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Honda CBX 750F

Make Model	Honda CBX 750F
Year	1985 - 87
Engine	Four stroke, transverse four cylinders, DOHC, 4 valve per cylinder.
Capacity	747 cc / 45.0 cu-in
Bore x Stroke	67 x 53 mm
Cooling System	Air cooled
Compression Ratio	9.3:1
Induction	4 x 34mm CV Type carburetors
Ignition	Full transistor
Starting	Electric
Max Power	93 hp / 67.8 kW @ 9500 rpm
Max Torque	70.6 Nm / 52 lb-ft @ 8500 rpm
Clutch	Wet multiplate
Transmission	6 Speed
Gear Ratio	1st 3.00 2nd 2.235 3rd 1.750 4th 1.434 5th 1.240 6th 1.115
Final Drive	Chain
Frame	Tubular steel duplex cradle
Front Suspension	39mm Air assisted forks, rebound adjustable,
Front Wheel Travel	150 mm / 5.9 in
Rear Suspension	Pro-link, 3-way rebound damping adjustable
Rear Wheel Travel	115 mm / 4.5 in
Front Brakes	2x 280mm discs 2 piston calipers
Rear Brakes	Single 280mm disc 2 piston caliper
Front Wheel	Six spoke Comstar
Rear Wheel	Six spoke Comstar
Front Tyre	110/90-V16 Tubeless
Rear Tyre	130/80-V18 Tubeless
Dry Weight	215 kg / 474 lbs
Wet Weight	241 kg / 531.3 lbs
Fuel Capacity	22 Litres / 5.8 US gal
Consumption Average	34 mpg
Standing ¼ Mile	12.1 sec / 111 mph
Top Speed	131 mph

The CBX750, or RC17, also called CBX750C Horizon, CBX750E, CBX750F, CBX750G, CBX750P, is a Honda motorcycle sold primarily in Japan, Europe, South Africa and Australia. Manufactured from 1984 to 1988, the CBX750 was developed from the CB750, in parallel with the VF750, a wholly new design. It is also used by motorcycle police in Malaysia, Singapore, Hong Kong, Turkey, Gibraltar and Ireland.

The release of the CBX marked the end of 15 years of uninterrupted CB750/4 production, involving countless revisions, new engines and updates. Honda were the first to launch an inline 750/4 - the original superbike -back in 1969. It used a SOHC, eight valve engine and produced 67bhp. For comparison, the CBX750 features a DOHC, 16 valve engine and produces 91bhp.

The CBX differs from its many predecessors in some significant ways. The top end of the motor is remarkable for employing hydraulic tappets, hardly a new idea (Harley-Davidson have used them for decades) but unique on a Japanese production motorcycle. The advantage to the owner in not having to set 16 valve clearances is obvious. Honda have added thin-stemmed lightweight valves making for less reciprocating weight.

Weight saving and compact design are in evidence everywhere on the engine. Its width was reduced by placing the big 320W alternator behind the cylinders instead of spinning on the crank end. Height was reduced by making the sump shallower and redeploying the front frame tubes as oil carriers, a novel redistribution that actually increases the total oil capacity. Finally, Honda pruned the engine length by dispensing with the jackshaft between crank and clutch. Primary drive is by direct gear from the crank; one of the crank webs has been turned into a gear pinion.

Engine performance is marked by smoothness and excellent tractability. The CBX makes good low-down power aided by some low gearing.

The mid-range is a bit flat and lacks snap but acceleration is very healthy at the top end, above 8,000rpm. The bike is so smooth and uncannily quiet at speed that Honda deemed it necessary to fit a rev limiter that cuts in at 10,800rpm.

The engine's compactness means that it can be mounted lower in the frame, partially compensating for its inherent top heaviness. The steering is very quick, and handling and roadholding are exceptionally good for a bike of this size and weight.

The CBX is genuinely flickable, largely because of its low frontal area and careful weight distribution (48.6/ 51.4 front and rear). It is stable up to top speed though the smart and sleek half-fairing is more of a sports cockpit than a touring windcheater. The dual headlights are a bonus for any road user, 120W of sharp illumination on dip or main beams.

the bike is a shade quicker and more powerful than the V4 VF750 which was also released early in 1984.