With forum "experts" and new YouTube videos saying many wrong things about this part of the Honda CBX, some sense concerning this vintage Honda charging system needs to be brought to bear. Here are the things you should know.

1. The CBX alternator is not a "crap" system
   A cbxworld.com commenter recently called the CBX alternator "a crap system". It is not. It's almost identical to the alternators on Honda's first-gen DOHC fours, and is simply an advanced version of the company's earlier excited field alternators found on its 70s inline sohcs. And though the design of its field coil is where it differs from the earlier alternators, this is also precisely where all excited field alternators eventually fail. Even those in cars. You should also know that the CBX alternator, at 350 watts for the U.S. models, was the most powerful alternator in Honda's lineup--even more powerful than the alternator on the GL1100 Gold Wing--throughout the years of its production.
   
   
2. Above-idle breakeven not a defect
   Most powersports alternators are modular in design. This means that instead of all the system being contained within a housing as on a car, the system's regulator and recifier are mounted remotely. This is a consequence of the alternator being a part of the engine and not attached to it as on a car. Moreover, unlike a car alternator that is "pulled up" to a higher rpm than the engine, the modular system alternator's speed is limited to that of the crankshaft. This means it will have a lower output, and that usually shows as a system that does not "breakeven" in terms of current generation until slightly above idle. This is not a design fault, nor is it overcome by installing the very popular Denso alternator conversion.
   
   
3. The CBX alternator drive coupling was manufactured defective
   An internal American Honda (AHM) document reveals that the drive side coupling disc was mismanufactured at the factory. This was known long before I publicized the document in the 1980s. A 1979 Cycle World bike test reported noises coming from the drive coupling. The sounds are known by veteran Honda mechanics. This defect, though affecting alternator output, is minor and so easily and cheaply remedied it hardly deserves talking about. Discussions and suggested fixes found online all fail to understand something important: the coupling is not a friction clutch, it is a breakaway drive. Realizing this is necessary to properly view its function and its maintenance. My older article dwells more on the coupling.
   
   
4. Eventual bearing failure is not frequent or catastrophic
   The alternator's two, one-time lubricated bearings can wear out. The smaller outboard one will probably go first. They are easily sourced and replaced. I have never heard of either of the bearings' failures incapacitating the alternator, nor have they failed in every bike.
   
   
5. The need for occasional brush replacement is not a defect
   Because the rotor's slip rings are larger than those in an integral alternator, the brushes can potentially wear out more quickly than expected. Even if somewhat more frequent brush replacement is necessary, what of it? But even this not a given. Some riders get three times the mileage of others.
   
   
6. Alternator stator failure is rare
   Although the Internet is full of stator angst, the stator (the part outputting alternating current) rarely fails on the CBX.
   
   
7. Field coil and regulator/rectifier failure go together
   While not a given, if the field coil fails, it can also take with it the regulator/rectifier. The regulator portion of the reg/rect is in the electrical feed line to the field coil. A failed field coil presents decreased resistance, which allows excessive current through the feed line which takes out the regulator. If you experience a field failure, be sure to also test the regulator.
   
   
8. Canon plug deterioration is the CBX charging system's #1 maintenance challenge
   As with any vintage Honda, the crimped connectors demand attention and are where all the difficulty in the CBX charging system is found. The unsealed canon plugs invite corrosion that quickly leads to connector discontinuity and eventual overheating and melting. Fortunately, repairs and maintenance are easy, though the Internet is mostly silent about this. But don't wait until they melt. Long before that they have exhibited harmful discontinuity. To extend the life of your electrical system's canon plugs, avoid putting water on your motorcycle, especially under pressure. Repair those plugs showing signs of corrosion, and keep them packed with grease.
   
   
9. The wiring harness is the CBX charging system's second most critical maintenance issue.
   As referred to above, all Honda wiring harnesses have built-in connectors that deteriorate over time. What's little known is that these harnesses also contain embedded within them splices that even when new electrically compromise the integrity of the harness. Replacing the harness has solved many vintage Honda electrical problems.
   
   
10. The onboard voltmeter is not a reliable indicator of the health of the CBX charging system.
    The standard equipment voltmeter is mere window dressing, an styling feature. On several levels. First, volts is the wrong way to monitor the charging system's condition. It's information is secondhand. It is the result of charge, it is not charge itself. Second, the voltmeter is wired some distance from the battery, resulting in its reading a certain percentage less than battery voltage. The most that can be said of the onboard voltmeter is that it warns of extreme brush wear. That is all.