(cont), (not that there are many) but their forward positioning limits the width of the rider's view of what's behind. The fairing also has useful though hardly voluminous pouches built into each side. The right compartment locks and the left compartment (so we gather from the manual) are supposed to hold a lockable security chain similar to that on the XJ650 and other Yamahas. Our chain was missing. The pouches become more important when you realise there are few places on the back of the Six to attached rubber straps to. Because of moulded wings and other finery around the tail, the only place for carrying touring loads (aside from a tank bag) is the pillion seat. So if you tour with company the panniers become less of an option and more an essential. Compared with other tourers or sports tourers on the market, there are one or two points the CBX lacks - a drive shaft for example. Or a decent load-carrying capacity - total legal load for the CBX-B is just 184 kg compared to 249 kg for Suzuki's GS1000G. Or servicing/tune-up-rebuild procedures, which can be carried out on the roadside instead of only inside hermetically sealed, sterilized, air-conditioned laboratories (granted, Japanese machinery is usually most reliable).

Engine

The engine's detuning has largely come about from camshaft changes. Although both intake and exhaust valve lift is slightly increased (to 8.0 and 7.5 mm respectively, the new cams close the intake valves five degrees earlier than previously and both open and close the exhaust valves five degrees later. In order to reduce top-end rattle the camshaft ramps are milder than before (i.e. a longer time from closed to fully open) and even with the fairing the new engine is noticeably quieter than the old. A coil spring shock absorber in the clutch hub replaces the rubber cushions used in the previous model and some exhaust returning has been carried out to improve the Six's midrange performance. The sextet of 28 mm CV Keihin carbs has been set with slides nearer vertical to improve slow running but the standard Honda Multi0approach of a shared accelerator pump remains. The factory has released no details of power or torque for the new power plant, but our dyno figures show a 10.5 kW (14.1 hp) reduction in rear wheel power and seat-of-the-pants impressions suggest this 18.4 percent power cut is about right. In most other ways the engine remains as before - responsible, very smooth, free revving and fairly thirsty. Engine braking is mild though certainly present and overheating never a problem. Starting on cold morning was not the instantaneous spring into life of our early model test bike and warm-up, choke assisted, took considerably longer. Possibly the newer bike's general state of tune (not quite as sharp as our 1978 test bike) was to blame for this as it might have been for the lower midrange and low rev power figures on the dyno test. This lack of low speed grunt means proper use of the gearbox is absolutely essential on the CBX-B and the fuel penalties, which go with such use, have to be borne. We found the new Six slightly more economical than the old despite its extra weight. Solo country touring gave 15.5 km/l (44.1 mpg), city work 12.1 km/l (37.7 mpg) and hard road riding 10.9 km/l (31.0 mpg). Consumption during the performance testing at Castlereagh was 8.8 km/l (24.9 mpg). By comparison Suzuki's more powerful GSX1100 returned 19.6 km/l (55.7 mpg) for similar solo touring, although its hard use economy is much like the Honda's. The GSX of course has a 24-litre tank as well.