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HONDA CB750F RIGHT SIDE COVER FITS CB900F ALSO
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HONDA CB750F CB900F CB1100F SEAT COVER (No Reserve)
honda cb900 cb900f cb 900 side cover
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honda cb900 cb900f cb 900 side cover
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1982 Honda CB 900F ArticleIt was a perfect day to be riding a motorcycle. The heat of Southern California’s oven-hot summer was mostly gone. The early autumn air was just brisk enough to keep you completely alert at speed on the canyon roads. And we had three bikes guaranteed to open any sporting rider’s eyes: Yamaha’s lean Monoshocked 920 V-twin; Suzuki’s bold Katana 1000S, a 200-proof sporting vehicle; and a 1982 Honda CB900F, a bike with sporting credentials that have already been thoroughly validated on the streets and racetracks of two continents. However, this CB900F (which was the official excuse for the day’s ride), was wearing a CBX-style fairing specially built for it and color-matched to its lines. What would the extra bulk and weight of the Honda’s wind-splitter do to the 900F’s superb handling? No one was worrying about that as we motored along the freeway, headed for twistier pavement. The Suzuki rider squirmed around, trying to find some relief from the suspension’s tautness, the buzz in the handlebar, and the weight on his aching arms, while the Yamaha rider settled in to endure the inevitable wind blast. For the CB900F rider, however, even the freeway cruise was a pleasure. The CB900F’s suspension shields the rider from road irregularities as well as any street bike’s suspenders, and the DOHC 16-valve engine is rubber mounted, so its vibration doesn’t reach the rider either. This placid ride is complemented by the most important comfort feature, an excellent seat. The F’s saddle is flat, wide, and plush. Adding the fairing provides the final comfort touch in touring situations. The fairing is a Hondaline accessory item going for a suggested price of $565. It includes lowers, two tonneau-covered pockets, mirrors, and a headlight adjusting knob. The quartz-halogen headlight is relocated beneath a clear D.O.T.-approved cover in the fairing’s nose, and the wiring normally housed in the headlight shell is stuffed in a plastic box provided for that purpose. Installing the fairing adds 32 pounds to the standard 900F’s 578-pound mass. Although it’s not quite a full-coverage design, the Hondaline fairing provides a surprising amount of wind protection. Only your head, neck, and upper shoulders are unsheltered. The rider’s legs are completely protected. The only comfort drawback is the accelerated speed of the wind flowing over the top of the windscreen — and past your helmet. The extra wind noise and pressure annoyed some testers a lot and others hardly at all. There would seem to be a market here (and on the CBX) for a taller accessory windshield without the turned-up top. The height of the smoked windshield does keep it from interfering with your vision while you’re riding in a normal position. If you tuck behind it, though, the distortion in the screen may bother you. The fairing will accommodate different bars if the rider seeks a change in riding position. Fairings can create comfort problems. They can buzz and amplify engine noise or poke you annoyingly. The Honda fairing presents none of these problems. Although your knees can hitthe flatbacked fairing lowers during braking, etc., the designers provided rubber pads at these points to prevent the dreaded kneecap fatigue. After 30 miles of droning up the superslab, the Honda rider was still feeling fresh and ready to romp when we pulled off onto the first section of twisty tarmac, a little-used road leading over a range of mountains through Angeles National Forest, then winding up a canyon for miles. This was where the two sportier bikes were supposed to show the comfortable Honda, burdened with its fairing; their taillights. But it didn’t happen. The Katana had more power and had a slight edge in smooth corners, but it still couldn’t pull away from the 900F very quickly. Even the lighter Yamaha V-twin with its broad powerband couldn’t gain enough ground in the turns to stay ahead on the straights. A better rider had the edge no matter which bike he rode. The Honda did lose ground to both the others in tight S-turns where its greater weight limited how fast it could be thrown from side to side, but its supple suspension gave it an advantage in corners where pavement patches and cracks made the other two bikes bounce and chatter. The Honda was also very stable in the fast sweepers, even more than the XV920.
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