It is not a mystery, really. The CBX after 1980 was not a competitive bike anymore. The inline 4 DOHCs were almost as fast, almost better handling and much more affordable. The performance segment brought the CB1100R with 115/120hp in the unrestricted version, which the CBX could not run with. Besides that, Honda had changed the product strategy away from the inline 4 and was working on the V4 designs which were soon to come. It made sense to utilize the CBX engine for something different than a superbike and turn it into a "Sport-Tourer", which seemed to be one of the ways customers were leaning. Kawasaki did the same thing. Although the KZ1300 six was available in the naked form in Europe until 1989, in the U.S., they changed the bike into the Voyager in 1984. BMW had set an example in 1976/77 already with the first full-fairing "Superbike" the R100RS. And, believe it or not, BMW was the major competition target of Honda on a worldwide base.Warwick Biggs wrote: Very much your typical 'C' model Prolink except for the absence of panniers. What was Honda thinking?
R.
The reason for bringing out the Goldwing was not to get ahead of the other Japanese manufacturers, but to compete with BMW and their R90.
That all being said, I do like the Prolinks. Of the CBXes I own, my 81 is the one I ride the most. It is a great 2-up bike, has a little luggage capacity and some weather protection. As soon as you go for more than 200 miles a day, the Prolink is superior to a CBX-Z or A. The handling, especially 2-up, is far better han that of the early Xes. Of course, if you want the "show effect" and want others drool over your bike, stay away from an 81/82.