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Honda CBX 750F

Make Model	Honda CBX 750F
Year	1983 - 84
Engine	Four stroke, transverse four cylinders, DOHC, 4 valve per cylinder.
Capacity	747 cc / 45.0 cu-in
Bore x Stroke	67 x 53 mm
Cooling System	Air cooled
Compression Ratio	9.3:1
Induction	4 x 34mm CV Type carbs
Ignition	Full transistor
Starting	Electric
Max Power	93 hp / 67.8 kW @ 9500 rpm
Max Torque	70.6 Nm / 52 lb-ft @ 8500 rpm
Clutch	Wet multiplate
Transmission	6 Speed
Gear Ratio	1st 3.00 2nd 2.235 3rd 1.750 4th 1.434 5th 1.240 6th 1.115
Final Drive	Chain
Frame	Tubular steel duplex cradle
Front Suspension	39mm Air assisted forks, rebound adjustable,
Front Wheel Travel	150 mm / 5.9 in
Rear Suspension	Pro-link, 3-way rebound damping adjustable
Rear Wheel Travel	115 mm / 4.5 in
Front Brakes	2x 280mm discs 2 piston calipers
Rear Brakes	Single 280mm disc 2 piston caliper
Front Wheel	Six spoke Comstar
Rear Wheel	Six spoke Comstar
Front Tyre	110/90-V16 Tubeless
Rear Tyre	130/80-V18 Tubeless
Dry Weight	215 kg / 474 lbs
Wet Weight	241 kg / 531.3 lbs
Fuel Capacity	22 liters / 5.8 US gal
Consumption Average	34 mpg
Standing ¼ Mile	12.1 sec / 111 mph
Top Speed	131 mph

The CBX750, or RC17, also called CBX750C Horizon, CBX750E, CBX750F, CBX750G, CBX750P, is a Honda motorcycle sold primarily in Japan, Europe, South Africa and Australia. Manufactured from 1984 to 1988, the CBX750 was developed from the CB750, in parallel with the VF750, a wholly new design. It is also used by motorcycle police in Malaysia, Singapore, Hong Kong, Turkey, Gibraltar and Ireland.

The release of the CBX marked the end of 15 years of uninterrupted CB750/4 production, involving countless revisions, new engines and updates. Honda were the first to launch an inline 750/4 - the original superbike -back in 1969. It used a SOHC, eight valve engine and produced 67bhp. For comparison, the CBX750 features a DOHC, 16 valve engine and produces 91bhp.

The CBX differs from its many predecessors in some significant ways. The top end of the motor is remarkable for employing hydraulic tappets, hardly a new idea (Harley-Davidson have used them for decades) but unique on a Japanese production motorcycle. The advantage to the owner in not having to set 16 valve clearances is obvious. Honda have added thin-stemmed lightweight valves making for less reciprocating weight.

Weight saving and compact design are in evidence everywhere on the engine. Its width was reduced by placing the big 320W alternator behind the cylinders instead of spinning on the crank end. Height was reduced by making the sump shallower and redeploying the front frame tubes as oil carriers, a novel redistribution that actually increases the total oil capacity. Finally, Honda pruned the engine length by dispensing with the jackshaft between crank and clutch. Primary drive is by direct gear from the crank; one of the crank webs has been turned into a gear pinion.

Engine performance is marked by smoothness and excellent tractability. The CBX makes good low-down power aided by some low gearing. The mid-range is a bit flat and lacks snap but acceleration is very healthy at the top end, above 8,000rpm. The bike is so smooth and uncannily quiet at speed that Honda deemed it necessary to fit a rev limiter that cuts in at 10,800rpm.

The engine's compactness means that it can be mounted lower in the frame, partially compensating for its inherent top heaviness. The steering is very quick, and handling and roadholding are exceptionally good for a bike of this size and weight.

The CBX is genuinely flickable, largely because of its low frontal area and careful weight distribution (48.6/ 51.4 front and rear). It is stable up to top speed though the smart and sleek half-fairing is more of a sports cockpit than a touring windcheater. The dual headlights are a bonus for any road user, 120W of sharp illumination on dip or main beams.

the bike is a shade quicker and more powerful than the V4 VF750 which was also released early in 1984.

      In 1983, Honda replaces the Honda CB 750 FC by 
      a new model, CBX 750, even more oriented sport. This model comes in 
      addition to the VF 750 S 4-cylinder V-giving birth to the line of VFR. 

      

      The CBX 750 catches the eye with these wheels Comstar black, black engine, 
      its line of black and chrome exhaust (a four in both), its top fairing of 
      his shoe, and his two square headlights. The line is similar to that of 
      the VF 750. 

      

      Its engine is derived from the engine of CBX 650. In this engine, it 
      retains the dual cam shaft and four valves per cylinder. The displacement 
      of 750 cm3 was obtained by increasing the bore (from 60 to 67 mm) and a 
      decrease in the race (from 58 to 53 mm). The carburetors have gone from 32 
      to 34 mm in diameter, but the compression ratio was reduced to 9,3:1. This 
      engine is very compact with the postponement of the generator behind 
      cylinder block. Also to have a more compact engine possible, the frame is 
      used in part as a reservoir of oil. This has reduced the size of the oil 
      sump and thus to install the engine very low in the frame, but also 
      contributes to better oil cooling. 

      

      Another typical engine of its low maintenance. In addition to the 
      electronic ignition, Honda has equipped the engine of a remedial hydraulic 
      valve. 

      

      The finish is the machine is good. The scoreboard is integrated into the 
      upper fairing and includes a counter, a tower, a voltmeter and a fuel 
      gauge. 

      

      If at its output, the machine could be classified among the 750 
      successful, Suzuki will dethrone quickly with his GSX R 750. To follow 
      this course to radicalization, Honda fate in 1985 CBX 750 F-II or Bol d'Or, 
      whose main developments concerning the replacement of the fairing Top of 
      hoof and a full fairing, completely obscuring the engine. It will however 
      be marketed until 1987. It was not until 1992 to see again a 4-cylinder 
      in-line 750 cm3: the Honda CB Seven Fifty.