 |
||||||||||||||||||||||||||||||||||
|
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
|
Comparison Road Test - The 1981 HyperbikesComparison Road Test: Exploring the final frontier of speed By: Riley Tharp Hyperbike. Just the word conjures visions of contained fury and powerful forces - a bike that can propel you to the outer limits, the cutting edge of motorcycle capability. A hyperbike is by nature a collection of “mosts” and “bests,” a standard-bearer for its manufacturer’s commitment to two-wheeled performance. Not too many seasons ago, that commitment went little further than high horsepower and low ETs at the strip. But natural selection has produced a new generation of maddnes: hyperbikes matured to a point that offers handling, comfort and power all in a single package. And since a variety of qualifications now define a hyperbike, a machine with a slightly smaller displacement, like Honda’s new CB900F, face off against the GS1100EX Suzuki and its new rival, the Kawasaki GPz1100. Lording over the hyperbike class since its introduction in 1980 has rendered the GS1100 the obvious target for other manufacturers. Last year, the GS struck a balance of comfort, handling and speed that made it clear what other bikes would have to compete with to be the best. With the CBX metamorphosed into a sport tourer for 1981, the CB900F takes over as Honda’s U.S. hyperbike entry, two years after its introduction in Europe. Its European debut coincided with Honda’s string of successes in endurance racing using a similar machine, so riders in both Europe and America looked to the 900F as a less expensive yet capable alternative to the CBX. Suzuki’s other challenge comes from the Kawasaki GPz1100. From its earliest rumors, the GPz became the most talked about street bike for 1981. As the lineal descendant of Kawasaki’s high-performance heritage, the GPz takes the Z-1 concept three steps further in sophistication, displacement, and appearance. In striving to build the most capable hyperbike, Honda, Kawasaki, and Suzuki have all drawn on remarkably similar thinking. All three bikes run transverse, four-cylinder engines with double overhead cams. Each engine in this shootout is equipped with, as design trends have come to dictate, electronic ignition and a four-into-two exhaust system. Power from each of the engines is transmitted through a five-speed gearbox and then by chain to the rear wheel. Each bike rides on a suspension comprised of an air-spring fork and externally adjustable twin shocks. The Honda, Kawasaki and Suzuki wheelbases all span nearly 60 inches, and weight, too, is another similarity; only 12 pounds separates the lightest — Suzuki — from the heaviest — Honda. Twin front discs and a single rear discs do the stopping for each of the three bikes, and the V-rated tires and quartz halogen headlights are standard across the board. Even though the hyperbikes share many basic design concepts, a closer look reveal some distinct differences. All of the machines have DOHC engines, but the Honda and Suzuki use four valves in each combustion chamber. The Kawasaki uses two valves per cylinder to perform the same task. All ride on non-wire wheels, but only the Honda’s ComStar wheels are of non-cast construction. In one area of considerable mechanical divergence, the Honda and Suzuki feed their fuel thirsts through constant-vacuum carbs, while the Kawasaki uses fuel injection. Divergence also is the key to how each of these bikes carves out its share of the hyperbike market. The 900F, for example, features the same sporty styling as it’s little brother, the CB750F. But the 900 announces it’s added performance with an all black engine, an oil cooler and bold striping on its black paint. The 900 engine shares its origins with the CB750F, but unlike the 750, the 900 four rests in rubber mounts to minimize vibration. Both to cope with the 900’s extra power, and because the engine isn’t a stressed chassis member as on the 750, the 900 chassis uses 3.2mm-larger downtubes and extra gusseting around the steering head compared to the 750. The 900F’s fork tubes are a healthy 39mm, 2mm larger than the 750’s and the largest of the hyperbikes. The front fork also has air assist with a balance tube, while the rear shocks are adjustable for spring preload and both rebound and compression damping. The 900 comes with a handlebar that is about one-half-inch lower than that on the CB750F, while the other control locations are the same on both bikes. A significant feature of the 900F is its price advantage over the other two hyperbikes — a pricetag $900 less than the GPz1100 and $500 less than the Suzuki. If motorcycles always delivered what their looks promise, the GPz1100 would be a certain winner. The bike is a visual treat. Its bright red, slab-sided tank gives it a massive and purposeful look, enhanced by the matte-black engine and exhaust system. In fact, most of what is normally chromed on a motorcycle is fihished in black, which gives the GPz an aggressive look that drew crowds wherever the GPz went, from freeways to the CG shop, where even jaded editors jostled for a closer view. The entire styling scheme is similar to that of the Moto-Guzzi LeMans and the GPz’s sporting control location amplifies the racy look. The GPZ is fitted with a low bar that angles the nder’s body forward over the 5.7 gallon gas tank. To maintain ergonomic proportions, the footpegs are located about three inches behind and an inch above the location on the standard KZ1100. Propelling this package is an engine that is based on the shaft-drive KZ1100 mill, but more valve lift and duration, along with electronic fuel injection give the GPz more punch than the touring version. The front fork has air assist sans balance tube, while the shocks have seven spring preload detents and five choices of rebound damping. Despite its exotic looks, the GPz represents new marketing approaches rather than new technology; with the obvious exception of EFI, most of the pieces of the GPz are refinements on Kawasaki’s proven bits.
|
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
|
||||||||||||||||||||||||||||||||
