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HONDA CB900F/F2 Supersport/, Rectifier/Regulator,80-82

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HONDA CB900F/F2 Supersport/, Rectifier/Regulator,80-82

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CB900 CB900F STD.PISTONS GREAT CONDITION

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HONDA CB900F / CB919, Stator 02-07

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Honda CB900F CB1100F CB750F Fork Springs (No Reserve)

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Honda CB750F CB900F Super Sport Seat Saddle 1979-1982

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HONDA CB750F CB900F CB1100F SEAT COVER (No Reserve)

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honda cb900 cb900f cb 900 side cover

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honda cb900 cb900f cb 900 cb750 igniter ignitor cdi ecu

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honda cb900 cb900f cb 900 side cover

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honda cb900 cb900f cb 900 seat cowl plastic

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Honda Brake Speed Bleeders CB750F CB900F CB1100F

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HONDA CB CB1100F CB900F CB750F CB 750F LOT O NICE PARTS

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Honda CB900 Forward Controls CB900C CB900F CB 900 Four

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CB900F Project Bike - A Step-By-Step Street Scorcher (p4)

Go To The Honda CB900F / CB1100F Website Home

Page 1 Page 2 Page 3 Page 4

STAGE THREE
In this stage Kaz pursues maximum horsepower. He takes all the a forementioned hop-up items, plus the racing pipe and optional Mikuni carbs, and adds hotter cams along with cylinderhead porting. His cams are available in four different grinds: Street, Hot Street, Roadracing, and Dragracing. Since we wanted the bike to remain somewhat streetable, we asked Kaz to install the Hot Street cams and to read horsepower on the dyno both with and without the Mikunis and racing pipe. Without these options, the stage-three engine pumps out 106.0 horsepower at 9500 rpm and 63.7 pounds/feet of torque at 8500 rpm. With the Mikuni carbs and street pipe, horsepower jumps to 116 at 9000 rpm, and torque climbs to 69.0 from 8000 to 8500 rpm. The advantage of the Mikuni carbs is obvious. Even without the racing pipe, the engine pumps out well over 100 horsepower, plenty for at1acking the streets.

The race pipe bumps power substantially. Though the engine wasn’t happy at low revs on the dyno, it pumped out 87.8 horsepower at 7000 rpm, where Kaz took his first reading. That is slightly less than the stage-two engine at the same rpm, but the stage-three engine had not yet come on the cam. At 8000 rpm, where the beast starts to make power, it pumps out 109.6 horsepower. At 9000 rpm it peaks with 123.3 horsepower and 72.0 pounds/feet of torque. By 10,000 rpm it dropped to 121.2 horsepower. The Roadracing or Dragracing cams would have bumped that figure even higher, but as it is, the stage-three engine is pumping out enough horsepower to make the AMA’s top 10 list.

The Hot Street cams provide 1.0mm more lift than the stockers and an extra 30 degrees of duration, 15 degrees to ei1her side of maximum lift. The intake valves open 20 degrees before top dead center and close 50 degrees after bottom dead center. Exhaust valves open 50 degrees BBDC and close 20 degrees ATDC. With Kaz’s Street cams, it is possible to use the standard valve springs, but with the higher lift of the Hot Street cams. the stock springs will coil-bind long before the cams reach maximum lift. Kaz installs a set of his own special springs that won’t bind and are stiff enough to make sure the valve follows the steeper cam ramp. Some engines produce a vibration frequency that makes the valve springs jump about and prevents them from accurately controlling the valves. Kaz uses two springs per valve, which will prevent this disturbing behavior.

Porting is something few tuners will lay out in detail. We suspect Kaz is no different, but he did tell us most of the work takes place in the area of the valve heads. The valves in the CB900 don’t sit flush with the combustion dome when they are closed, so Kaz opens up the valve seat with a 45-degree cut at the outer edge. This effectively opens up the valve area to its full potential so that the 26mm intake valves and 22.5mm exhaust valves can pass as much mixture as possible. It also sinks the valves deeper into the combustion chamber, which rids the chamber of overhanging intrusions that can hamper the complete burning of fuel.

The standard ports are very narrow near the valve guides and open up dramatically as they level off. Kaz opens the valve-guide area and alters the lower radius to give the ports a straighter shot to the atmosphere. Standard dimensions are retained near the manifolds, since the ports are large enough to match the flow capabilities of the standard valves. Once the serious grinding is done, the ports are polished to the appropriate gleam.

On a warm day at the strip, the CB 1002 scored an 11.20 second run at 123.28 mph, with the optional carbs and street pipe in place. It should have been quicker, but we had more clutch problems. Kaz had installed a Barnett clutch and heavy dragracing-type springs. The plates worked well, but the springs proved too heavy and the clutch engaged with an uncontrollable jolt. Each time it engaged suddenly, the rear tire went up in smoke. We installed the hand-bent pipe and made a few more runs. The fully optioned CB 1002 tripped the lights at 126.93 mph, though the time was a disappointing 11.08 seconds. At 127 mph, the thing should have made the trip in the 10.80 second range, but the heavy clutch springs foiled all attempts to bring the times down. gaged with an uncontrollable jolt. Each time it engaged suddenly, the rear tire went up in smoke. We installed the hand-bent pipe and made a few more runs. The fully optioned CB 1 002 tripped the lights at 126.93 mph, though the time was a disappointing 11.08 seconds. At 127 mph, the thing should have made the trip in the 10.80-second range, but the heavy clutch springs foiled all attempts to bring the times down.

However, top speed was indication enough. Eddie Lawson’s Kawasaki Superbike managed a top speed of 132 mph in the quarter, some five mph faster than Kaz’s creation. You can bet Lawson’s bike has had a bit more tweaking and weighs in at the AMA 416-pound weight minimum. Our CB 1002 weighs an extra 135 pounds or so, which means that Kaz’s engine is not too far otf. He has the makings of a stage-four kit that includes more radical cams, bigger valves, followers that place the valve shims under titanium buckets, and lighter chromoly rods. We were willing, but ran out of time. So, what we found out about Kaz’s various CB900 hop-up stages is this: Stage one yields far more performance than we anticipated for such a minimal cash outlay. His pipe turned our CB900 from a low-rpm wheezer into a responsive liter-chaser. For $235, his kit increased performance over 10 percent. We know of no other exhaust system that offers such gains. And we know of no other bolt-on items that can produce such an increase for the price.

Stage two is the most likable street engine. For just over $600, the CB900 owner gets an engine capable of putting a wrinkle In his uvula and running with the strongest liter bikes. Without options, the kit yields nearly a 20 percent increase in horsepower. Anyone about to rebuild his top end can’t go wrong with this kit. Even without the optional carbs and racing pipe, the stage-two engine is a potent weapon. We would recommend the optional Mikuni carbs to the serious street loonies, but the racing pipe will get you thrown out of the neighborhood.

Lunkheads need not concern themselves with the stage-three kit. It makes power at a competition level, and the unwary will be tempted to go too fast too often. Because of the cams, this engine doesn’t pull quite as hard as stage two at low revs, but when the revs build, you’d best be ready. With full options this engine could probably give the top privateers a run. The horsepower charts and dragstrip results are here as proof. As for durability, we personally missed a few shifts with this engine-which already had some 25 quarter-mile and eight dyno runs on it and overrevved the bejesus out of the poor thing without any noticeable damage. And that is with the standard rods, and shim setup and 55 percent more power.

Tempted? You should be. We found each stage to be a willing accomplice to different levels of antisocial foolery. Ontario Moto Tech offers all the ingredients to go as far as you dare with your CB900. And if you don’t paint yours up as blatantly as ours, you could build a classic sleeper, a mercenary in house slippers for aggravated assault on your unsuspecting riding buddies.

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