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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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CB900F Project Bike - A Step-by-Step Street Scorcherby: Ken Vreeke Project bikes are sinfully tempting. Once they get started, they are a lot like lies: they just keep getting bigger and more vicious Given unlimited funds, there is almost no limit to how much you can hop up a bike, and too often we see project bikes that seem to be line products of just such bankrolls. Big, nasty monsters that turn heads and compress internal organs with a twist’ the throttle Nothing like a healthy adrenaline bath to wash away the EPA blahs. But how many people can afford. or even have the desire, to build such a brute? Someplace between showroom stock and full boogie is where most people end up. We explored that gray area with a CB900F project by building the engine one stage at a time. Of course. in the end we knuckled under to temptation and build a monster. We chose the CB900F because it is an, excellent sport bike and at $3598, it is the cheapest of the big road-huggers. But its displacement disadvantage leaves it behind bikes Like the Suzuki GS 11 00E, Katana, and Kawasaki GPz 1100. Also, the C8900 has been around long enough for pieces to start wearing out, and we figured this would be a good chance for owners to install hot parts and pester their riding buddies. To handle the building chores, we Contacted Kaz Yoshima of Ontario Moto Tech. Kaz is one of the more berserk entrepreneurs of four-stroke tuning. He was ready to build an engine capable of producing spleen-fattening good times right off the bat. He cut his tuning teeth over a decade ago in the R&D division of Honda Motor Corp. in Japan and made his mark in hlis country by building fast CB400 tours that spun their plain-bearing cranks at 12,000rpm while other tuners wrote the engine off as lacking, potential. He is one of those people with a chronic lust for speed, and when he’s not at his Shop working on the bench or dyno, he is probably studying the latest in ballistics or dissecting some other oblect of high velocity in search of something everyone else overlooked. Kaz dedicates most of his time to Honda’s C8X, CB750 and CB900 and sells everything from exhaust systems to complete engine kits. In 1981 his 970cc piston kit powered one customer’s bike to victory at the Widow maker hill climb and another’s to the overall win, and a new track record all the Nelson ledges 24-Hour endurance race. Needless to say, his work is versatile and durable. This year Yoshima bumped his kit to 1002cc. That kit served as the basis for the second-stage hop-up of our engine. The first stage consists of only a pipe, K&N air filter, and minor jetting changes. The third and final stage is for those in pursuit of serious fun. Standard performance was established at the strip and on Kaz’s dyno, which reads horsepower directly on the countershaft. At 8500 rpm, our CB900 peaked with 79.4 horsepower and produced underwhelming power in the low rev range. The best quarter-mile film was 12.04 seconds at an even 110 mph. RolI•on tests at 50 mph, performed by whacking the throttle open in fifth gear 200 yards born the speed traps. yielded a terminal speed of 79.6 mph. Compared to the 1000cc Katana’s 11.25 run at 120.6 mph and roll-on or 82.3 mph, the CB900 is a slug. We had problems executing full throttle speed shifts at the top and found more neutrals in the cog box than were called for in the manual. Kaz fixed the mystery neutral trouble by opening up the shirt spindle window (See Motorcyclist, July. ‘81), allowing the spindle a wider arc to fully rotate the shifting drum. The speed-shifting problem turned out to be drag in the crutch assembly. Poor manufacturing tolerances had the Outer hub clamped against the main-shaft bearing instead of spinning freely. By installing, a thinner spacer between line hub and bearing. Kaz rid the clutch or the problem, and speed shifts became a reality. These simple and virtually cost-free modifications improved the gearbox performance dramatically. Shifting became smoother, more positive, and the neutral quotient returned to one. STAGE ONE There are pipe manufacturers that make all kinds of horsepower claims about their systems. But it’s no wonder many of these pipes do little more than make a lot of noise. Building pipes is an art in itself and far more complex than most people think. For instance, at 10,000 rpm the CB900’s crankshaft takes 166.66 times per second, with the standard earn and valve design. The intake valve is open for only .008 second and the exhaust valve only .004 second per cycle. The pipe builder must not only make sure that all-the burned gases can escape, he must also create just the right amount of back pressure. Kaz has found that as ideas have an inch of change in the length of the collector can make a difference of six horsepower in the CB900F. Adding a restrictive muffler to the exception makes the job exceptionally difficult. To work with his pipe, Kaz installs a larger number 70 primary (pilot) jets in place or the standard 32mm Keihin number 68 primaries. He then installs a less restrictive K&N tiller in the air box. Though Kaz’s pipe flows better than the standard system, a larger main jet foods the system more exhaust gases than it can handle with the Street batte. The larger primary jets, however, feed the cylinders more fuel throughout the rev range without overloading the exhaust system. Coupled with the new filter and pipe, more total volume is run through the cylinder at a quicker rate during the critically short valve-opening periods. The result of Kaz’s modifications, totaling, $235, is remarkable. At 4000 rpm the CB900 produces over three horsepower more than stock. At 4000 rpm there is a five-horsepower gain, and at 9000 rpm, where it peaks, horsepower, is up a whopping 7.9. Torque peaks with 54.0 pounds/feet at 8000 rpm (roughly three more than standard), The only place where the stage-one engine doesn’t make more power is in the 5000 to 5500 rpm range.
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Other Related Resources
Honda Mini Trail CT70 Information, Pictures, Resources and Help Honda 90 CT90 Trail Bike Motorcycle Website with pictures, history, part guide and tech help. Honda CB750/900/1100F SuperSport Website The Honda Custom CB900C / CB1000C Website The Honda Custom CB900C / CB1000C Online Community Club Todd's Honda CB900C-1000 Custom Message Board Did you Know...
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