HONDA
CBX 1000
Honda's
mighty six-cylinder CBX1000 was the superbike that appeared to have
it all. Its 24-valve engine produced a phenomenal 105bhp, making the
CBX the most powerful production motorcycle on the road in 1978. Its
searing speed was backed by remarkable smoothness and technical
sophistication, even by Honda's high standards.
The
Six was a handsome machine that had a pure-bred sporting image. It
came with a sense of history, having been inspired by Honda's famous
multi-cylinder racebikes of the mid-1960s. And its chassis was
excellent, too, boosted by innovative use of weight-reducing
materials.
Years
after the bike's launch, it still inspires great loyalty from a
devoted band of enthusiasts, and respect from most people who have
ridden one. It remains a landmark machine, having combined style,
technology and performance in a way arguably not seen before or since
from Japan. Yet ironically the Six was a short-lived sales failure
when new.
Multi-cylinder
heritage
The
CBX1000 was shaped by project leader Shoichiro Irimajiri, who as a
young engineer in the 1960s had worked to create Honda's high-revving
multi-cylinder grand prix bikes raced by Mike Hailwood, Luigi Taveri
and others. The racers provided inspiration for the CBX's cylinder
head, with its 24 tiny valves. The exhaust camshaft was hollow to
save weight. The HONDA CBX 1000 trod new ground for a standard machine by using
lightweight magnesium for several engine covers.
Irimajiri
got round the potential width problem of a six-cylinder motor with a
jackshaft, above the gearbox, which drove the alternator and ignition
system. This allowed the 1047cc motor to be remarkably narrow at its
base. Legroom was provided for the rider by tilting the cylinders
forward by 33 degrees, and by angling the six carbs inwards in two
pairs of three.
Honda
created the CBX as a no-compromise sports bike. Its styling was
dramatic, emphasized by the way in which the wide engine, which being
air-cooled
required no radiator, was suspended by the tubular steel frame.
The
absence of downtubes added to the visual impact.
Straight-line
performance was awesome, combining smoothness with the most ferocious
acceleration yet seen from a production bike.
Below
6000rpm the CBX responded crisply but without great force. Above that
figure it came alive, surging towards its 135mph (217km/h) top-speed
with a memorable, high-pitched howl from its exhaust. Most riders who
rode the big six-cylinder machine were captivated by its unique blend
of speed and charisma.
Its
chassis worked, too. The HONDA CBX 1000 had good quality suspension, plus an
efficient twin-disc front brake. Weight was kept to a minimum by use
of aluminium handlebars, plastic mudguards and magnesium engine
covers. Although the Honda still weighed a substantial 5721b (259kg),
and could not match the composure of Suzuki's new GS1000 four, it
handled well for such a big bike.
But
for all its pace and panache, the CBX sold very poorly, especially in
the vital (and touring oriented) American market. Part of the reason
was simply that the Six cost far more than its less exotic rivals. In
some markets it was 50 per cent more expensive than equivalent fours,
yet offered no real advantage in terms of pure performance.
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| HONDA CBX 1000 |
HONDA
CBX 1000 prices 2014
MINT $10,000 $12,000 £8,500 £10,000
GOOD $7,000 $8,000 £7,000 £8,000
FAIR $4,500 $5,500 £5,000 £6,500
PROJECT $1,000 $2,000 £1,000 £2,000
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