Topic: Let's talk about CBXs for a second...

[Dave K]

Without going to the shop manual, if memory serves me right, it was a magnetic trigger. But, again that is from memory. Since it was electonic and it never gave me any problems, I never paid really any attention to it.
 
I can see why he was limiting his redline to 9500 rpm if using points, they would probably be bouncing by then. If he double springed, them like some did it, could raise his rpm before bouncing, but the rubbing block wear would increase alot. Could you imagine adjusting those points. You would have the main point plate for one set of points, than a "B" plate bolted to that for the 2nd set of points, then a "C" plate bolted to that to adjust the 3rd set of points. Adjust the gap on one set of points would effect the timing on those 2 cyl.s and adjusting the plate to correct that timing, would upset the timing on the other cyl.s You could spend 1/2 a day going back in forth until you got it right or gave up.

I started using the dwell meter from the beginning in '73, when I bought my K3. That and an induction timing light. Still using the same tools. Except the factory vacumn guages which IMHO were junk, because of their sticking and need to recalibrate them every time you used them. I have been using the same Carb Stix's since about '74 or '75.

I don't know if you could use one of the trigger units or not as a back up? Never had a need to. The only problem I ever had with any electronic ignitions is with that same 500 Kaw. I mentioned. I had to buy all the boxes one time on that thing. It was expensive in those days. That is also the last Kaw. I ever owned because of that "expensive" bike. I must have been a test model for that bike. If it could break, it broke for me.

You will be happy with the CBX. Usually first models of any popular toy, like the '79, have more value. But the '80 was virtually as fast. In the magazine articles written by "Cycle" magazine, they had the '80 model considerably slower and they wrote it up that way. But, it was latter found that the advancing unit was not working properly on that bike and when repaired it was extremely close in speed to the '79. Heck, you could see that amount of difference from any one like bike to another. But, after the first article on the '80 model by "Cycle", no one seemed to read about the repair and the reputation stuck. As far as the poor handing reports, I can be a pretty aggressive street rider, but I am not Freddie Spencer. The handling was not a problem for me. I am just not that caliber of rider.

[GoatBaSS]

There are some guys in north  ATL GA that restore them and have a goodly amount of parts. I read about them in a motorcyclist or cycle world in the last year or so. Expensive, Carb redo is 1200$ if I remember correctly. Saw one @ Barbers and its like driving behind a small brick wall.

Sorry. Found it. The article is in the October 2004 issue of Motorcyclist. A quote if you please.

" Simply put, the rest of the Honda's CBX was little more than a life-support system for thet glorious six cylinder Wurlitzer of an engine."
One article on the bike and another on the Writers restoration @ TIMS.
www.TIMSCBX.com

[6adan]

I have never even seen a CBX but I want one,but I had never seen a CB750 except in a picture in 1970 when I bought mine. Dannie

[Dave K]

I hope I am allowed to post this, but this may help you with some of the maintenance/contruction questions you may have on a CBX.     http://www.motorcycleproject.com/

[SteveD CB500F]

I hope I am allowed to post this, but this may help you with some of the maintenance/contruction questions you may have on a CBX.     http://www.motorcycleproject.com/

Mike Nixon is a very knowledable chap (as well as being a member here)

[78 k550]

If anyone is looking for one.
http://denver.craigslist.org/mcy/237823129.html]

Paul

[HondaMan]

Ow, that really hurts: it's only 80 miles from me...   

I remember those Kaw electronics dying: they were popular sellers and more than one guy asked me if I could fix one. I never looked at the ones for the 500-3, but have repaired a couple of LTD F.I. units for a friend of mine.

The Suzy Waterbike's 3-point setup had one set on the main plate and the other 2 mounted like a CB750/500/350F 2-3 set, on a separate plate. The timing was set up by first setting #1, then setting either of the other ones, then calculating the difference in gap that would bring the 3rd one close to mid-slot for its baseplate. Then you re-set #1 and the one you just did, setting the odd one last. Kind of a pain. The real issue was the condensors, though: they have to be pretty close to one another in value of one coil is hotter or colder than the others and engine vibration increases a lot. I would suspect this guy's 3-pointed CBX had some issues like this, which probably prompted his muttering about the points.

Another thought comes to mind, though: how big were the amplifier modules, and where were they? This fella's bike had lots of piping, and larger diameter (to match his ego, I think) than most turbo'ed 1000cc bikes I've seen. I wonder if this points thing was a space consideration?

You know, I also think I remember something about that "stuck advancer" article you mentioned from Cycle mag, now that I think about it. I remember hearing bench racers griping about "how they slowed down the CBX in later years", too. I never witnessed it, though. Honda certainly did just that to the CB750, and I've never agreed with their reasons, as told me by their reps. I spent a lot of time "undoing" their "improvements", and never found reliability problems surfacing. I think it was just a matter of Honda trying to keep up with the demand for the most popular single bike ever produced and making the warranty situation for the much-abused 750 affordable for Honda. While the tweaks did make the bikes less "fussy" about tuning, they didn't seem to improve the longevity: a well-cared-for CB750 of any genre will easily reach the big ton mark.

[Bodi]

The first CBX model was a "sportbike" but suffered from an elastic frame and weak suspension (sound familiar?) exacerbated by the very heavy engine. I only know of one racer nuts enough to campaign one "in the day", Frank Mrazec (the mad Czech); I did some pit work for him way back.
Later years Honda transformed it into a tourer and it got heavier and supposedly detuned for better midrange.
There's nothing really difficult about them, I've worked on a couple of engines - six of everything instead of four and a whole lot of head studs and such. The motor is HEAVY though! Tuning is a bugger; keeping the intake and exhaust stock is strongly recommended. The carbs are not set the same, the middle cylinders run a bit rich to stay a bit cooler and Frank had some problems with overheating the centre pair when the engine was tuned for maximum power from all six.
I did a lap at Mosport on the CBX racer and it was frigging scary. Not scary like his TZ750 which was plain scary fast and could spin the wheel or wheelie at any speed, the CBX was scary heavy - really hard to wrestle through turns and prone to head shake. Plus, with him aboard (ie a real racer) the rear tires available at the time were inadequate for the weight and would shred after a few hot laps.

[Dave K]

Hope I am allowed to do this. On the CBR Forum, someone asked how many miles some of the people there had on their bikes. This guy has 187,000 miles on his CBX and I asked what he had all done to the bike in all those miles. As you can see some was just wear and tear, some was updates.

 RE: Highest Miles on a Honda? - 11/24/2006 10:24:33 PM         
 
 
CBR1988
Super Member





Posts: 115
Joined: 10/25/2005
From: Hants UK NY USA now in Doha,Qatar
Status: offline
   Hey:

On the 1980 CBX, lots of tires about 30 rear and 20 front mostly metzelers, changed wheels
to cbr 600f2/f3 at 100,000 and the radial tires get way better mileage, only 4 valves of 24 have been
out of adjustment during this time and that was in the first 1,000 for 3 and 50,000 for same 3 plus 1 more. Some
things that have died : altenator 2 times (not including the replaceable brushes) changed to Kaw zx7 altenator
no problems since,2 regulator/rects, 2nd cdi @22,000 and all 3 coils cracked from time went to dyna s ignition
and dyna coils and no problems since. 4 batteries just died all Yuasa, put a Bosch battery for a Goldwing in and is
still in 10yrs on.
Wheel bearings on old wheels twice, F2 wheel 1 time. lots of fork seals, 6 sets on original 35mm cbx forks in first
15,000 miles, went to bigger forks 39mm then 4 sets of seals on them @ 100,000 went to 1991 41mm CBR1000F forks
only the 1 change when first put on and need it again now. 3 set of rear shocks, originals stopped working @6,000
and was the second thing to go bad on the bike after the fork seals. Went to fox shocks and had them freshened up
@100,000 they didn't leak but figured they needed it. Got the best luck with Regina chains so far got 30,000 from one
23,000 from another no other chains have made it to 20,000. I only have used afam on the f wheels and they are still
going strong on the 2nd set. I lube the chain/sprockets with STP/synthetic grease every week, right after I wash it.
Swingarm was replaced with braced aftermarket one to fit larger wheels @100,000.

The engine got an OMT 1123cc bore/engine kit, cams, hd cam chains, stronger rods, ported head and Barnett clutch
and has lasted 121,000 miles with no smoking or failures, and will coming apart this winter when I return home to get
checked out. The engine has been very reliable and was over reved, drag raced, wheelied and ridden hard even when
sport touring on the bike. I have used 15w/50 or 20w/50 Motul, Klotz, Castrol, Shell and Mobil 1 synth oil. I used dino
as well Kendal GT50 during break in and first 10,000 miles

I went thru 2 stock clutches before going to the Barnett and have went thru 3 clutch cables since, mostly due to the
hard to pull Heavy duty Barnett clutch springs. I'M going to CBR1000F hydrolic slave next upgrade. 4 tach cables have
also went bad.
Seat was replaced with a Corbin, as the original was not good for long rides. I had the fuel tank coated before it got
rusty. The fuel tap went bad twice replaced with a Pingle, no issues since.
Rear tail was cracked in first 10,000 miles was modded by me and repaired, no issues since
(added alloy plate to spread load)
carbs have had every rubber oring, hose, plastic part crack and go bad and replaced with stainless wrapped neopreme
hose and alloy air tees. Also the phillips screws were replaced with stainless allen heads as got sick of stripping out or
breaking off the oem stuff

All 3 oem brake hoses went bad (Cracked) and replaced with stainless goodridge hoses no issues since. Use dot 5 fluid
and change every 2 years, also changed calipers/disc to CBR type @ 100,000 miles orig CBX were worn out

Both the pilot and pillion footpegs have worn out and were replaced with vfr alloy pegs, no issues since.

I didn't mean to hijack the thread with an answer to DaveK but thought the detail was needed so you can see some
things haven't changed over the years the Honda motors are reliable and what things just wear out with age and use.

Dub

When In Doubt Do Without

< Message edited by CBR1988 -- 11/24/2006 10:36:09 PM >
 
 

[GoatBaSS]

  You live for that sage like wisdom. I wish both my grandfathers were still around. Thanks DK

[upperlake04]

GG - here's one of the best examples available if you still want a 79...   

http://cgi.ebay.ca/Honda-CBX-CBX-1979-Honda-CBX-1000-ORIGINAL-ONLY-200-Miles-LOW-RESER_W0QQitemZ140074900053QQihZ004QQcategoryZ50000QQssPageNameZWDVWQQrdZ1QQcmdZViewItem

[bill440cars]

          Dave, Gotta tell ya, That is one FINE looking CBX! Always have liked that look! Body work is similar to the DOHC 750-900Fs. From the side, to me, it has a similar style of the CB77 Super Hawk (motor hanging in the frame and cylinders tilted slightly forward). Got a buddy who's fixing one up and it's looking real fine. I am just in awe of seeing 6 cylinders lined up and ready to perform.

                                                        Later on, Bill

[Kikemon]

I can't help thinking about the #3 and 4 cylinders - they must just bake in there!

[HondaMan]

I can't help thinking about the #3 and 4 cylinders - they must just bake in there!

Actually, the ones that run hot are #2 and #5. There is a big hole in the middle.

Yeah, Bill: it does resemble the CB7x family, and the old 160 twins!

And, it just occurred to me, looking at this picture: the CBX I saw with 3 points sets on it had the points mounted on the exhaust cam, on this side. The turbo pipe came right over the ignition pickup cover on this side. Now, I wonder if the points were a last-step "fixup" to a rather botched turbo implementation... 

[sandcastcb750]

I owned a 1979 CBX. Got it with 4800 miles in 1999 and original tyres and exhaust.

Yes, it was very fast. But, I think all the modern bikes are faster. 80 mph in second gear onto the interstate. Sounded like a sportscar when running. Everyone wowed at the width of the motor. Even people who knew nothing about CBXs.

I got new tyres. The 20 year old ones were scary even at 30 mph. With new tyres, the bike was better but I never felt comfortable as the bike was really heavy, especially around town. I thought the brakes sucked, but since the bike was 20 years old at that time, who knows. I was always afraid of riding the bike and damaging it. Everything was a fortune to replace.

Also, I was paranoid about leaving the 1979 on the sidestand with the fuel on. Legend has it that fuel can flow into #1 cylinder and hydrostatically break the rods upon starting the engine. 1980s have a vacuum fuel shut-off the solve that problem.

Don't buy a dead CBX at a bargain price unless you are an expert to fix it. Dead varnish gas in the carbs are a nuisance for a CB750. For a CBX, it means removing the exhaust pipes, lowering the engine just to remove the carbs airbox. Buy the best runner you can.

I sold the bike in 2003 with 5400 miles. Sometimes I miss riding it, but the CB750s are much more agreeable and comfortable all round bikes.

SOHC 750s are less hassle

[750essess]

I had a 79 that we saved from rotting in a field, it only had like 2800 miles on it. Luckily the owner put the original pipes and shocks in his basement and the aftermarket air shocks and 6 in 6 pipes rusted up in the field. The carbs are a nightmare to work on, but once I had it running never had any problems with it.

[gerhed]

Here's a pic of an interesting CBX I saw at Summit Pt. Raceway, W.V. this past summer.
Spondon Frame,single side swingarm--very fancy!

[nippon]

Hello,
another interesting CBX which I have found in a magazine (sorry for the poor scans).
Owner is a German guy.

some facts:
Ducati frame
CBX engine
selfmade: swingarm, aluminum tank, seat, fairing and (loud) mufflers/headers
Laverda 1200 wheels and fork
front brake: Grimeca double Duplex
rear brake: Kawasaki

[bill440cars]

Hello,
another interesting CBX which I have found in a magazine (sorry for the poor scans).
Owner is a German guy.

some facts:
Ducati frame
CBX engine
selfmade: swingarm, aluminum tank, seat, fairing and (loud) mufflers/headers
Laverda 1200 wheels and fork
front brake: Grimeca double Duplex
rear brake: Kawasaki

    Now, that's wild and cool. 6 megaphones sure look the part!

[aptech77]

+2

[okie]

Gerhed, here's another picture of that wild CBX.  Notice the perimeter disk rotor on the front.  It belongs to a fellow Okie, Trig Westby.  He has a lot of cool toys: perfect original CBX, The Harley sidecar in the picture, RC45, NX250, Ford GT40 to name a few.


I sold my 79 CBX in August.  I don't miss it.  It was too big, too heavy, had horrible handling and brakes were a bad joke.  But, boy could those six cylinders sing a pretty song.  Come to think of it, I like the song my CB350F sings.  Gotta' get out in the garage and make some progress on the 350 so she won't be ashamed to show her face.

[gerhed]

Okie,

I believe I taked to Westby.
Pleasant fellow.
Is that old oil money?
In any case the guy sure spends it wisely.

gerhed

[okie]

I'm not sure where the money comes from.  When I was attending The University of Tulsa I had several classes in Westby Hall.  All I know is Trig Westby is a nice guy and a real wizard when it comes to working on bikes and cars. 

[HondaMan]

Gerhed, here's another picture of that wild CBX.  Notice the perimeter disk rotor on the front.  It belongs to a fellow Okie, Trig Westby.  He has a lot of cool toys: perfect original CBX, The Harley sidecar in the picture, RC45, NX250, Ford GT40 to name a few.


I sold my 79 CBX in August.  I don't miss it.  It was too big, too heavy, had horrible handling and brakes were a bad joke.  But, boy could those six cylinders sing a pretty song.  Come to think of it, I like the song my CB350F sings.  Gotta' get out in the garage and make some progress on the 350 so she won't be ashamed to show her face.

Let's hear more about the CB350F !

I wanted one of those almost as badly as I wanted a CBX, only I wanted the 350 first. I was racing my 750 and 500 at the time, riding my SuperHawk and 450 to classes, couldn't afford a 5th bike.

The 350F was the sweetest tinytown roadracer....

[okie]

CB350F??? Well, it is a long story, but here goes.  I was going to college on the GI bill (Translation:  I was really poor.).  Had a rough '56 Corvette that I had paid $1100 for.  Wanted a motorcycle.  Traded the 'Vette to the Honda dealer for a brand new XL250 in June 1972.  (Yes, I know, the 'Vette would sell today for over 40K even in rough condition, but you know what it is like when you 'need' a bike and you have no money.)  Two weeks later the dealer got a CB350F.  I traded the XL for the 350F right on the spot.  That was the sweetest bike I ever owned.  Later traded the 350 F for a 750F.

Roll the clock ahead to 4 weeks ago.  Tuesday morning looked at e-bay and found this:  http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=300070975562

Talked to the seller on the phone, clicked 'buy it now', drove 1371 miles to Florida to pick it up and have been having fun with it ever since.

 I am not doing a restoration.  My CBX was a shrine.  This 350F is a rider.  I don't want to pay twice as much for a set of exhausts as I did for the bike, so I put a new MAC 4-into-1 pipe on it.  Not original but still looks good and with the packing I added, it is incredibly quiet.  I have done a complete rebuild of the front brake and it now works flawlessly.  Everything on the bike works the way it was intended:  All lights, horn, turn signals, electric starter.  Got rid of the sissy bar and crash bars(Oops, sorry dear; I meant to say engine guard.)  I have been sandblasting a lot of parts and it is cleaning up really nice.  There are a few superficial scratches on the tank but no dents.  It isn't going to be repainted.  It is a rider.

I have had several '2nd-time-around' bikes (305 Super Hawk, CBX, etc)  and none of them have been able to live up to my memories of riding them back in the good old days.  This CB350F is the first exception to that rule.  The one I have now is just as sweet and just as much fun as the one I had in the 70's.