- The ignition system requires a special degree wheel with cutouts be used for adjustment, like a pushrod Triumph twin
- There are two cam chains in the CBX engine, two cam chain tensioners also
- The CBX1000 is high-maintenance, as illustrated in its 4,000 mile interval complete service requirement
- The twin-shock models have "blueprint-fitted" valve buckets
- The valve shims are marked only nominally in 0.05mm steps, resulting in actual 0.02mm incremented shims
- Removing the valve cover makes a mess despite the manual's directions to lean the bike beforehand
- The choke cable does not install intuitively and incorrectly installed it negatively affects the engine idle
- The alternator drive coupling is a badly-engineered system designed to fail but is easily corrected
- Honda has run out of most of the replacement parts for the CBX, there is very little that is available
- All years of the US market CBX have a very adequate 350-watt alternator, which is more powerful than that of the GL1100
- Due to incorrect tightening sequence, nine out of ten CBXs have damaged main engine hanger threads
- The CBX is one of the last of the "windy", peakily-tuned Hondas
- With only a moderate tuning effort, this characteristic can be greatly reduced
- Synthetic oil, even just too-heavy petro oil, can cause the starter clutch to malfunction
- The cam chain tensioners adjust best without the engine running
- The onboard voltmeter is more style than substance
- The carburetors intimidate many, but they mostly just demand your being extremely meticulous when rebuilding
- The tach drive gear must be removed before removing the valve cover or the bearing will break
- The twin-shock cam end cap screws seize, the Pro-Link screws don't
- The carburetors' fast-idle mechanism allowing for convenient warmup is usually misadjusted
- This mechanism is adjusted one way on 79 models and a completely different way on 80-82 models
- The CBX valves are significantly worn by just 15,000 miles due to compromises in materials
- With this and other glitches expect the average CBX to exhibit only 130-140 psi of its original 170 psi compression
- CBXs are thus universally, through wear and tuning deficiencies, some 15hp down on power
- This can be recovered through a top end rebuild and some tuning, resulting in a documented 40hp overall gain
- Some of the power loss is attributable to very worn cam chains which retard valve timing
- The clutch and front brake levers are, oddly, posed at very different distances from the handlebar
- This is easily and inexpensively corrected
- The CBX's rear brake disc is huge to accomodate American riders' inexplicable preference for rear braking
- Aftermarket valve cover gaskets are false economy, being flimsy and squishy
- The CBX carbs hold 300ml of fuel, yet due to their angle on the engine less than 200ml can be drained
- The twin-shock models' ignition boxes' potting dissolves over time, the Pro-Link ones don't
- Unfortunately, though aftermarket ignition boxes are available, their long-term reliability record is not the best
- A ticking sound in the top end of a twin-shock engine is often caused by loose-fitting cam joints
- Special aftermarket oversize cam joints are available for these models
- The Pro-Link rear shock is a surprising performer, despite being low-tech and defectively-manufactured
- Forgetting the steel reinforcement plate when rebuilding the front brake master cylinder will cause it to leak
- The CBX's electrical connectors self-destruct but this can be overcome and even prevented
- The CBX engine runs so hot the fuel in the carbs evaporates in a very short time when the bike is parked
- The CBX's heavy mufflers rust from the inside-out though this is preventable
- A Dyna S ignition fitted to the CBX must be modified during install or the engine will overheat
- CBX riders learn to not expect fuel economy greater than 35 mpg
- This is because the CBX1000 engine is actually liquid-cooled--that liquid is gasoline!
- Due to the CBX's somewhat unique oil level checking procedure, this engine is often under-filled
- The alternator's copper slip rings are soft and will be damaged if aftermarket brushes are used
- The CBX is famous for bending the number one connecting rod as a result of cylinder hydrolock
- A bent rod can break and hole the engine crankcases, and many engine cases were replaced in the early years
- A vacuum valve fitted to the 80 and later models is designed to prevent this hydrolock
- The 80 through 81 vacuum-oprated fuel valves are not rebuildable
- A special vacuum valve was offered retail as a retrofit to 79 (78 Euro) models
- Be careful: a shorter height battery puts the positive cable very close to the frame
- As of 2022, a proper cylinder head rebuild costs $2,500, a complete top end done correctly $12,000-$15,000
- A factory cylinder head gasket, when one can be found, costs more than $200
- Expect to spend between $1,000 and $1,500 to have the carburetors properly rebuilt
- Hard starting on the CBX is often caused by a partially failing (high resistance) neutral switch
- The Pro-Link air filter is a better part than the twin-shock item and is retrofittable
- When reassembling this engine, the right side cams are installed first, then the left side cams
- If the left side cams are put in wrong, the cam chain will break due to the choppy, uneven cylinder firing order
- This engine's cam bearing bolts are often overtightened due to a misprint in the official manual
- An alternator conversion is available but its sole real-life benefit is longer brush life
- The front brake master cylinder is often assembled incorrectly when it is rebuilt
- A kit to convert US models to the Euro models' sportier bars and pegs orientation was available from the factory
- Parts can be had on the aftermarket with which to convert the Comstar wheels to old school wire wheels
- Due to intake anamolies, traditional hot-rodding is ineffective in this engine, thus turbocharging is popular
- As with most motorcycles, the CBX drive chain is almost always tensioned too tight
- The crankcase fume distillation box should be removed to preserve the cleanliness of the carburetors
- The OEM valves are long discontinued
- The aftermarket replacement valves are very low quality, and more importantly, can't be "tipped"
- Synchronizing CBX carburetors is an art and one of the quirkiest aspects of this iconic machine
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