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Randakks Cycle Shakk

Posted on Tuesday, September 30 @ 13:58:15 EDT by administrator

News The September issue of the U.K. publication “Classic Bike” features a nice “Buyer’s Guide” article about the Honda CBX. The author is John Wyatt, “who bought his CBX in 1980 and owned one ever since”. He is the boss of “Rising Sun Restorations (and) also restored several and has carburet(t)or overhaul down to fine art” His advice for someone who wants to keep a CBX looking as good as the one in the pictures is “Strip ‘em down and really clean them every five years” Some of the interesting details: Quote: What you get for your money: £1500 - £2500 ratty runners £2500 - £3500 Useable bikes probably with aftermarket exhaust but original paint. Expect to have to do work, especially on the carbs of imported machines. £3500 - £7000 Varying degrees of excellence. At this money you should get an original exhaust system, good paint and mechanical peace of mind. Really excellent bikes fetch top money. They seem expensive but cheaper bikes may end up costing more in the long run. Apparently new bikes still in their crates do exist. These prices relate to Z and A models. B and C models aren’t wort nearly as much. Expect to buy a good B or C model for £2500, but remember that maintenance and overhaul cost are the same. Unquote. Currently, the U.S. Dollar is at approx $1.65 per £ Sterling, which would make some of these prices rather hefty. But remember, this is very market specific. The CBX may be a little rarer in England than in the U.S. The author claims the most significant cause of problems are the carburetors and continues with some “Yankee bashing” by insisting that US imports supposedly are especially prone to problems. Further he claims, that top end noises may be caused by a jammed top camchain tensioner or wear in the Oldham couplings. Worn swingarm bearings or badly set-up steering neck bearings are being blamed for potentially bad handling. Most of the buying tips are good, sound advice, that apply to the purchase of any bike. It is funny though, how he repeatedly recommends to use caution when looking at import bikes and "assume they need a complete carb overhaul" He probably thinks we do not know how to use carb synchronizing equipment in the U.S. Quote: "Avoid tuned bikes. To keep the weight of the six to a minimum there is no surplus metal in the engine. Tuning encourages the con-rods to attempt escape through the engine cases" Unquote. As "top CBX tips" are being listed: -Change oil at 1000 mile intervals and filter at 3000 miles -Change hydraulic fluid every year. -Pay close attention to cable routing -Plastic swingarm bushings are a weak spot -Fit a five-row oil cooler to early model -Don't leave fuel in the carbs if bike is to be left standing -Use genuine Honda brake pads. Some aftermarket pads will destroy the discs -Keep a check on the side panel rubbers or risk losing a panel -Seats split -Retro fit the vac fuel tap from later models to the Z or turn off the fuel when using the sidestand otherwise.. -From the A-model, power was reduced to 100hp by using different ignition components. These can be substituted for earlier parts or with a system from Tim's CBX in New York (if it was just that easy) The article has some nice pics and other good information which is worth filing

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