Honda CBX

Honda CBX

From 1978 to 1982, Honda produced the CBX sportbike. Powered by a 1047cc inline-six engine producing 105 horsepower (78 kW), it became the flagship of Honda’s lineup.

The CBX received positive press, but was outsold by another Honda, the CB900F, which was introduced in late 1979.

In 1981, Honda refocused the CBX on the sport tourer category with the CBX-B. They increased engine output to 98 horsepower (73 kW), and equipped it with Pro-Link monoshock rear suspension, adjustable 39 mm front forks, a fairing, and additional saddlebags. A stronger frame was developed to support these improvements.

Due to the increased weight, the CBX received ventilated dual front disc brakes. The 1982 CBX-C was almost identical to the 1981 version, with some changes in paint and trim.

The CBX’s predecessor was the six-cylinder Benelli 750 Sei, produced from 1972 to 1978, based on the Honda CB500 Four. However, it was the CBX that was the final and most advanced step in conquering the superbike market.

A review by Cycle magazine called the CBX “a breakthrough for the Japanese motorcycle industry”, and praised its design, concept and performance. The CBX was released in late 1978, and the production model was even faster than the prototype.

Cycle World ran a quarter-mile test and the 1978 CBX posted a time of 11.64 seconds at 117.95 mph (189.82 km/h).

To avoid confusion with the Honda CBX series of motorcycles, the CBX is sometimes referred to as the CBX1000.

Engine

In the mid-1960s, Honda released the Honda RC series of six-cylinder racing motorcycles. However, the CBX was Honda’s first production road bike to feature GP racing engine technology.

Its standout feature was the advanced 24-valve DOHC inline-six CBX engine. Otherwise, the bike was standard fare: telescopic forks, a tubular frame, twin rear shock absorbers, and straight handlebars.

Despite its impressive dimensions, it was only two inches wider than the CB750. The width over the crankshaft was relatively narrow, as the CBX featured a stacked engine auxiliaries layout. The generator and ignition components were located behind the cylinder block, which kept the engine width manageable at the bottom and protected critical components from damage in the event of a puncture to the case.