Why the hell would anyone really need 6 cylinders and 24 valves, in an engine the size of a large suitcase? I don't think anyone answered that question at the time, but the CBX was a fantastic bike nevertheless. Another bike that lost its way a bit with the later "B" models, but the originals were amazing machines, and almost practical to own. A bit thirsty maybe, but if you could afford one at the time, sub 30 mpg didn't really matter that much. I never saw one raced, but I am sure someone must have tried it. I know that Motor Cycle Mechanics Magazine thrashed one round Snetterton Circuit for 24 hours without any problems, and it only took the usual consumables like tyres and fuel.
The CBX idea came from the multi cylinder race bikes of the 60's, like Jim Redman's 250-6, and the 125-5, but it came at a time when there was a lot of uninformed concern from the external press about powerful bikes. Wonder what they would make of Suzuki’s new Hayabusa, or Kawasaki's ZX12R? Anyway, all of the manufacturers toned down their machines for a while afterwards. With that engine spec, 105 BHP was really on the low side, and there must have been a hell of a lot more to come if Honda had continued development.
I remember seeing a CBX 1000 parked next to a stunning Vincent 1000 twin, again at Snetterton. The contrast between the two litrebikes could not have been more complete. The CBX had a very loud 6 into 1 pipe on it, which could be heard several counties away, and I remember how everything seemed to stop while the rider "warmed up" the engine. Music - almost certainly illegal, but definitely music.
Lottery choice? An original CBX in that dark metallic red.
CB900
Pity this was launched at the same time as the CBX, as it disappeared into its big brother's shadow. In reality, the 900 was a better real world bike, and wasn't that much slower than the CBX. Honda made a good stab at addressing the traditional failings of Japanese bikes with this one. It is worth considering just what Honda did with this launch of new bikes. Until that point, their range of bikes had been worthy but a little dull, rather a let down from the initial excitement of the first 750-4. Their "Superbike" was the Goldwing, so the CBX was quite a shock.
Updates of the original 750 had been largely cosmetic, so the launch of the CBX, the 900 and the new 750 was important. I think the 750 came a bit later, and proved a let down ( it was a bit on the lardy side), but the 900 introduced a 16 valve twin cam engine, tubeless tyres on "Comstar" wheels, and more suspension adjustment than had previously been seen, though still dual shock at the back. Sharp "Euro" styling suited the 900 far more than the smaller 250/400 twins, and with aircraft style clocks and really neat standard rearsets, it looked the business. I can't recall if the 900 had adjustable front suspension, but the rear shocks had variable damping as well as the usual adjustable preload. Honda called the system "FVQ" which the fast boys reckoned stood for "Fade Very Quickly"! Still it was a start.
The 900 was another handy proddy racer, able to run close to the Jota's and Ducati's, but not quite powerful enough for regular wins. A later fully faired model, the F2B, ("Far 2 Big") was slower, so Honda needed something a bit stronger. Their answer was the CB1100R, which did the trick for a while, but Kawasaki's GPZ900 Ninja was just around the corner. I am surprised there are so few 900's around now. I couldn't remember the last time I saw one, but then I parked next to one last week, and I have seen two more since!
My lottery choice - the original, unfaired 900 in blue or black.