Talk:Honda CX series

Mergers
There was a merge proposal of this article with Honda CX500. I changed that to a merge propoal INTO this one. Hope proposer doesn't mind? Also propose merging in articles on Honda CX500T and Honda CX650T. If no comments in next few weeks, I'll just do it. None of the mergefrom articles have much meat. -Bernard S. Jansen 00:46, 20 November 2006 (UTC)
 * I'd say go for it right away. The tags have been up there for months. Radagast83 07:04, 23 November 2006 (UTC)

Neutrality
As someone has noted, this article is not very neutral. Nor are the articles on the 500, 500T and 650T. I plan to make some 'neutralising changes' over time, probably separate to the merger. Please help by keeping the emotional language out. I love my CX as much as the next person, but in this article it's just a machine with cold hard facts. -Bernard S. Jansen 00:48, 20 November 2006 (UTC)

Power Train
The following sections have been removed from the power train section. They appear to lack neutrality, and don't add much factual content. Feel free to modify as appropriate and re-insert into the body:

No more abused knees, and now the engine produced a pleasant lower-frequency purr that still exhibited little in the way of objectionable higher-frequency vibes. Bernard S. Jansen 06:41, 20 November 2006 (UTC)

Having sorted that out, the CX commands the respect of thousands of delivery-service riders in England and Europe to this day. This type of use is the most punishing sort a motorcycle can be put to. Bernard S. Jansen 06:41, 20 November 2006 (UTC)

That these bikes can be dropped, hit, abused, neglected, left out in the weather, ridden hard cold and put away hot, and still come back for more after almost thirty years is a testament to Honda's careful research and development, and the way they overbuilt these bikes. Bernard S. Jansen 06:41, 20 November 2006 (UTC)

The CX500 and 650 Turbos were the best of a handful of turbo bikes the Big Four Japanese manufacturers produced in the early and mid 1980s, and the European market received naturally aspirated 650s that were similar to the Turbos in their aggressive visual style. Bernard S. Jansen 06:41, 20 November 2006 (UTC)

The bullet-proof reliability of the CX lives on in the ST as well, as the ST dominates reliability and satisfaction ratings across several classes of motorcycle. Bernard S. Jansen 06:41, 20 November 2006 (UTC)

The experience of feeling the CX650 Turbo come on full boost under hard acceleration has been likened to the Millennium Falcon's jump to lightspeed. A sense of anticipation, a feeling of great things developing deep in the inner workings of the machine, a moment of theatrical pause and then... POW!!! An explosion of light and sound, and a lot of blurring at the edge of your vision. Bernard S. Jansen 06:41, 20 November 2006 (UTC)

I don't see anything in the "Living with a CX" section that adds factual info from a NPOV. Therefore, I'm moving it in here:

Living with a CX
Relaxed chassis geometry and easily modulated clutch and throttle make these bikes very friendly and willing partners for new motorcyclists. Most maintenance is easily performed by the home mechanic due to engine and chassis layout. They make an excellent city bike, and are comfortable to ride for day trips or short sport-touring excursions to the next state. They produce a sound at idle and underway that is unmistakably V-twin, yet unique to this bike. Original equipment mufflers are not objectionably loud, but do give notice to surrounding cars when you accelerate aggressively. Power builds in pleasing linear fashion from idle to redline, with 7,000-10,000 being the sweet spot for passing dawdling traffic. Looking at hard numbers, the approximately 6.5 second 0 to 60 mph time doesn't impress. By any modern standard it is not a fast bike. But open her up in the first 3 gears, and it seems that she's having so much fun trying, that you just wind up having fun too! The bike is maneuverable, though a bit heavy at parking lot speeds, and displays no unpleasant behavior. It will not bite you out on the road without giving you ample warning, long as you treat it with respect and a gentle hand - though very tolerant of small rider errors, earlier versions simple chassis' are easily confused by unnecessarily abrupt input and respond best to smooth control. Forty-five mpg plus is easy on the wallet, and Honda continues to support these stalwart machines from the parts counter at your local dealer. An excellent second-tier training motorcycle or a pleasant ride for the more experienced motorcyclist, this unassuming and modest bike is a prime illustration of the "under-promise and over-deliver" philosophy. Along with its bigger siblings in the CB and GL lines, the CX helped cement Honda's reputation for building a great bike.

My two cents' worth: This Living With segment is extremely accurate, and represents what sold me my CX in the first place, over and above a GS550, which while probably being a better bike, just didn't provide the sensual pleasures of the VTwin, nor the light manoeuvrability of the narrower CX's tyres and steeper steering angle. I ride to relax, I have enough stress in my life already, and not many bikes are as calming to ride as the CX. If only I'd kept it...bugger! Martiin Buck, NZ--219.88.117.12 07:36, 27 January 2007 (UTC)

This section would have to be encylopedic. It's very hard to bash a section like this into shape -- I expect that we'd need references to motorbike reviews, etc. Feel free to start the process! Bernard S. Jansen 00:00, 30 January 2007 (UTC)

(moved from top)
Congratulations on giving such a great bike a full article. I owned several of these during the 90's (Couriering in London) and would like to propose one or two additions: The alternator stator fails at approximately 20,000mile intervals, every time. This can be cited from a magazine like Classic and Mechanics (UK) if required. Also, as much of a fan as I am of these wonderful bikes, the hyperbole about the Turbo series will surely attract the attention of flaggers before long. Another minor point is that there are now maybe 30 or so CX's left in service in their original role as courier bikes in London, the numbers dropped off sharply after Honda stopped making spares in around 2000, a sad fact, but none the less a fact. They were indeed ubiquitous at one time, but are now a rare, eccentric choice for the traditional "Biker" type of courier. So the statement that there are thousands sadly needs to be relegated to the past tense. I look forward to helping to improve this article. —The preceding unsigned comment was added by Sle (talk • contribs) 09:09, October 30, 2006 (UTC)

Short but quite tall?
"This keeps the engine short but quite tall."

What does this mean? —Preceding unsigned comment added by 71.81.199.33 (talk) 21:59, 9 April 2011 (UTC)
 * The longitudinal dimension of the engine/transmission unit is relatively small (i.e. short), while the vertical dimension is relatively large (i.e. tall), in comparison to twins of similar displacement, and in comparison to the dimensions the engine would have if the transmission were behind the engine instead of under it. --Dennis Bratland (talk) 23:55, 9 April 2011 (UTC)

Can only be started with the start button?
I know from personal experience this is entirely false for the later TI ignition systems from 81-ish on (all GLs had TI, CX Custom was an 81 mid-year change?). No they don't have kick but they're relatively easy to bump start--rode one that way daily for 6 months, lol.

Have never owned an early CDI bike so can't vouch for what they do when pushed.... but in general I've never seen a carburetor + manual engine you couldn't push start.

The "separate electrical system" thing applies to the CDI bikes but not the TI bikes--The CDI might run with a flat battery, the TI definitely won't. — Preceding unsigned comment added by 72.207.74.69 (talk) 09:05, 11 October 2021 (UTC)

Honda cbx, what does the CBS stand for
What does the CBx stand for on the Honda cbx motor cycle 2600:387:B:9A2:0:0:0:18 (talk) 22:23, 21 November 2021 (UTC)