| ===Timing===
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| The engine speed is sampled directly from the crankshaft by two pickup coils placed at Cyls. No. 1&4 TDC and Cyls. No. 2&3 TDC. The two "pickups" are VR(Variable Reluctance) type, and together are referred to as the "Pulse Generator" in Honda literature of vintage. Each pickup is a coil of wire, wrapped around a steel core. One end of the steel core is exposed to the outside of the rubber moulded casing of the pickup, toward a sheet of steel attached to the crankshaft. The other side of the steel core is a magnet with the north pole pressed against the steel core and the south pole facing away from the entire assembly. Each pickup has a coil of wire with a resistance of 330ohm +/-10%.
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| As the crankshaft turns the stamped steel bolted to it approaches, aligns with, then passes the steel core of each pickup. This induces reluctance, and a voltage dip and spike into the coil. At low RPM the crankshaft position is detected at a low frequency AND low voltage. The frequency is of course directly correlated to the engine speed, velocity, or RPM. The voltage is proportional, starting as low as tens of Volts up to hundreds of Volts at high engine RPM.
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| From what I have read, using two sensors is very important to preventing the engine from running in reverse, as the controller can detect which pickup is triggered first.
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|
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| ===Control===
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| The Ignition Controller is a TCI(Transistor Controlled Ignition) type. It is referred to as the IC(Ignitor Controller) in Nippondenso and Honda vintage.
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| # Condition VR signal input from the Pulse Generator
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| # Calculate Engine velocity and position
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| # Calculate ignition advance (see Advance table) from velocity
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| # Calculate ignition offset from position and ignition advance
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| # Trigger appropriate coil's charge duration (dwell?) and ignition event
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|
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| {| class="wikitable"
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| |+ Advance Table
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| !RPM
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| !Degrees Advance
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| |-
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| |At idle min<sup>-1</sup>
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| |10 BTDC
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| |-
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| |Full advance/min<sup>-1</sup>
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| |32 BTDC/3000
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| |}
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|
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| {| class="wikitable"
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| |+ CB650SC D-F(83-85) CDI Pinout (Module side)
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| ! colspan=3 | Pulse gen/pickup coils plug
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| ! colspan=2 | Ign. Coils Plug
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| | ||
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| |-
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| ! 3 !! 2 !! 1
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| ! 2 !! 1
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| | ||
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| |-
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| | 3-2 Pickup -> || NP || Y || W || + || B/W || L || 4-1 Ignition coil || 12v signal
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| |-
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| | 4-1 Pickup -> || NP || L || W || - || Dg || Y || 3-2 Ignition coil ||
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| |-
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| ! 6 !! 5 !! 4
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| ! 4 !! 3
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| | colspan=2 | Tees off to tachometer signal
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| |}
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|
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| ===Ignition===
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| * Ignition coil primary resistance: 2.8 ohms
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| * Ignition coil secondary resistance: 13.6-15.5 ohms
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| * " with spark plug cap: 21-28k ohms
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| * Spark plug resistance: ohms
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| * Spark plug gap: 0.8-0.9mm (0.031-0.035in)
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| ==Carbs==
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| Keihin VE54A
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|
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| {| class="wikitable"
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| !Item
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| !Spec
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| !Note
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| |-
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| |Venturi || 29.2mm (1.15in) ||
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| |-
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| |Type || VE ||
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| |-
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| |Style || CV || (constant velocity)
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| |-
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| |Float || 18.5mm +/-1mm (0.61in +/-0.04in) || Non-adjustable
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| |-
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| |Idle || 1,100RPM +/-100RPM ||
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| |-
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| |Throttle grip free-play || 2-6mm (0.08-0.24in) ||
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| |-
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| |Fast Idle || 3,000RPM +/-500RPM || choke on
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| |-
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| |Needle marking || "79K" ||
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| |-
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| |Choke type || By-starter ||
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| |}
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|
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| ===O-rings===
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| {| class="wikitable"
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| !Desc. || Part Number || I.D. || Thickness || Number
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| |-
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| !Small, (fuel tubes)
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| | || 6mm || 1.8mm || 4x
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| |-
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| !Large, (fuel tee)
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| | || 7mm || 2mm || 2x
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| |-
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| !Thin, (breather tube tees)
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| | || || || 4x
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| |-
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| !Cly. head to boot couplings
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| |91306-ME5-003 -></br>91306-HA0-003 || 33.7mm || 2.6mm || 8x
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| |}
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| ==Carb Parts==
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| * Keyster kit (N.A.): K-893HK (http://www.siriusconinc.com/products/detail/2685)
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| * Keyster kit (E.U.): KH-1195N (https://www.3pracing.com/en/keyster-carburetor-rebuild-kit-kh-1195n-for-honda-cbx-650-1983-1985.html)
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|
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| {| class="wikitable"
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| !Part/Jet || Size || OEM P/N || Keyster P/N || Series || Length || Diameter (thread) || Diameter (head)
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| |-
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| !Main
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| |#115 || 99101-393-1150 -> </br> 99101-GHB-1150 -> </br> 99101-MAZ-1150
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| | KHM-110115 || 99101-393 or KR28 || 8mm || 4.9mm || 6mm
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| |-
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| !Slow
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| |#35 || 99103-MA4-0350 -> </br> 99103-GY6-0350
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| | KHS-29C035|| <s>N424-21(N424/21) or K26</s> || <s>28mm</s> || 5.9mm || 4.9mm
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| |-
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| !Needle Holder
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| | || 16165-449-771 ||
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| |-
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| !Needle Set</br>(Canada)
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| | 79K || 16012-ME5-621 -> </br> 16012-ME5-671 ||
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| |-
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| !Needle Set</br>(Europe)
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| | 79P (#D476) || 16012-ME5-611 || KHD-0476Z
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| |-
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| !Idle Screw Set
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| | || 16016-ME5-671 -> </br> 16016-KR3-671 -> </br> 16016-MY6-770 ||
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| |-
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| !Idle Screw Set</br>(Europe)
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| | || 16016-MA6-003 || KHSS-138
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| |-
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| !Float valve
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| | || 16165-413-751 || KVN-16N00
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| |-
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| !Needle Shims
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| | || || || || ID: 3.2mm || OD: 7mm || thickness: 0.5mm
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| |}
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|
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| {| class="wikitable"
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| !Stage
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| !Main
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| !Slow
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| !Needle shims 0.5mm (per each carb)
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| !Note
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| |-
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| |0 (OEM)
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| |#115
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| |#35
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| |0
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| |Stock
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| |-
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| |1
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| |#118
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| |#35
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| |1
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| |stock engine and with stock air intake and stock exhaust system
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| |-
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| |2
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| |#120
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| |#38
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| |1
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| |stock or lightly modified engine with improved air intake using stock air intake box and baffled aftermarket exhaust or lightly modified exhaust
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| |-
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| |3
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| |#125
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| |#38
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| |2
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| |stock or lightly modified engines with individual air intakes and baffled aftermarket exhaust system
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| |-
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| |4
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| |#125
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| |#40
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| |2
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| |modified engines with individual air intakes and non-baffled exhaust system (racing use only)
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| |-
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| |5
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| |#130
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| |#40
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| |2
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| |-
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| |Pro
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| |#118, #120, #122, #125 and #128
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| |#38, #40
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| |2
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| |experimenting with different engine, air intake and exhaust system
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| |}
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| ==Exhaust==
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| ===Sealing===
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| * Graphite coupler seal x1 - 18392-MG7-750 - 42.8 x 48.6 x 20mm
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| * Copper crush rings x4 - - 43.2 x 34.8 x 4.2mm
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| ==Wheels== | | ==Wheels== |