Honda CBX — Classic Japanese Motorcycles — Motorcycle Classics

25 Мар 2015 | Author: | Комментарии к записи Honda CBX — Classic Japanese Motorcycles — Motorcycle Classics отключены
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Honda CBX

Years 1979-82

Total production:

Claimed power: 103bhp @

Top speed: 140mph

Engine Four-…, in-line six-cylinder, overhead cams

Weight 272kg (600lb)

Price $3,988

Price now:

Call it six appeal, this ability of the Honda CBX to draw a of wonder, puzzlement, awe and amusement into one. Dave has seen it countless times he started riding the CBX, the package of engineering wizardry Honda rolled out in the late And while bike technology has by the CBX like a line drive by Brown over the last century, the old flagship hasn’t a step when it comes to attention.

You’ll go to a bike night or a somewhere and see some kids out the back of a truck, says a retired development engineer for They’ll start counting pipes, and their eyes go That’s still fun.

had never been anything like the CBX when it was introduced in Six cylinders. Six carburetors. Four camshafts. Twenty-four valves.

bikes get good reviews; one got praise somewhere north of

Cycle called it magic and it would be ranked with the and precious motorcycles which never, ever be forgotten. Guide hailed it as the Vincent Shadow of 1979.

Ditner is those whose face into the you-gotta-be-kidding-me expression he first saw the CBX. I was at a Honda getting parts for my kid’s bike, and one of the owners took it out and for a ride. I looked at the engine and ‘Holy …’

We’ll cut off there, but suffice it to say his exclamation end with the words moly or Today, he owns nine and is as fascinated with the model as There is nothing as smooth as engine.

They’re one hell of a

Making a statement

By the late Seventies, there was a sense among the motorcycle that Honda had become The company’s marquee street the four-cylinder Honda CB750. had hailed as a wonderbike during the 1960s but was growing old. other offerings were dependable and well-engineered, but then the thinking went, so are most

With the CBX, Honda set out to the competition. It assigned the design to a new, competition-trained generation of headed by 37-year-old Shoichiro whose resume included of Honda’s 250cc and 297cc GP race engines.

The design engine, which was developed in 18 months, remains a masterpiece. 23.4in, it’s only 2in than the power plant of the The 33-degree forward angle of the combined with a V-shaped that angles all six carbs the centerline of the bike, maximizes

In its original form, the bike a claimed 103bhp while boasting details such as footpegs and magnesium components, a for a production street bike.

to the bikes of its era, virtually aspect of the CBX oozes a gee-whiz The alternator produces 350 watts, a dose of power for the day, and on a clutch to protect itself the engine’s overwhelming torque. the width of the engine and its pair of exhausts, cornering clearance is

The package was designed to shock and awe into buying the bike, and it — but only for a while.

No staying

Reportedly, Honda sold CBXs in 1979, the first year of production, but sales sharply in 1980.

Why? the technical editor of the International CBX Association’s member magazine, . says early CBXs out of the factory with the wrong advance mechanism, which cut to the range of 85bhp. Bikes as the Yamaha XS1100 and the Kawasaki blew away the CBX, and the problem was later fixed, the was done.

People thought, do I need all this extra — these extra cylinders and extra weight — just to go It hurt the bike real

Jim Jordan loves the CBX these but he didn’t have much for them as a young man in the early I had a couple of Kawasaki GPz1100s had a lot of performance modifications, and I raced a of CBXs on the street and just them, he says. I thought were big pigs.

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Others saw as monsters to be avoided at all costs. without mechanical experience endless trips to service to adjust the six carbs and 24 valves. looked at the bulk of the engine and saw and emergency rooms.

They intimidated the hell out of people, Ditner says.

By Honda transformed the CBX into a tourer in hopes of boosting But after the 1982 year, it was all

Still turning heads

As grew older, he developed an with a local mechanic who in the CBX. The friendship led Jordan to a job at the shop, which gave him a appreciation for the bike.

I liked the way sounded. I also liked the of six cylinders, 24 valves and four The technology was pretty cool for

Jordan bought a CBX and, to his roots, began modifying it a new swing arm, wheels, mounts and a fork brace. a bike he once dismissed as plodder is his favorite ride.

the updates I’ve done the suspension and tires, it runs I can ride on twisty roads guys on much more bikes, and I don’t even it. It just fits me very I can’t really ride a rocket with the bent-over I can ride the old superbikes much

I like the simplicity of the air-cooling, and easy for a backyard wrench me to work on.

Contrary to concerns cropped up early in the bike’s run, Jordan isn’t the CBX devotee who says the machines are to maintain. Greg Wassenberg, who has a CB750 for more than 25 and became a CBX owner in 2000, the six-cylinder bike is no more to keep in tune than the Ditner says common is the key to CBX maintenance.

The carbs are a pain if you keep them clean. To the carbs, you’ve got to drop the and that’s kind of involved. But if you fresh fuel in them and them running every now and they’re fine.

Parts are to find, Ditner says, and are plenty of aftermarket components greatly enhance the bike. He replacing the factory windshield on the ’81 and ’82 and adding customized exhaust

The windshield isn’t worth a because you ride right in an and there’s a lot of helmet noise. And if you put on pipes, that engine like a Ferrari. It’s got nice growl to it.

It’s hearing God sing.


Wassenberg says the CBX offers a mix of reliability and notoriety he hasn’t in any other bike. A lot of people to know if it’s a custom Then, when you tell that it was a production bike by Honda, they’ll say, ‘I had no Honda made a bike that.’

Ditner spent decades Honda’s ladder, starting a CB160 and progressing to a two-cylinder a four-cylinder 500 and then a CB750F.

But the first time he twisted the on a CBX, he knew he’d the top. I started looking at one as a collector bike. But after I one, the 750 hasn’t been out of the but once since.

There is as smooth as that engine. one hell of a machine.

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