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Could've done with more music produced by the bike and less overplayed rock? I kept trying to hear the bike, but failed, due to the music track playing over the vid!😢

That sounds as gorgeous on the overrun as it does on the pipe!

What awful roads you have in the UK. I half expected Mr. Hewes to pull out in front of you in a Chieftan tank.

Great to see some content being generated..well done lads. Look forward to some track day content next year.

Road one back in the 1980's with a 6 into 1 exhaust and no baffle - had residents stopping me in the road to complain about the noise. Complain???? Best sound I ever heard on two wheels 🤣

Good on you lads 👏

Sounds bloody amazing 👍👍👍👍

It’s really a torque limiter I guess my FZ 750 has the alt behind the cylinders the only clutch it has is a starter clutch …. Yes I know poxy place to put that so I rekitted mine with new springs ( they shorten) plungers and rollers

Thank you! I understand now how series manufactured bikes are so affordable…That is a lot of Craftmanship only on the Frame.

Great video

So all you did was disable the clutch from working. A much easier and less time consuming method would be to drill three holes through both plates and install dowel pins.

I'm a new CBX owner and I'm still figuring out all of its idiosyncrasies. Why does it require a slip clutch here when all other bikes drive the alternator directly off the crank end? Did they determine that the mass of the alternator wasn't good for the Hy-Vo chain? Or maybe the pulsing effect of the windings? There are lots of bikes that can rev harder and quicker than the CBX and drive off the crank directly so I'm sort of curious.

At 00:23 I noticed that you did not use the same number of digits after the decimal point. See cell D-16. This leads to confusion and is easily fixed. Just select a column and click the buttons to add or remove digits. I had a Honda CBX-1000 Prolink from 1082 for 23 years. Sold it 2 years ago. The last time I removed the sump it still looked perfectly clean. Your bike was most likely very poorly maintained. The sump and internals of the engine casing look very dirty. Nice video!

Bonjour . avez-vous fait une suite a la construction de cette moto , bravo , que du plaisir .

Amazing work as always !! May I ask what shock is that ? I have a Martin swingarm that I want to adopt to an 81 frame.

Again: wonderful coverage of this real life project bringing the various parts collected of this icon together. With the given difficulties on hand: truly remarkable and great to look over your shoulder. Fantastic!

Wonderful insights. Cheers

😍😍😍😍😍😍

This is a very specific issue indeed! It has a simple genesis, in that the CBX can increase revolutions at a ridiculous rate. Allowing the alternator to slip during these transitions is a need best suited to racing conditions. Riding my two CBXs back in the day, rapid shifts were the order of the day in the twisties. I pulled the alternator in the course of service, at low miles, and discovered several things. Most important, the steel clutch was significantly scored, and my first thought? Yes, where did those wee bits go? I had to split the cases on my 82 due to a hydraulic lock issue, and with that dual oil pump available, of course I took her apart for examination. Pitting in the impeller gears. Bingo, I knew the source. My solution was to be kind on those throttle transients. My thought at the time was to properly fit the floating disc with a bonded friction material on its face. Mind you, this was back in 1984! This has worked for wet clutches very well since Moses was still in office. This alternator, a real automotive design with a DC field coil / rotor, is different from the norm, in that it has a radial armature / commutator, with two concentric sweeps of copper contact for the armature. As such, the brushes wear more rapidly. Care to guess why Honda fitted a voltmeter in the center of the cluster?

Hello again! I forgot to mention it, the CBX suffered from hydraulic lock risk after being parked, if the carburetors had one of the float bowls leak fuel into the intake. Honda fitted a vacuum operated valve that functioned as a security measure, inline with the fuel supply. Well, I had a dual failure I must assume. This was my 1982 bike. On starting, I heard the catastrophic delay as the engine cranked over, followed by a loping idle! This was in 1984. The number one connecting rod was bent indeed! Well, that new engine was completely disassembled in the process. I still have this connecting rod. I showed it to a friend who did electroplating for me. I joked, I should gold plate that rod, I was so glad that I did not lose the engine over this failure. It's visibly twisted in an "S" curve. Well, to this day, I have a brilliant gold plated CBX con rod, emblazoned with the factory number 422 on the side. The crankshaft received some serious love, because I had a friend who built and balanced racing crankshafts. Well, he went above and beyond! The entire crankshaft has lovely swirl patterns on the counterweights, and the assembly was nitrided when complete, a lovely black assembly. It looked so nice, I rode the 1981 for a few weeks instead, and displayed the crankshaft in one of my display cases in the showroom (I had a motorcycle shop in the 80s).

Hi, what material are this pads made ?

Removing the powder coating at the engine mounts also allows a good electrical ground.

sadly had to sell my cbxz it just got too heavy for me sad selling it .

Good morning, I definitely have the knowledge and tools to do the job, can you tell me the price of the glue and the friction disc.

Learned a bucket load.

I got tired of the alternator chirp on my 1979 CBX and did something similar in the 1990's. I machined both friction faces such that a piece of free floating friction material of smaller diameter would be captured by the flange that I left on the drive faces. The other mistake that I saw on friend's CBX's was that the fiber washer under the spring had gone missing and that many used springs were considerably shorter than a new one. The heat fatigued them. I bought my 1979 CBX in 1992 with a hole in the cases where a rod went through. It was an early engine that had straight case studs unlike the ''rifled'' ones that followed. There were 2 other bent connecting rods in the engine as well. I presume that the engine had ''hydrauliced'' from fuel overflow while on the side stand. I found another troubled engine and managed to assemble one good running engine from the 2 broken ones. This was my very first motorcycle engine overhaul. It's definitely not a beginner's engine. The bike got an 1100F Honda front end, wheels, brakes and swing arm. I also added the 1100F bikini fairing. It started out as a terrible mess and became a reliable bike. I put on many miles on it in California, Nevada and Oregon with the CBX Club. Your alternator slip clutch is very elegant and looks to be a better trouble free design. Great job!

Did you-tube stop the comments on your carb overflow tubes video.? i have never heard of overflow tubes (brass) cracking like this and cant understand why they would crack.If you know, elucidate me. ..Cheers..!

If the Bush in the primary shaft is loose should you replace it.?

Hi thanks this is a great video I was wondering where I could get hold of the clutch plate and glue I have the skills and equipment to do the repair any help would be appreciated thank you

Very good! Subscribed! Just bought a CBX (not in a good condition...). First thing I'll have to do is to check (balance) the carbs and then check valve clearances. I assume it can be done in a "home" garage? Regards!

Hi, I would also like to implement this solution on my ProLink alternator and have a few questions about it, but they do not go through to the email address given.

I bet that smells great.

Believe it or not ... my CBX 1000 /78 ride more vibration free than my new GL 1800/2018 !!!

Belgium 1978 --- Those days really were !!! Carbs ...The problem ... at a standstill on the side stand. The cylinder n ° 1 = filled up with gasoline at an overflowing carb. Consequence connecting rod bent and cracked cylinder head!!! After a while and after several mechanical problems, Honda dealers who selling CBX's 1047 motorcycles asked their customers to turn the engine to their center position-stand after use, and ... VERY important... to close the gasoline tap! Stay Safe.

Hi Cary, Can you tell me where i can buy? I canno t find it. From the video i can’t see the details of the label Best Max

In response to your question "alternator slip clutch". In 1978 and 79 ... in Belgium (Circuit Jules Tacheny à Mettet and Circuit Nivelles-Baulers) I did some Castrol races with the CBX 1000, XS 1100, GS 1000 etc. All bikes were mandatory street productions motorcycles for the races , sometimes 4 hours and sometimes 6 hours races. Sort of like endurance competitions, short term! Together with Honda technical personnel involved in the CBX project (end of 1979). The only reason for the use of this alternator slip clutch = for temporarily more engine pulling power, the alternator does not rotate at the same time during heavy acceleration. This was certainly one of the reasons that the CBX accelerated faster after every corner than any other bike at the time ... it's not just weight that counts, especially on a dry road surface the CBX 1000 was unbeatable in those times.

Hi, This is extremely helpful as i’m almost finished my CBX restoring. Where i can find the friction plate, please?

HI ...OK. You are certainly the specialist here, clearly explained, I can only have respect for such a person, I do not always think about that ... but I can show myself very grateful, also to the team and the designer Shoichiro Irimajiri of the Honda CBX 1000 it is always a pleasure to drive the CBX 1000 especially here in Europe, even really basic there is nothing that disturbs me, still today it remains my favorite bike, even now after 42 years and driven them all over Europe I can say... what an beautiful adventure. I love this motorcycle, Stay Safe.