Motorcykel Honda CBX1000 CB1 6.97 25
Dato: 2013-6-7

Motorcykel Honda CBX1000 CB1 1979

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Mand - 59 år
Oprettet: 31-05-2013
- Mand - 59 år - Oprettet: 31-05-2013
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Motorcykel Honda CBX1000 CB1

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Årgang:
1979
Motor:
6 cylinderet rækkemotor, to overliggende kædetrukne knastaksler, 4 ventiler pr. cylinder.
105 HK
Ventiljustering med afstandsskiver i toppen af knastfølgerne.
Slagvolumen:1047/Boring&slaglængde 65,5x53,4 mm.
6 stk. Keihin VB28 med accelerationspumpe m. åbne sports filtre. Oliekøler. Vådsumpssmøring.
Vedligeholdelsfri transistortænding. El start.
Transmission: Primærtræk fra midten af krumtappen til en forlagsaksel bag motorblokken med tandkæde.
Våd flerpladekobling.
5 trins gearkasse,sekundærtransmission med fedtfyld. O-rings forseglet rullekæde.

Ventiljustering med afstandsskiver i toppen af knastfølgerne.
Ventilspillerum (ind): Kold 0,06-0,13 MM
Ventilspillerum (ud): Kold 0,06-0,13 MM
Omdr. tomgang.: 900 +/- 100 o/min

Tændrør 1: NGK DR8ES-L
Tændrør 2: CHAMPION RA4HC
Elektrodeafstand: 0,7 MM
Dæk og fælge:
Lufttryk (for): 28 psi/2,0 kg/cm3
Lufttryk (bag): 40 psi/2,8 kg/cm3

Originale Comstar alu fælge
3.50-19 foran
4.25-18 bag

Bremse For: 280 mm dia. dobbelt hydraulisk skivebremse med flydende caliperhus pg 1 stempel.
Bremse Bag: 300 mm dia. enkelt hydraulisk skivebremse med fast caliperhus og 1 stempel.

Stand:
ok
Ekstra tilbehør:
Progressive fjedre, forgaffel
KN luftfiltre
Jet dyser
Bemærkning:
Originalt nyt sædebetræk købt i USA og monteret
Originale bagdæmpere (fundet i UK).
Original CBX udstødning monteret (fundet i Texas)
Nye forgaffel pakninger og forgaffel olie
For- & bagtandhjul: 15/35 tænder
Kæde: 86 led
Olie: SAE 10W-40, SAE 15W-40, SAE 20W-50
Olie m. filter: 5,5 liter
Bremsevædske: DOT 4

El-system: 12 volt, vekselstrømsgenerator 0,35W/5000 o/min.
Batteri 12V - 18AH.
Vedligeholdelsfri transistortænding. El start.
Forlygte: 60/55 watt, H4 halogen..

Stel: Dobbelt lukket rørramme.
Stel-geometri: Kronhovedvinkel: 0,0 grader. Efterløb: 0 mm.
Affjedring for: Showa Hydralisk teleskopforgaffel ø35 mm med 160 mm vandring.
Affjedring Bag: Svinggaffel med oliedæmpende Showa fjederben og stilbar fjeder forspænding.
Styrender Ø: 35 MM

Mål og vægt: Totallængde: 2220 mm. Akselafstand: 1495 mm. Bredde 885 mm. Sædehøjde: 810 mm. Frihøjde: 150 mm. Tankkapacitet: 20 liter + 5 liter reserve.
Brænstof forbrug: 18,0 km/l v. blandet kørsel
Egenvægt: 249 kg. Køreklar vægt 274 kg
Her af vægt på motor: 106 kg

Ny pris i 1979: 58.000 kr

Har kørt 90.000 km - kun lige kørt til...

Købt i England i 2007


The CBX Story

A six pack for GO

* The CBX six cylinder engine is a masterpiece of technology. As beautiful as it is powerful.

Six magnificent cylinders. Fed with six 28 mm CV carb, and an accelerator pump. And each is equipped with Honda's exclusive four valve Pentroof ® head. The Pentroof head using four smaller valves instead of the usual two, to further the port's total perimeter, and better breathing. Individual valve weight is also reduced, which means higher RPM levels can be achieved within the valve float occurs. All of which means a more efficient engine operation hours at higher RPM's.

The engine also has an oil cooler which is fed by a steady stream of air from the spoiler on the front fenders, a maintenance free transistorized pointless ignition, which is unaffected by dirt or moisture and a high performance, six in two exhaust system with chrome upswept interconnected Muffler for increased midrange units power.

The CBX engine, CBX, like himself, is one of a kind.

The Honda CBX inline 6 cylinder 1047 cc was produced in the period 1978 to 1982.

This is the story of the bicycle, how it came about and what legacy it enjoys in motorcycle design history.

In 1978, Honda's development team led by Soichiro Honda, finished work at 1047 cc, 24 valve, six cylinder "CBX". It was the last of three designs of CBX engine. The three options originally considered design, the four cylinder 1000cc and 1200cc engines, and the six-cylinder 1047cc.

The 6 cylinder 1047 cc design eventually won the day, but not without numerous design complications. Clearly the initial headache was that the management of a workable design, using a motor, 585 mm wide. Narrowing the width of the crank's case, the extension of the tank area, and tilting the engine forward at 30 degrees, some of the design aspects that were needed to make it work.

Design ..

An interesting challenge was that the sound produced! The original exhaust system produced a sound which was considered too high and risky for the marketing of the cycle and so the exhaust system was redesigned.

Honda was not new for the 6 cylinder engine, however, having made previous successful 247 cc, RC166, which Mike Hailwood won the 250 cc World Championship in 1966 and 1967. Mike Hailwood also set a new TT record riding the same bike modified in Isle of Man later.

Production started

Production began in late 1978 and the new "'79 'Honda was quickly on showroom floors draw crowds throughout the world. When Honda unveiled the CBX, the motorcycle world was unanimous in its recognition. (The release price was around £ 2200 here in the UK).

Every now and then, a mechanical device makes an indelible mark on the history of motorcycles worldwide in 1979 was a landmark year. CBX, the world's first 6 cylinder, 24 valve Double Over Head Cam 1047 cc launched. But charisma was beyond the pioneering specifications somewhere other than the motorcycle in the promise of rest on the road, awaiting the rider ..

A legend in days

The dual overhead cam, air cooled, six cylinder engine was a short-stroke unit (to enable secure high-revving to 10,000 rpm) with a bore and stroke of 64.5 mm x 53.4 mm gives 1047 cc, a compression ratio of 9.3:1, topped off with an awesome 24-valve head. With four valves per cylinder, the spark plugs were mounted centrally in the combustion chamber. Crank shaft was a one piece forged component run a 350 watt generator. Six 28 mm carburetors with accelerator pumps fueled the engine produced 105 hp at 9000 rpm (measured at the crank pens). Transmission was through multi-plate wet clutch, five gears and 630 size chain final drive.

Engine width was kept to a minimum the installation of the CDI and alternators for the crankshaft. The engine sat in a light chrome molybdenum diamond type frame with eight mounting points on the four cylinder head and four on the gearbox. The suspensions came courtesy of oil damped 35mm telescopic forks up front and 'FVQ' dual shock and swing arm on the back. By modern standards, Comstar wheels were shodě with meager sized tires - Dunlop Gold Seal 4.25 x 18 rear and 3.50 x 19 front.


Braking was handled by two 10.9in discs up front and single disc rear 11.6in. The whole package weighed at 545 lbs dry. Class-leading 11.55-second quarter-mile times came easily to CBX. It was the fastest, most powerful production motorcycle world ever had seen, and an incredible technological achievement.

Who? they asked, was the CBX rider? - A man with experience in the foibles and eccentricities of small motorcycles, a man looking for the extraordinary cycling - which has probably ridden more good without being completely satisfied until now ..

'A' model CBX was released in the U.S. in 1980. It featured gradual improvements in several areas, primarily handling-related, but lost some horsepower. 1979 'A' model was identical to the 'Z', except that it was red. Both the 'Z' and 'A' models proved reliable machines, the only reported problem is that the left hand could carburetor flooding. This was rectified later 'B' model, which was equipped with a vacuum fuel tap. In 1980 the CBX (in black live) hit American shores, and thus lost some of its fire.

Bikes tested in the States was producing 98 hp at 9000 rpm. Tighter emission controls had meant redesigned silencers which stifled some power, but internally the main change was the use of different camshafts. But this small loss of power seems to have been a bit academic and midrange power units were reported to be as good as ever. Handling was improved over earlier models by changing the plastic swing arm bushes for a double end-thrust ball bearings and needle roller assembly mounted on a large swing arm pivot and stiffer swing arm.

The 35 mm fork legs were still there, but now Highlighted air valves at the top to vary the stiffness and Preload. Shoot will also drove the new style bushes by a Teflon-lead bronze alloy (as used on Honda's Moto-cross machines) to improve suspension movement. The final drive chain was also changed to a 530 size, which was said to make the drive quieter.

Oil Change

There are a few schools of thought on the type of oil that best suits CBX 6 engine. In short, you need to know is that the design of the engine is such that the clutch runs in oil. This means that the friction modifiers in modern motor oils - aka synthetic oil will cause clutch slip. So before you decide on your type of oil - do homework and choose wisely. The balance between wear and tear and damage to your engine uses an oil suitable for performance and consumption. Always remember - the engine was designed 31 years ago and modern super bike oil requirements are somewhat different!

CBX Maintenance

Team Bike Clean!

You would be hard pressed to meet a CBX owner not taking proper care of his bike, but just keep it clean. But indicate bleeding obvious, a clean bike will ensure that you get to know potential problems before they become costly nightmares!

Clean Up!

While 6 engine is as tough as they come, it is important to prepare the environment in which you want to use to complete maintenance tasks in. Before you start to work by bicycle or motor that you have cleaned the garage or work space to remove as much dust as possible, which will cause a problem when you get down to expose some of the working parts of the bike.

Equip yourself!

If you are new to cycling, or perhaps have not worked on them much - here is a handy tip that will save you 1000's of parts, replacements, time and effort. Make sure you have the right tools for the right job. Consult the instruction manual if you have doubts, and if you intend to start a job with a dodgy set of tools - be prepared to sacrifice more time, quality of finish and more than anything else, the cost of replacing broken / damaged / stripped / chipped and lost parts.

Service intervals

6000 km/3750 Miles - replace engine oil, air filter, oil filter, adjust the cam chain tension. Check: spark plugs, ignition timing, valve clearances; carburetor settings; throttle operation, battery, brake fluid, brake pads, suspension, braking system, brake light switch, lamp settings; clutch free play; side stand; nuts, wheels and provide all the nuts and bolts a quick inspection.

12000 km/7500 Miles - As 3750 plus new spark plugs and inspect steering head bearings.

11,250 Miles - who in 7500, plus brake fluid change and clean engine oil screen.

Swing arm
On early models the plastic swing arm bushes wear rapidly and in all models the exhaust system is a fast-ROT element. Keep your eyes out to wear - looks for lateral movement in the rear brake. A good MOT tester will put the bike on center stand and the bending of the tail section, will lift the wheel up - feeling the side edges and enhanced horizontal play in the connection system.

Exhaust systems
Problems can arise with the exhaust system if they are sealed in the head or Carburation is not properly adjusted, resulting in burnt out exhaust valves. Maintain the nuts and bolts holding the exhaust together, or you will regret the day you have to remove the system for other work!

The early 'Z' model is the model most valued and protected by enthusiasts.

But of course, that was the engine, with its incredible power, ethereal smoothness, unforgettable exhaust note and sheer visual drama that made the original such a CBX show stops.

That was the original 1979 CBX, however, demonstrated once again the big brass of Honda's engineering. Building a six was one thing, but putting in a mass, which lived up to Honda's standards for performance, durability and ease of use, is a marvel. The CBX is one of a wide range of Honda motorcycles, was a thrown gauntlet, a two-wheel dare to say "Top that!" To this day, nobody has.

It was the fastest, most powerful production motorcycle world ever had seen, and an incredible technological achievement. With a sweep of his hand, Honda re-established overall performance supremacy.

The American press was overwhelmed by CBX. Cycle magazine, which published the first road test, had this to say: "The bike is more than fast, it's magic. The exploding glitter of its technical credentials illuminates the sky. To know the motorcycle is to know the only rules are consequences Honda Honda's own ... it is ukompromitteret and completely self-assured, and it is the most exotic, charismatic motorcycle we have ever tried.

"The CBX is an extremely flattering bike with perfect elegance and total class, and history will rank it with the rare and precious motorcycles that will never be forgotten."

Ebullient praise? The CBX deserved every word, and today a tour of CBX is equally awe-inspiring

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