Menus
- Six velvet legs !
- Discovery
- In the saddle
- Start-up
- In the city
- On the way
- Highway
- The duo
- Braking
- Maintenance
- Consumption
- Chronology and evolution
- Production
- Identification
- Acquisition
- Mechanical
- Conclusion
Six velvet legs !
When the main manufacturers fought to offer their customers the most efficient four-cylinder, Honda, somewhat behind the competition in terms of pure performance, wanted to regain its supremacy … After having imposed, a decade earlier, the famous CB 750, the firm demonstrated in 1978 its talent in terms of sophistication, by unveiling the daring 1000 CBX ….
Discovery
We owe this monument to engineer Shoichiro Irimajiri (the instigator of the Honda-6 250 GP RC164). The 1000 CBX with a 6-cylinder in-line engine was born at the end of 1977 and was marketed in July 1978 in French dealerships. The first model (CBX Z) is fitted with Comstar aluminum-colored rims and is available in red or metallic gray. This amazing motorcycle opened the way to another world ….
In the saddle
A liner…. The engine protrudes everywhere! This block, all alloy, inclined at 30 ° forward, allows the assembly of 6 carbs arranged in V towards the longitudinal axis to leave room for the knees. Under the eyes, the tank covering the backbone looks huge and yet the cylinder head overflows on either side. The driving position is very pleasant thanks to the adjustable handlebars in all directions. The instrument panel, with red digits, has a voltmeter located under the speedometer / tachometer assembly. The bike is low and the saddle is very comfortable.
Start-up
What an engine !!! Record power for the time (105 hp), the six-cylinder is captivating today as yesterday. The soft melody of slow motion is slightly disturbed by the noises of the primary and distribution chains, but in the towers, this cathedral meows in an extraordinary growl ….
In the city
When maneuvering, the weight on the front is felt, but disappears from the first turns of the wheels. Despite its imposing size, the CBX is surprisingly manoeuvrable and swings effortlessly thanks to its low height. Due to its design, it is not the most convenient tool for sneaking through built-up areas, but you quickly end up forgetting its weight and width.
On the way
The six is velvet! Smooth from 2,000 turns, furious up to 10,000, it reacts frankly and vigorously without brutality or jolts, in a surprising way. Superb mechanics, generously highlighted in a minimalist setting. However, the chassis is not in line with this fabulous engine, which also ensures the rigidity of the whole. It is better to avoid excessive optimism, at the risk of seeing the bike fall apart ….
Highway
The 35mm diameter fork and the pressed steel swingarm are clearly undersized. The CBX is blurry at high speed and the course holding is not a big deal. However, cruising at a speed much higher than the limitations imposed, happens very quickly. The agitation of the CBX then only appears around 170 km / h.
The duo
Spacious and welcoming saddle, ideally positioned passenger footrests, no vibrations…. The 1000 CBX is a queen of public transport. Especially since his handling remains much better in a duet than in solo ….
Braking
Rather weak on a machine which was the fastest of the moment (220 km / h). The front is sorely lacking in bite and the rear blocks easily … All these faults will be partially corrected on the 1980 model and more the following year with the Pro-Link model.
Maintenance
The Honda maintenance book must be strictly observed. The CBX requires rigor if we do not want to run into disaster. At least one engine oil change with replacement of the oil filter every 5,000 km, a complete tune-up, with valve clearance control and carburetor synchronization every 10,000 km (Yamaha FJ diam. 25 valve pads are fitted on the 6 cylinder). Distrust of adjusting the carburettors, synchronization requires material, skills, oil change of the fork every 10,000 km (we can slightly increase the volume of oil to increase handling).
Consumption
The 1000 CBX is greedy with a consumption of 10l / 100 in mixed use and up to 12 liters on high speed motorways.
Chronology and evolution
1978: Marketed at the end of July 1978, the CBX Z has the effect of a bomb. Available in candy red or silver gray. Matte black side covers.
1980: Marketed in 1980, the CBX A evolves timidly. More rigid and upturned Comstar rims, hydropneumatic fork, improved steering column mounting, swingarm bearings, vacuum fuel valve, storage box in the seat backrest and engine deflated to 100 hp. Available in red, gray or black.
nineteen eighty one: Marketed in May 1981, the partially faired CBX B changes style. Black engine with cylinder guard, ventilated front brake discs, front double piston calipers, fork diam.39mm, fairing with leg protection, 22 L tank, front fender with deflector, chrome chain guard and above all type rear suspension Pro-Link. Available in silver gray or white.
1982: Marketed from 1982 and while stocks last, the CBX C will be the last of the CBX 1000. Saddlebags and watch as standard, anti-theft cable supplied and can be stored in the storage compartment of the fork crown and handles for the passenger on the seat backrest.
Production
The CBX was produced at 3,734 units for France. 2.915 for the generation between 1978 and 1982. Only 819 for Pro-Link models from 1981 to 1984.
Identification
1978 to 1980 CBX Z type CB1 N ° from 2000879
1980 to 1981 CBX A type SC03 N ° from 2,000,000
1981 to 1982 CBX B type SC06 N ° from 2300225
1982 to 1984 CBX C type SC03 N ° from 2,400,000
Acquisition
We can find occasions to restore or in average condition between 2,500 and 4,000 €. Restoration can be costly and create conflicting relationships with your banker. Phase 1 or phase 2 (Pro-Link), choose according to your use and your budget, the former cost a little more. If you opt for a "Naked" model in perfect condition, allow a minimum of 8,000 €. Prices can reach over € 12,000 for exceptional models.
Mechanical
The 5.5 liters of oil need to be properly heated and increased level monitoring is desirable. Checking serial numbers is the only way to know, for example, model C or B. Mixing of parts is not always possible between versions (example: model Z cylinder head differs from model C or B) . Starter (often hot engine) problems are caused by poor internal stator welds. Diagnose noises in idling crankcases: frequent clutch failure or drive chains.
For correct road holding, check that there is no play on the swingarm axle and that the engine mounts are tight. On the first versions, remember to close the fuel valve in the event of a prolonged stoppage, in the event of a leak at the level of the needles, the left cylinder fills with gasoline if the motorcycle is parked on its side stand. On the next start-up, the connecting rod of this left piston risks getting to know the crankcase. Honda succeeded in remedying this problem, by recalling its CBXs to modify the overflow pipes of the carburetors and to subsequently equip motorcycles with vacuum valves..
Conclusion
The Honda 1000 CBX is a testament to a time when all mechanical stunts were still possible. We will gladly forgive him his faults to retain only the best. A prestigious motorcycle, with a truly fabulous engine with a heady chant. Almost forty years after its presentation, its aura remains intact. An exceptional machine and…. Eternal !
Strong points
- The magic of the 6-cylinder in-line
- Honorable performances
- Prestigious and timeless motorcycle
- Excellent road (CBX B)
- Strong personality (CBX Z)
Weak points
- High cost of restoration and maintenance
- Behavior at high speed (CBX Z)
- Excessive weight
- Braking too limited
- High consumption
The technical sheet of the Honda 1000 CBX
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