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HONDA CB750F RIGHT SIDE COVER FITS CB900F ALSO
CB900C CB900F TOP END GASKET SET
HONDA CB900F/F2 Supersport/, Rectifier/Regulator,80-82
HONDA CB900F/F2 Supersport/, Rectifier/Regulator,80-82
CB900 CB900F STD.PISTONS GREAT CONDITION
HONDA CB900F / CB919, Stator 02-07
Honda CB900F CB1100F CB750F Fork Springs (No Reserve)
Honda CB750F CB900F Super Sport Seat Saddle 1979-1982
HONDA CB750F CB900F CB1100F SEAT COVER (No Reserve)
honda cb900 cb900f cb 900 side cover
honda cb900 cb900f cb 900 cb750 igniter ignitor cdi ecu
honda cb900 cb900f cb 900 side cover
honda cb900 cb900f cb 900 seat cowl plastic
Honda Brake Speed Bleeders CB750F CB900F CB1100F
HONDA CB CB1100F CB900F CB750F CB 750F LOT O NICE PARTS
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1982 Honda CB 900F Article (Page 2)Good tires, well controlled suspension, neutral steering, and excellent stability give the somewhat heavy CB900F the ability to run with the all-out canyon racers. There’s plenty of traction available from the V-rated Dunlops, and the 900F has the cornering clearance to exploit the traction. Good suspension keeps the tires planted firmly on bumpy roads. The bike steers precisely, predictably, and without significant effort, and those 100-mph sweepers don’t make it break into a wallow, even with the weight of the fairing tacked on. Although the fairing made the steering just a little heavier, it certainly didn’t affect the handling as much as we suspected it might. The very minor change it made to our test bike’s handling was more than offset by the improved comfort. Handling is only part of the superbike story. Chasing up those winding roads in that kind of company also requires power. The Honda CB900F has enough power to run in the high 11-second bracket through the quarter-mile, although it dropped to 12.68 seconds at 105.6 mph with the fairing. You could hardly term the engine peaky, but the power does have a slightly greater bias toward the high part of the rpm range than full 1000cc or 1100cc machines. You need to downshift to fourth at freeway speeds to get the tach needle into the muscular part of the powerband. The CB900F also gets high marks in most of the other categories that can make a difference on curvaceous roads. The headlight is bright and casts a broad beam. The brakes are powerful and predictable, although we did get them to fade once in a photo session, after which they regained their full power. It has surprisingly smooth throttle response for a bike equipped with CV carburetors. Only one area remains a problem: gearshifting. Word about the CB900F’s transmission difficulties apparently didn’t get back to the factory in time to make a change in the appropriate parts for 1982 models. As a result, the CB900F still misses gears all too frequently. Sometimes it just fails to engage the next gear during an upshift. Sometimes it just pops out of gear after the shift. On one occasion it popped out of gear, then went back into gear when the throttle was closed. Fortunately, the problem can be avoided if you shift slowly and deliberately. Or if you want to make quick and hard shifts — as you would on winding roads — there is an economical, fairly easy fix. It’s just too bad Honda didn’t include the change in the 1982 model. As the sun dropped down near the horizon, we stopped for photos at a sweeping 75-mph turn on the edge of the desert. It was almost as exciting to watch as to ride. The big Honda would come howling down into the turn, its engine piercing the still desert air with its muffled bellow. Then the rider would chop the throttle and dive for the apex. For an instant we’d hear a metallic scraping noise as bits of the undercarriage scratched the pavement; next, and the rider would be back on the gas for a second or two, Finally, 50 passes, 40 frames, half an hour, and some brake fade later, the sun disappeared behind the mountains. Another canyon road would lead us back to Los Angeles. All three riders wanted to ride the Honda. And why not? It handled about as well as the other two, and it would be a lot more comfortable, especially in the cold of the gathering darkness. We finally arrived at a democratic solution (the Editor got to ride it) and began the race home. Although the in-line four-cylinder engine may be at the beginning of its end, the design certainly hasn’t lost its appeal. In many ways, the CB900F represents the zenith of in-line four-cylinder motorcycles. During 1000 miles of testing, the comfort, power, handling, and durability of the 1982 model again established extremely high marks for newer engine designs to match. With bikes like the CB900F, the in-line four has a lot left to offer now and in the future, no matter what your riding style or preference.
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