 |
||||||||||||||||||||||||||||||||||
|
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
Honda CB900 Forward Controls CB900C CB900F CB 900 Four
|
Comparison Road Test - The 1981 Hyperbikes (Page 2)Suzuki’s GS1100 attacks the hyperbike market from a different angle. Its styling is by far the most conservative of the group, yet beneath its metal skin lurks some surprising performance. The GS motor incorporates four valves in each Twin Swirl Combustion Chamber (TSCC), and the valves are actuated by stub rockers with easily serviced screw-type adjusters. The suspension is also readily adjustable with air assist, four damping settings and four spring preload notches up front, while the shocks offer four-position rebound damping adjustment and five-way adjustable spring preload. There’s the field; three bikes poised for wheel-to-wheel action. And action is what they got, starting with some basic street riding to let the impressions begin forming at a reasonable pace — if anything about these bikes happens at a reasonable pace. In congested stop-and-go, the Suzuki’s low seat and wide bar make steering light and responsive, belying its 535 pound weight. Its engine flexibility allows you to ride all over town without constantly working the gearbox. The Suzuki’s hair-trigger throttle, however, is particularly troublesome at low speeds. Its CVs, light throttle return spring and immediate throttle response can cause unintentional and abrupt speed changes even when you try to maintain a steady hand. The Honda’s rubber-mounted engine is nearly as smooth as the Suzuki’s, and its throttle is more controllable once the 900’s lengthy warm-up is accomplished. At very low speeds the CB900F tends to fall into turns, and its transmission requires positive and firm shifts to insure engagement. The GPz seems less at home as a low-speed mount, partially because of its vibration, which at low revs gives off a steady throb through the handlebar. The GPz’s fuel injection allows the Kawasaki engine to pull strongly whether it is hot or cold, but the system is flawed by a flat spot that shows up when the butterflies are abruptly snapped open from idle. Aside from this one glitch, however, the fuel injection produces linear throttle response at all speeds. Riding around town is a great way to get acquainted with the hyperbikes, but it doesn’t begin to use all their potential. So we took the big threesome out to the highway, where their five-foot wheelbases and willing engines really start working. But out on the Superslab, only one of these bikes approaches a complete payoff. For endless miles at the double nickel, the GS’s suspension can be dialed down for a touring ride smooth enough to convince you that long miles are what the bike is made for. The seat, too, is good for the long haul and is supremely comfortable for both the rider and passenger. The Suzuki’s comfort quotient on the highway is matched by its roll-on ability in highspeed passing situations, where it pulls the GPz by a bike-and-a-half between 60 mph and 80 mph in fifth gear. While the Honda must be shifted to fourth to pass with alacrity, it can nearly match the Suzuki for suspension compliance on the freeway. Though the F’s seat is filled with dual-density foam and provides a good rider platform for hours at a stretch, its passenger comfort is compromised by a high footrest location. The rider’s pegs are also mounted fairly high, so both the rider and passenger are made aware of design concessions for cornering clearance. Concessions also come to mind when the GPz does the Interstate drone. The Kawasaki seems to hang by its fork on the highway, while its relatively soft rear springs let the back of the bike dip and sag. Engine vibration drops at freeway speeds, but the seat is too firm for even medium-haul comfort, and forces the rider into one position with its dished shape and slippery vinyl. Although the lengthwise striations in the GPz’s seat cover make for an interesting styling variation, they don’t secure the rider or passenger as well as the transverse seams found on most motorcycle seats. Consequently, both rider and passenger sometimes slide under braking and acceleration, which further compromises the GPz’s comfort. Each of the bikes affords its rider a different interpretation of the ideal seating position, which produces three distinct highway rides. The Kawasaki’s forward-lean position puts the rider in a fine balance between the pull of gravity and the rush of air, while the rearset pegs keep things from feeling cramped. The moderately low handlebar on the Honda affords some of the same benefit, but the F’s overall seating position is more upright, splitting the difference between the GPz and GS. On the Suzuki, the high, wide bar forces a totally upright seating position that strains the rider’s forearms and hands as he competes with the wind blast. The bar also imparts a remote feel between rider and bike, which detracts from the Suzuki’s sporting nature. But any ergonomic flaws on the hyperbikes tend to blur into the background when the road gets twisty and the game turns to high-stakes play racing. There the bikes show off their sporting side — and offer the opportunity to evaluate them with the horizon bent far out of kilter. All the impressions carried into the twisties couldn’t foretell the outcome of a session of apex-clipping. In spite of the GPz’s radical and aggressive styling, its boisterous and torquey engine and its European riding posture, the Kawasaki inspires the least confidence in hard-cornering street mode. Its suspension produces wheelhop when the heavily preloaded fork chatters as weight transfers to the rear of the bike under hard acceleration. The Kawasaki occasionally feels tentative, as if out of the blue, its tires might break loose, in spite of being the same Bridgestone Mag Mopus items found on the GS1100. But offsetting this tentative feel, the GPz’s riding position makes the rider a part of the machine, rather than merely a flexible lump perched on top. The Kawasaki’s brakes are up to the task of slowing the bike from paralegal speeds, but under severe braking the point of lockup is difficult to predict. Slamming the CB900F through turns reveals what it does best. Its suspension reacts so well to bumps and ripples that the bike rarely bobbles off line through a bend. The strong chassis and rigid fork assembly give the 900F its solid feel, yet through fast sweepers the Honda, too, loses some of its sure-footedness. The 900’s twin-piston brakes, new for 1981 and a clear notch better than any other OEM brakes, offer strong, predictable stopping. Not quite as brilliant as the 900’s brakes is its transmission, however, which requires concentration and a firm toe; missed shifts are a more-than- occasional happening. An upright seating position, quiet engine and smooth highway ride disguise the Suzuki’s canyon-road prowess. The GS doesn’t look or sound like a street-racer, but its supple suspension and broad powerband conspire to let you stuff the Suzuki through turns more quickly than the other two machines at high street speeds. Pavement ripples leave the Suzuki moving around on its suspension, rather than all over the road, through a turn. There is a penalty to be paid in ground clearance as the compliant suspension allows the low-slung undercarriage to scuff the pavement, but the trade is offset by an ability to maintain tire contact.
|
Featured Links
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...
Featured Bike
pa href="http://www.hondacb900f.com/gallery/index.php?level=pictureid=257"
title="Shaun Morris` Honda CB900F"
img src="http://www.hondacb900f.com/gallery/thumbs/rss-257-sa400054.jpg" alt="Shaun Morris` Honda CB900F" style="border: 1px solid #000000;" /
/a/ppShaun Morris` Honda CB900F/ppa href="http://www.hondacb900f.com/gallery/index.php?level=pictureid=256"
title="Shaun Morris` Honda CB900F"
img src="http://www.hondacb900f.com/gallery/thumbs/rss-256-sa400048.jpg" alt="Shaun Morris` Honda CB900F" style="border: 1px solid #000000;" /
/a/ppShaun Morris` Honda CB900F/ppa href="http://www.hondacb900f.com/gallery/index.php?level=pictureid=250"
title=""
img src="http://www.hondacb900f.com/gallery/thumbs/rss-250-image_01.jpg" alt="" style="border: 1px solid #000000;" /
/a/pp/p
|
||||||||||||||||||||||||||||||||
