The duo also liberated the original dashboard of its instrumentation and filled in the holes that were left behind. The bars wear new grips, Motogadget bar-end mirrors, and sporty micro-switches from Rebel Moto. Tiago and Luis used the Kawasaki ZX-9R’s yokes and extended the forks to accommodate a set of raised clip-ons. The mighty CBX demands an appropriate exhaust, so the crew fitted a full six-into-one system from Delkevic. The transmission was rebuilt with shorter ratios, a new K&N filter was installed, and the carbs were tuned. Moving to the motor, Unik cleaned, repainted, and polished the entire thing for a factory-level aesthetic. They’re wrapped in modern Michelin sport-touring tires, with the rear tire’s width bumped up to 180. The gorgeous spoked tubeless wheels are from Kineo, measuring 17” at both ends. Lower down, the guys went to considerable effort to install the swooping swingarm from a Triumph Street Triple. (That’s the original Honda taillight back there, but it’s been cut and shut to take up less space.) The side covers now blend seamlessly into the tail unit, and the whole thing tapers down to accommodate a slimmer taillight. The modifications are as clever as they are subtle. The leather seat is all-new, but it’s been styled with the sort of chunkiness that an early-80s sport tourer demands. The subframe was shortened before the CBX 1000’s OEM tail unit was cut, trimmed, and put back together. They’re from a 1994 Kawasaki ZX-9R, which also donated its twin front and single rear Nissin brake calipers. Keen eyes will also spot a set of upside-down forks. A tinted windshield adds an extra hit of retro style to the CBX’s visage. The square headlight housing was retrofitted with an LED unit, and the front fender was swapped for a more modern-looking part. As a result, the front fairing, the fuel tank, the rear fairing, and the rear brake light all stood as a testament to the motorcycle’s heritage, allowing enthusiasts to trace its lineage effortlessly.”Īt the front, Tiago and Luis removed the fairing’s lower extensions and trimmed the main unit down for a slimmer look. “The transformation was not about erasing the past, but rather, enhancing it. “Preserving the most significant elements of the Honda CBX 1000 became a guiding principle for us,” says Tiago. The idea was to retain the CBX’s retro sport-touring DNA but give it a fresh aesthetic. Tiago and his partner-in-crime, Luis Gonçalves (no, they’re not brothers), were tasked with turning the Honda CBX 1000 into a stylish restomod with a host of modern upgrades. “This revelation laid the foundation for a transformative project, one that would honor the motorcycle’s origins while infusing it with a new identity.” “In the eyes of this enthusiast, the engine wasn’t just a mechanical marvel it was the soul of the motorcycle, much like the heart in a human body,” says Tiago Gonçalves, founder of the Portuguese custom shop, Unik Edition. When he found the CBX, the sheer brutalism of its six-cylinder engine was impossible to ignore. Enamored with the fusion of modern technology and ancient traditions found in Japanese cities like Tokyo and Kyoto, he was on the hunt for a classic motorcycle that embodied that philosophy. It’s that mystique that prompted the owner of this 1982 Honda CBX 1000 Pro-Link to buy it. If you park a CBX and CBX-B next to each other, you could argue that the latter has more presence. It was a hair less powerful than before, but that didn’t stop it from becoming a legend in its own right. The updated ‘CBX-B’ had a touring fairing, optional panniers, and Honda’s new-at-the-time Pro-Link mono-shock setup. So the Japanese marque redesigned it as a sport tourer, halfway through its tenure. First released it in 1978 as a screaming six-cylinder naked superbike, it later faced stiff competition from its stablemate-the equally iconic CB900F. The Honda CBX 1000 was only in production for four years, but that was enough time for it to leave a lasting impression on the motorcycle industry.
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