This 1979 Honda CBX1000 Restomod Improves Performance With Tons of Modern Goodies

You might think Honda’s inline-six colossus is a dish best served stock and that’s perfectly reasonable, but the mouth-watering restomod shown above is likely to change your mind. It was put together by Darren Begg of dB Customs, a man whose two-wheeled masterpieces we’ve admired on many occasions. He rarely goes for any radical cosmetic changes on his projects, instead putting heavy emphasis on performance.

Things were no different with this 1979 Honda CBX1000, which showed just under 12k miles (19,300 km) on the odo upon arrival at Darren’s shop in Ottawa. The build was commissioned by a guy from New York, who’d been holding on to the vintage gem ever since it was new. Obviously, there’s a ton of history between the bike and its long-term owner – well over four decades of exhilarating rides and six-cylinder thrills.

Despite beginning to crave some modern performance a few years back, the owner couldn’t fathom letting go of his beloved CBX. Thus, he opted for an invigorating restomod treatment at dB Customs’ motorcycle clinic, and the result is truly majestic to say the least! Darren kept all the OEM bodywork aside from the fenders, while putting large emphasis on the mechanical side of things.

The CBX1000’s stock suspension was notoriously anemic in comparison to its massive engine, so our protagonist had it upgraded with a full suite of Ohlins hardware. At the front, he installed upside-down FGRT 202 forks originally developed for the BMW S 1000 RR, securing them in place by means of bespoke CNC-machined triple clamps. We’re equally intrigued by the work performed out back.

First, a Kawasaki ZRX1200 swingarm was sourced and adapted to fit its new host, then it got paired with piggyback Ohlins KA 149 shocks. The project’s author went to town in the unsprung sector, too, ditching the stock wheels in favor of 17-inch carbon fiber replacements from Dymag. These bad boys are embraced by Avon Spirit ST rubber and equipped with upgraded braking components on both ends.

Most of them were ordered from Brembo’s catalog, including the billet calipers, drilled 320 mm (12.6-inch) front brake rotors, and radial RCS master cylinder. Everything is linked together via premium Spiegler lines, and the rear disc has also been swapped with a modern drilled unit. The donor’s low-mile motor might’ve been in great condition, but Sir Begg and his customer decided that no expense woud be spared on this machine.

As such, the inline-six mill was completely rebuilt inside out, receiving hotter aftermarket camshafts, forged JE pistons, and Carrillo connecting rods. The new cam chains, tensioners, and guides were all provided by Vince & Hyde Racing of Auckland, New Zealand. Now displacing a beefier 1,147cc, the powerplant also benefits from a fresh ignition system with Dyna coils, as well as Keihin FCR carburetors and a JB Power oil cooler.

The icing on the cake is a top-shelf titanium exhaust system running a six-into-one configuration, once again supplied by JB Power. On the other hand, the flat-slide carbs inhale through mesh-covered velocity stacks. Sadly, Darren didn’t mention the updated horsepower figure resulting from all these mods, but we can safely assume that it saw a considerable boost. Power is sent to the rear wheel by a youthful drive chain and new sprockets.

Peek up at the cockpit area, and you’ll come across a multi-function Koso dial center-stage and clip-on handlebars on the sides. These raised clip-ons feature aftermarket grips, bar-end mirrors, and the repurposed switches of a Suzuki GSX-R1000. We spot an LED headlight from JW Speaker further ahead, flanked by inconspicuous Koso turn signals.

By contrast, the stock taillight is still present at the rear, but it is now joined by a compact tail tidy with integrated blinkers underneath. For the final touches, Darren added a carbon fiber front fender and billet aluminum rearsets completing the specimen’s ergonomic package. There was no need for him to worry about the paintwork, because the original livery was still impeccable and the owner wished to keep it.

Following dB Customs’ makeover, this CBX1000 restomod tips the scales at a mere 465 pounds (211 kg) when fully-loaded. Of course, that’s far from light by today’s standards, but it’s a huge drop from the motorcycle’s 600-pound (272-kg) wet weight in stock form. All things considered, Darren Begg’s CBX is a force to be reckoned with, boasting significant improvements in just about every area while gracefully retaining the bike’s original spirit.