honda cbx550f

The Honda CBX550F was voted 'Machine of the Year' when it appeared in 1982. So why did Honda drop it so quickly?

From the moment that I released its clutch to pull away, the CBX550F2 felt so lively, sweet-handling and capable that I was immediately transported back to the first time I rode one. Back to a summer day, a quarter of a century ago, when Honda’s new four was the best, most complete middleweight that the world had yet seen.

That day in June 1982 certainly started well. I can still recall my excitement at setting off on the shiny new Honda on a sunny morning. The bike’s neat half-fairing, stylishly angled exhaust downpipes and compact design added to the promise of its impressive specification. Speeding up the A5 to the MIRA proving ground, I hugely enjoyed the CBX’s blend of rev-happy performance, fine handling and weather protection.

The Honda’s 118mph maximum through the MIRA timing lights was good rather than outstanding, but the CBX seemed like a superbly quick and practical machine that combined style, speed and technical innovation to take middleweight motorcycling to new levels. Then suddenly the CBX was gone: commandeered by my editor, who arrived at MIRA in his company car on his way to the Isle of Man TT – a trip that he was continuing with the Honda. Some swap: while my boss caned the CBX away towards Liverpool and a week of high-speed fun on the Island, I was left to drive home in his dull Ford.

Unfortunately for Honda, my own initially promising but ultimately disappointing experience with the CBX would end up reflecting the bike’s impact. Following its introduction the striking new four charmed almost everyone who rode it, and looked poised for lasting sales success. Then rumours began to spread regarding serious engine problems. Soon the word was out that if the CBX’s camchain tensioner didn’t fail then its engine or clutch bearings would. Motorcyclists’ opinions quickly changed, and CBX sales stalled.

COMPACT ENGINE
All of which was a shame, because when the CBX550F2 was running reliably it was every bit as good as my first fleeting ride suggested. The 550F2 was compact because it was a development of the Japanese-market only CBX400. The enlarged, dohc air-cooled engine got its 572cc capacity from fairly over-square dimensions of 59.2 x 52mm, suggesting a liking for high revs, and produced its claimed 62bhp maximum at a heady 10,000rpm.

Honda kept the engine compact by using a very small sump, supplementing cooling with an oil cooler below the half-fairing. Service intervals specified an oil change as frequently as every 2000 miles, plus a new filter with every second change. At least the CV carbs and electronic ignition promised low maintenance, while the exhaust system gained style marks by sweeping diagonally across the engine in a similar way to that of Honda’s much-loved CB400F.