Motorcykel Honda CBX 1000 ProLink 5.97 20
Dato: 2013-3-29

Motorcykel Honda CBX 1000 ProLink 1981


Du har 20 "Ekstra høj" stemmer tilbage
Torben J
Mand - 56 år
Oprettet: 28-03-2013
- Mand - 56 år - Oprettet: 28-03-2013
Klassikere (1)

Motorcykel Honda CBX 1000 ProLink

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1047ccm, 6 cyl. række, boring 64,5 x 53,4mm, 6 stk. 28m karburatorer, dobbelt overliggende knastaksler, 24 ventiler, halv meter krumtap... mere end rigeligt at pille i, og justere på.. motor vægt alene 105 kilo..
Dæk og fælge:
originale alu. fælge ..
God.. men brugt.. lidt småskrammer hist og pist.. alm brugsspor.. mekanisk tip top.. ikke den velkendte Honda raslen i tomgang..
Ekstra tilbehør:
orginale sidetasker.. motorbøjle.. 6 i 1 Marshall Deeptone udstødning
The prototype CBX test bike was released back in 1978 to combined murmurs of amazement and cries of protest. People who were already razzing the big Fours as being too tall, wide and heavy now rolled their eyes and clutched at their hearts in feigned or real fits of disbelief. "A 600 lb. 1047cc Six?" they said. "Who needs it?"

The answer of course, was that no one needed it. Not the CBX nor any other motorcycle with more than 15 bhp. The truth is, we could all get along just fine on castiron 250cc two-strokes with mudflaps, made behind the Iron Curtain.

No one needed the CBX..... Except people who like big fast, glamorous machines full of exotic tricks and lovely noises, powered by engines lifted off the blueprints of famous, successful racing bikes.

And the first CBX certainly was fast. It ran through the quarter mile in a tiresmoking 11.46 sec. at 117.95 mph and topped out at 134 in the half-mile dash, all of which made it the fastest bike around. There were problems, however. The prototype had been released, tested, photographed and lusted after but Honda was slow in getting the bike off the production lines. By the time the first production CBXs hit the showroom floors it was 1979. Late 1979.

By that time some other big bikes had arrived to play the numbers game. The production CBX was even quicker than the prototype, running an 11.36 sec. and 118.11 mph quarter mile. But its late introduction and relatively low exposure had a good part of its potential market going over to the Yamaha XS11, Suzuki GS1000 and Kawasaki KZ1000 Mk. II, all of which provided excellent - if slightly less spectacular - performance with simpler four-cylinder engines.

In 1980 Honda changed the CBX in two ways. They improved the chassis and dropped the horsepower. The frame got an improved swing arm with, ball and roller bearings, better rear shocks, air assisted front forks, improved steering geometry . . . in short, the handling it deserved. The engine was another story. Feeling the hot breath of Ms. Claybrook and her fellow low performance enthusiasts down its 103 bhp neck, Honda decided to detune the engine just a tad. More conservative cams and a revised ignition curve did the trick.

In the meantime the Suzuki GS1100 arrived with excellent handling, a four-cylinder engine, 105 claimed bhp, 11.39 sec. at 118.42 mph, 47 mpg and "only" 556 lb. of rolling mass. Suddenly the only reasons for owning a CBX - not to be discounted - were brand loyalty, aesthetic preference, and the mechanical glamour of The Six.

Which brings us to 1981, home of the Kawasaki GPz1100 and an even quicker new Suzuki GS1100. And the 1981 Honda CBX.

Why the change in character, the switch to touring garb this year? Several reasons. First, Honda has brought its CB900F, formerly available only in Europe, to the U.S. The 900F is the core of Honda's Superbike racing effort this year and the model most likely to succeed with the road race and twisty road crowd. No sense having the company competing against itself for sales. Second, Honda lost interest in continuing the horsepower battle with the big Six.

And third, the marketing people at Honda noticed an unexpected phenomenon last year. They found that a large number of 750F buyers had outfitted these sport machines with small fairings, low bars, and soft luggage and taken them touring. It was apparent that not everyone who went touring cared for the plush bulk or the conservative image of cruisers like the Gold Wing. Interest was growing in the fleet, unburdened approach to travel. So with that market growing, why not take the smooth, sophisticated flagship CBX and offer the fast touring set a sporting alternative? Why not indeed, they said, and did just that.

While the most noticeable changes for 1981 have been in the chassis and fiberglass departments, the engine has once more been reworked in subtle ways. Mid-range and rideability, rather than peak power, were pursued this year and the CBX got new cams with more lift, less duration and a little more mid-range at the expense of peak power.

In the interest of more level float bowls, smoother idle and better low-speed running characteristics the rubber carburetor insulators were unkinked to drop the six 28 mm Keihin CV carburetors to a more horizontal position. The 6-into-2 exhaust system now has a crossover tube just behind the collectors, the claim again being better torque and mid-range. To the same end, the ignition advancer has been redesigned as a two-stage unit which gives maximum advanize at 3000 rpm, rather than 2500.

Most other engine changes this year were done to keep it quieter and more rattle-free. The clutch hub, for instance, now uses coil springs to soak up the load, rather than the rubber plugs of yesteryear, as the rubber had a way of stretching and degenerating with age and heat. The primary driven sprocket on the jackshaft is no longer keyed firmly to its shaft, but floats on splines and has an oil-feed hole beneath the sprocket to cut down spline wear and noise. Honda has also changed the brand and design of its piston rings on the CBX, going with a double thickness of chrome plating on the upper compression ring, more taper angle on the second ring, and a thinner three-piece oil ring.

These minor changes, of course, are less exciting to contemplate than the sheer complexity and sophistication of the basically unchanged CBX engine. The first Honda Sixes, designed by Soichiro Irimajiri, were the highly successful 250 and 350cc GP bikes Honda used to dominate those classes in the mid-Sixties. When it was decided 10 years later to build a super road bike in the same tradition, both Irimajiri and a huge fund of six-cylinder technology were on hand for the job. The result was, and is, a true exotic among street engines.

The CBX engine, being an oversquare (64.5x53.4 mm) inline Six, is wide across its cylinder head, but relatively narrow at the crankcase. The crank runs on seven plain main bearings and has no real flywheel. Instead, the crankshaft counterweights and regular firing pulses are used to keep the engine spinning smoothly. The Six has three pairs of crankshaft throws, spaced 120° apart, so there is always one power stroke in progress. Width of the cases is kept to a minimum by running the alternator and ignition off a jackshaft behind the crank. The alternator, incidentally, is a very healthy one with a 350 watt output. So healthy, in fact, that the rotor would be hard pressed to keep up with the quick-revving Six, so a friction clutch is provided in the alternator drive to cushion the transitions.

Viewed from the front, the CBX engine spreads its mass upward in a V shape, which means cornering clearance can be as good or better than that of most Fours (and is) even though the cylinder head is a stunning 23.5 in. wide. The head is virtually identical in design to that on the 750F, with a couple more cylinders of course. It has four valves per cylinder, operated by a pair of two-piece camshafts and uses Honda's pentroof combustion chamber shape. Valve clearances are set by removeable shims above the valve buckets. The cams are turned by not one but two HyVo cam chains; one from the crank to the exhaust cam and the other stretching backward from the exhaust to the intake cam. This makes for less overall chain length, which makes tensioning and cam control more accurate.

The six 28mm CV carbs are angled inward for knee clearance beneath the tank, and as a result have unequal intake tract lengths. This inequality is compensated for by unequal length intake tubes in the air box. A single accelerator pump on the number three carb feeds the entire row. Ignition switching is transistorized, and the plugs are fired by three ignition coils, each responsible for two cylinders.

What all this means is a quick-revving woofy sort of engine that is a little reluctant to get off the line unless gunned and slipped at the throttle and clutch, and an engine that is less than awesome in raw torque much below 3000 rpm. Above 3000 it begins to pick up confidence and horsepower and from 4000 to redline it comes on with the nicest silken rush of power this side of a 727 recently cleared for takeoff. At any highway cruising speed, legal or il-, the Six is matched by few other bikes for pure smoothness. The closest comparison may be with Honda's own Gold Wing.

Unfortunately, the CBX also sounds a little too much like the Gold Wing. Out on the open highway the CBX puts out a combination of subdued whirring sounds that are remarkably Wing-like, and little in the way of exotic clamor reaches the rider. We know there are strict sound laws in this country, but hardly anything on earth sounds sweeter than a highly-tuned Six (except maybe a highly-tuned Twelve) when it is allowed to resonate and project just a bit. Would that the CBX's muted fury were not quite so muted. Perhaps if a richer tone could be sneaked in under the nose of the federal db meter ... Not louder, just richer.

Transmission ratios in the Honda's fivespeed box are unchanged from the 1980 CBX, as are primary and final drive ratios. Gear ratios are well spaced and riders can pick from a wide selection in the useable range of rpm depending on urgency, what with 57.4 mph available at redline in 1st gear. The engine purrs along at 4228 rpm at 60 mph in 5th gear. Final drive is via 530 O-ringed chain. Would touring riders mind a big roadburner without a shaft, we asked the Honda people. No, they said. Most people who think of themselves as sport riders still prefer chain drive; the touring popularity of the 750F has shown that.

Starting the CBX is easy, if you don't do much work. When the engine is cold the drill is to push the handlebar-mounted choke lever full on and punch the starter button without so much as touching the throttle. The engine is neither hot nor cold blooded; it likes a little warmup to really run with conviction, but can be nursed away on partial choke if you are in a hurry. Hot starting also works best with a light, or absent, touch on the throttle. As mentioned, the CBX can be a peaky devil on takeoff from stoplights, a trait not helped by slightly vague clutch engagement. After one or two lunge-and-bog movements in traffic, the rider learns to feed some revs into the clutch as he slips it, and then everything is fine. Really lively throttle and clutch work can produce easy, predictable wheelspin on demand.

When we first rode the CBX, a tankful of low-rent gas from our friendly Fly-By-Night station had the engine pinging badly at every launch. With better fuel, however, the problem went away and we had no such problem using unleaded premium or leaded regular. Worth noting, however, that the Six is sensitive to fuel quality. It also likes a fair amount of fuel; not hoggish by any standard, but a bit thirstier than the mere run-of-the-mill Four. On our legal-speed test loop the CBX got 41 mpg. But in a spirited search for hidden radar - which we found, by the way - mileage hovered just over the 30 mpg mark. The tank is big, with 4.6 gal. of ON and 0.7 gal. of RES. available, but hard riding makes the big tank a welcome feature on a long weekend loop.

Hard riding also builds appreciation for the chassis and suspension improvements wrought on the new CBX. The big change this year is the switch to Honda's Pro-Link monoshock rear suspension. The Pro-Link system uses a set of hinged levers beneath the heavy-duty aluminum swing arm to feed suspension movement into a single large spring and shock absorber unit which is situated in roughly vertical position just in front of the rear wheel. Changes in leverage during swing arm movement cause the arm to lose progressively larger amounts of mechanical advantage over the spring and shock as suspension is compressed toward full bump. The ratio between swing arm and spring varies from 2.78:1 at full extension down to 1.92:1 with the suspension bottomed out. This rising rate arrangement allows the suspension to move easily and compliantly over small road irregularities, but firm up as shock loads and riding conditions force the swing arm closer to the end of its travel.

To further enhance the progressive nature of the suspension the rear spring and shock unit uses compressed air to assist the coil spring. Air too provides a progressively stiffer resistance to movement as it is compressed, and the CBX relies heavily on the air charge in the shock for its rear suspension. An air valve just behind the right sidecover is used to fill the shock, and the owner's manual recommends 28 to 56 psi. If for some reason air pressure is lost, a warning light will flash on the instrument panel. If this light comes on, the rider is supposed to reduce speed to below 50 mph and proceed immediately to the nearest service station to add air. "Do not continue riding," the manual warns, "because stability and handling may be adversely affected."

The ride on our test bike felt best, for combined comfort and stability, with air pressure at the maximum level. As an added variable in the rear suspension package, the CBX has a three-position knob to adjust shock damping. The push-pull knob protrudes from the bike just beneath the right sidecover, or behind the rider's right ankle, and once you know where to reach without looking, can be adjusted as you ride. The softest setting felt good on bumpy freeway surfaces, though the bike wanted to wander and hunt a little more over rain grooves and pavement seams. For all other conditions - especially hard riding through the mountains - full damping felt best, giving the bike a noticeably tauter, more precise feel.

The front suspension, too, is air assisted, and fork diameter has been increased from 35 to 39mm, same as the GL1100. To accommodate the extra thickness, the fork legs are now an extra 10mm apart. Dual syntallic low-stiction fork bushings are used. Also changed is fork geometry. Using the Pro-Link suspension lengthened the wheelbase from 59 to 60.4 in., and the forks have been angled to give an increase in rake from 27.5° to 29.5°, while trail has remained at 4.7 in. Wheel widths on the ComStars have been bumped up front and rear. The front is now 2.5 in. wide rather than 2.15 in. and the rear is up to 2.75 in. from 2.5. The tires are Dunlop V-rated Gold Seals, suitable for speeds beyond 130 mph, a 3.25V-19 up front and a 130/90V-18 rear.

If all this sounds like a recipe for a long, slow steering bike, it is and it isn't. The CBX is long and feels it and the bike has a stability in sweeping, high-speed corners common to motorcycles with slow steering geometry The nice part, however comes in riding around town and pushing the bike through slower corners, because then you discover how little penalty there is for those good road manners on the open highway. For a big, heavy, wide and reasonably long motorcycle the CBX makes it over the slower hurdles in life with remarkable ease. On mountain roads it feels like a fullback with three years of ballet lessons under its belt. Steering is precise -- the bike goes where you point it -- and sudden changes of line in fast corners (as when an oncoming pickup truck loses the rear end halfway through the curve) are handled with grace and the pleasant absence of tank-slapping motion. In most of the sudden demands of fast daily riding, the bike is hard to upset. Even quick transitions through an S-bend demand relatively little effort -- more effort, certainly, than an RD400 would require, but not as much as you would expect from a 662 lb. superbike with a fairing and saddlebags.
The CBX's cornering clearance is much better than the imposing width of the engine might lead one to suspect. Most big Fours have cylinder heads that are 4 to 6 in. narrower than the CBX's 23.5 in. head, but they are wider at the cases. The GS1100 Suzuki, for instance, has a cylinder head only 18 in wide, but the crankcase is only a fraction of an inch narrower than that of the CBX. The CBX, with its cylinders tilted forward at 33°, carries its crankshaft plane fairly high in the frame, and beneath it the sump tapers downward toward the centerline of the bike. This, along with a set of very tucked in mufflers and rearset footpegs, lets the bike lean over hard without grounding anything. When things do touch down, the footpegs hit first, and these have replaceable acorn nuts screwed to the bottoms of the pegs to take up the wear from dragging.

Most of the frame changes on the new CBX have been made to accommodate the Pro-Link suspension. Various attachment points were also changed for the redesigned seat and sidecovers and to fit a larger tool box under the seat so an air gauge for the suspension could be included. The tools, by the way are a step up for a Japanese bike; the wrenches now have polished heads, an actual box wrench is included, and the tools are stored in a leatherette bag. The swing arm is aluminum this year, rather than steel as before and the chain guard, for some reason, has been changed from black plastic to chromed steel. In a small detail improvement, the sides of the airbox are padded for knee contact, these pads probably intended mostly as heat shields, as the air box can get quite hot in traffic with all that heat being wafted back from the wide Six.

The triple disc brakes on the CBX use Honda's dual-piston calipers, and the front discs are a first for Honda; ventilated stainless steel rotors. Using casting techniques reportedly perfected by Honda’s automobile division, each disc is actually two thin discs joined by a web of inner cooling vanes. Whether or not they actually work any better than solid steel or cast iron rotors for the demands of the sporting street rider is open to dispute; the point is, they look trick, Honda figured out how to make them, they are the fanciest discs around, and therefore they belonged on the company's $5495 flagship.

Stopping distances from 60-0 mph were not exceptional for the CBX, though firmly in the ballpark for a bike of this size and weight. But in everyday riding they feel good and work very well. Only moderate lever pressure is needed to haul the bike down smartly for tight corners, and both lever and rear pedal have a solid, progressive feel, as though nothing is moving or flexing but the brake pads. Unfortunately, our front brakes developed a squeal after only a few hundred miles. The brakes were silent during really hard use but squealed under light lever pressure at moderate speeds and when easing to a complete stop. Honda has had brake squealing problems on a number of other models, and we were hoping that the CBX with its fancy new rotors might be immune.

We also hoped for a better seat. Hard unpadded seats are a traditional part of the sport bike ethic; the idea being you ride the bike on race tracks or tortuous roads where constant movement in the saddle is required, preventing any one spot from going numb. That, or you are supposed to be too preoccupied with cold sweat and looming disaster to pay much attention to the state of your bum. The CBX seat works beautifully as a sport saddle, allowing you to shift your weight easily and quickly in rapid switchbacks but on the long straight haul it begins to feel overly firm. Not outright painful, but just a bit too narrow and hard. (This criticism directed to the rider's portion; passengers had few complaints.) The seat is the single spartan element in the CBX's personality that prevents the Touring fron being 100 percent Grand.

Unless you mind the fairing. How much you like the CBX fairing will depend on past experience and point of view. Riders accustomed to full-coverage touring fairings, like the Windjammer or Gold Wing Interstate's, may find it a bit skimpy, while those raised on bare sport bikes or bikini quarter fairings will pronounce it a marvel of gas flow dynamics and Pullman car comfort. As sport fairings go, the CBX provides good coverage, but the windscreen is fairly low and streamlined and a good part of the deflected air passes through the vicinity of the upper helmet. Not a serious problem with a full-face helmet or secure face shield, but the wind will probably dry the eyeballs of those who like to ride in sunglasses and it tends to rattle the rivets in a loose visor or face shield. When the weather or air temperature becomes truly intolerable it is possible to slouch neatly out of the airstream into a pocket of tranquility behind the screen.
An unexpected bonus in air flow comes at the handgrips. Though they appear to be unprotected by the fairing, the grips get little blast because the built-in mirrors, though a foot or more away, seem to deflect air away from the hands. During the road test we were caught in a mountain snowstorm at 7000 ft. and survived without the usual frozen claw routine.

The fairing lowers also work very well to hold the engine heat around the rider's legs. And there is plenty of engine heat. Enough, in fact, that riders in warm climates may want to remove the lowers, especially when a lot of stop and go city riding is required. But for moderate-to-cold riding they are a welcome accessory. The upper fairing has a couple of nice convenience features. There is a headlight adjusting knob on the inside of the fairing, just to one side of the steering head, which can be reached when seated. The fairing also has two sidepockets with removable covers; one opens with a knob and the other is lockable, so valuables can be stored on the bike. Unfortunately, the lockable panel on our bike refused to stay locked and popped off the fairing twice when we hit bumps in the road. Fortunately we caught it both times before it slid off the fairing. Under each cover is a tray insert, so small items can be kept handy, rather than rattling around lost in the forward hold.
The saddlebags are another convenient design. In keeping with the sport image of the bike, they are not exactly cavernous but provide enough space for most of the things people need to carry on a weekend trip. They can be loaded or unloaded on the bike, hinging downward from double locking clasps, or easily removed by unlocking a small retaining rod on each side and sliding it backward. A folding carrying handle is built into the top of each bag. The finish on all the color-coordinated accessories on the CBX is first rate, and except for the pop-off locking compartment, the bags and fairing pockets were handy for running all kinds of errands around town, as well as traveling. Another standard add-on, a set of chrome case guards (we don't call them crash bars anymore) for the engine, is probably a good idea. Owners who have priced a set of crankcases will probably sleep better at night.

The CBX handlebars, as in past years, are not really handlebars at all, but forged aluminum I-beams, one for each side. Though a bit higher than the bars on most sport-touring machines, they are fairly comfortable in relation to the seat and rearset footpeg position. A variety of sizes and shapes of riders tried the bike and none had any real complaints. Which is good, because you can't just lob another set of $19.95 bars on the bike. The individual handlebar beams have limited adjustment fore and aft, but their height is fixed.
The good-looking instrument panel has aircraft-like tach and speedometer faces, and voltmeter so you can see how the battery is feeling if electrical problems develop -- and the usual collection of idiot lights with that new member, the RR SUSP AIR PRESS light added. Handlebar controls are standard Honda, and no one had any trouble finding anything. Throttle pull is remarkably light, especially considering the chorus of valves being opened and closed.

The controls, fairing, bags and general styling of the bike all blend together in a unified, highly finished look. Smaller details like the aluminum footpeg brackets, the pegs themselves, the molding around the tailpiece, the black brushed aluminum grab handles beside the seat, the vaned brakes and a lot of nice engine detailingall show a polish and aircraft-like attention to material finish. We are told the styling work on the bike itself was done by Pete Nakano at Honda Research in Torrance, California. Nakano also did the styling on the 750F and the CX500 Custom. The fairing and saddlebags were designed in Japan, with cooperation from Nakano, and blend in with the basic style as well as you could hope for with accessory add-ons.

These added features, of course, all have weight. They represent extra pounds on a bike that was already struggling to keep its weight in the vicinity of 600 lb., mostly through the use of the lightest possible chassis components and magnesium pieces wherever possible in the engine. (The engine itself weighs about 240 lb.) The touring fiberglass, Pro-Link system, wider wheels, new brake discs, heavier fork tubes and a variety of other small changes have all driven the weight of the CBX up to 662 lb. with half a tank of gas, as compared with 605 lb. on the unfaired 1980 model.

While handling hasn't been hurt by the changes -- the new bike handles better, if anything -- but of course quarter mile times and top end are down compared with the bare bones version. The '81 CBX ran through the traps in 12.13 sec. at 109.84 mph with a speed after one half mi. of 124 mph. Our 1980 test bike did the quarter in 11.93 sec. at 114.06 mph and ran out to 129 mph.

In the real world of riding that isn't much of a loss, especially measured against the chassis improvements and the utility of the touring package. No owner of a new CBX is going to climb off the bike and shake his head, mumbling about the sorry lack of power and excitement. The bike can count itself among the small handful of machines capable of transporting a current license plate from one point to another about as fast as you would possibly want to go.

Quarter mile figures are not the end-all here. Few bikes can pass a slow-moving train of cars, trailers and campers on an uphill mountain road with such total impunity, then brake hard and dive into the next corner with such self-assurance. The combination of turbine-like power and effortless high speed handling allows the CBX to sift through slower traffic on winding roads with almost casual ease. In this sense it is a true GT machine. It will deliver its rider to his destination in reasonable comfort, regardless of straight or meandering pavement, minutes and hours sooner than the other poor mortals on the road have come to expect from their own, lesser machines.

The trade-off here is the undying attention and devotion of men who drive squad cars, the pain of transfering $5495 from savings to checking (or worse, from the Friendly 18½ percent Loan Co. to the dealer) and the pleasant confusion of attracting a small crowd wherever you park the bike.

But for the person, or persons, who like to travel quickly with a particular flair and style the cost of a radar detector, the loss of mere dollars and the occasional explanation of the bike's virtues are all worthwhile penalties for enjoying the sweet road music of six cylinders.


List price $5495

Engine dohc Six

Bore x stroke 64.5 x 53.4mm

Displacement 1047cc

Compression ratio 9.3:1

Carburetion (6) 28mm Keihin CV

Air filter paper element

Ignition inductive electronic

Claimed power na

Claimed torque na

Lubrication wet sump

Oil capacity 5.8 qt.

Fuel capacity 5.3 gal.

Starter electric

Electrical power 350w alternator

Battery 12v 12ah

Headlight 55 / 60 quartz

Primary drive Hy Vo chain and gears

Clutch multiplate, wet

Final drive 530 chain

Gear ratios, overall:1

5th 5.49

4th 6.35

3rd 7.36

2nd 9.26

1st 12.91


Front air assisted coil

travel 6.3 in.

Rear swing arm / air assisted monoshock

travel 4.1 in.


Front 3.50V- 19 Dunlop F11

Rear 130/90V- 18 Dunlop K127


Front (2) 11.5-in. disc

Rear single 11.5-in. disc

Brake swept area 240.9 sq. in.

Brake loading (160-lb.rider) 3.4 lb./sq. in.

Wheelbase 60.4 in.

Rake/Trail 29.5°/4.7 in.

Handlebar width 29.5 in.

Seat height 32.5 in.

Seat width 9.5 in.

Footpeg height 12.5 in.

Ground clearance 6 in.

Test weight (w/half-tank fuel) 662 1b.

Weight bias, front / rear, percent 47/53

GVWR 1050 lb.

Load capacity 388 lb.


Standing 1/4-mile 12.13 sec. @ 109.89 mph

Top speed in 1/2 -mile 124 mph

Fuel consumption 41 mpg

Range (to reserve tank) 188 mi.


0-30 mph 1.9 sec.

0-40 mph 2.7 sec.

0-50 mph 3.6 sec.

0-60 mph 4.6 sec.

0-70 mph 5.5 sec.

0-80 mph 6.6 sec.

0-90 mph 7.8 sec.

0-100 mph 9.6 sec.

Top gear acceleration:

40-60 mph 4.3 sec.

60-80 mph 4.9 sec.

Maximum speed in gears:

1st 57 mph

2nd 78 mph

3rd 100 mph

4th 116 mph

5th 135 mph

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