Honda CBX 1000

By the late 1970s, the Japanese motor cycle industry had grown so strong that the major Japanese companies could allow themselves the luxury of indulging in a little ego-boosting muscle flexing. In an effort to establish themselves as industry top dogs, many of the companies started building top-of-the range models with fantastic performance capabilities the like of which the world had never before experienced.  Typical of these models is Honda's CBX with a technical specification which suggests total overkill on the part of its designers. It is a masterly example of Japanese technology at its most elaborate and deliberate. In order to upstage its competitors, Honda decided that its flagship should have six cylinders set in line across the frame. The valves are operated by twin overhead camshafts and the motor is fuelled through a battery of six 28 mm Keihin carburettors. All this adds up to a power output of 105 bhp at 9000 rpm, giving the big machine a top speed of over 130 mph. To decrease the risk of grounding, the six exhaust pipes are funneled into two single pipes, one on either side of the machine. To this technological extravagance Honda have added a five-speed gearbox, three disc brakes (two front, one rear), alloy wheels, tubeless tyres and every electrical gadget it can justify.

Then, just to prove that it is intended as a serious sports machine, Honda have fitted the CBX with chain final drive and launched it on an admiring and somewhat awed public.  Suddenly, anyone with enough money—and the CBX is most reasonably priced—can purchase a motor cycle offering the kind of performance that only ten years before would have been available only on a Grand Prix racing model. One problem with the CBX, however, is that it isn't a Grand Prix racer. Weighing 545lb, the CBX is a very big and heavy machine and even though the frame—of which the engine is a stress-bearing member—is an improvement over the majority of Japanese sportster products, it certainly cannot be thrown around like a lightweight sportster. In addition, the ride is deceptively smooth and fast, a potential danger to any inexperienced rider. 

Another problem with the CBX is that it is a costly bike to maintain. Dealer servicing is recommended every 3750 miles and only the most expert of owners would contemplate doing their own services. In addition the chain and rear tyre need to be replaced every 4000 miles, making the CBX an expensive proposition to run.  For most owners, however, the disadvantages are outweighed by the sheer prestige and enjoyment of owning and riding such a machine. With its spectacular acceleration a quarter-mile time of under 12 seconds is quite normal—the CBX is an exhilarating bike to ride. Its velvet smoothness also makes even the longest of journeys a pleasure. Also, of course, as a status symbol and head turner the CBX has few equals in the motor cycling world and many a model has been sold for that reason.

By the late 1970s, the world seemed to be closing in on the superbikes. Germany was the first to impose a ban on all motor cycles with more than 100 bhp, soon after the launch of the 120bhp Kawasaki Z1300. Kawasaki quickly responded with a restricted version of their flagship. Honda were the next to comply with the regulations. Their 1980 model CBX was equipped with a detuned 95 bhp engine for all markets replacing the previous 105 bhp engine since there were too many complexities involved in producing two separate power units,

Source of review : Super Bikes by Mike Winfield