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HONDA CB750F RIGHT SIDE COVER FITS CB900F ALSO

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CB900C CB900F TOP END GASKET SET

US $88.00 (0 Bid)
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HONDA CB900F/F2 Supersport/, Rectifier/Regulator,80-82

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

US $89.00
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CB900 CB900F STD.PISTONS GREAT CONDITION

US $12.00 (1 Bid)
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HONDA CB900F / CB919, Stator 02-07

US $129.00
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Honda CB900F CB1100F CB750F Fork Springs (No Reserve)

US $10.00 (0 Bid)
End Date: Sunday Nov-23-2008 13:40:42 PST
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Honda CB750F CB900F Super Sport Seat Saddle 1979-1982

US $11.00 (0 Bid)
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HONDA CB750F CB900F CB1100F SEAT COVER (No Reserve)

US $35.00 (5 Bids)
End Date: Sunday Nov-23-2008 14:55:03 PST
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honda cb900 cb900f cb 900 side cover

US $19.99 (0 Bid)
End Date: Sunday Nov-23-2008 15:10:59 PST
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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

US $14.99 (1 Bid)
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honda cb900 cb900f cb 900 seat cowl plastic

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Honda Brake Speed Bleeders CB750F CB900F CB1100F

US $21.00
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HONDA CB CB1100F CB900F CB750F CB 750F LOT O NICE PARTS

US $20.02 (5 Bids)
End Date: Sunday Nov-23-2008 18:05:45 PST
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Sport touring on the Honda CB900F (Page 2)

Go To The Honda CB900F / CB1100F Website Home

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The intent of this trip — at least for me, anyway — was to run fast and hard and squeeze every ounce of enjoyment from every winding road in sight; so I carefully outfitted the 900 with lightweight accessories that would offer reasonable comfort and carrying capacity, but wouldn’t destroy the bike’s handling. I bolted a Shoei FM2 quarter-fairing up front for a little chest protection, strapped a Amco vinyl tankbag to the tank for storing all my little odds and ends, and swung a pair of Bagman soft saddlebags over the 900’s hindquarters. All three fit the 900’s frame to a tee and blended in perfectly with the bike’s styling. Finally I was taking a trip I wanted to take, on a bike I wanted to ride, equipped the way I wanted it to be. I had waited a long time for this opportunity and I couldn’t wait to hit the pavement. Bright and early one Friday morning we all assembled and headed out on Highway 10 toward Phoenix, where I quickly settled in for 390 straight miles of absolute boredom. About a 100 miles out I switched with Paul, who owned the 750. It was amazing to me how similar these two bikes feel out on the open road. Honda has done a magnificent job of hiding 25 pounds, because, for the most part, the 900 doesn’t feel any bigger or more cumbersome than the 750. And I’d still consider it a small, compact bike when compared to a monster like the GPz1100 Kawasaki, even though the Honda actually outweighs it. The 900F retains the same basic seating position as the 750, although you crouch a little more forward due to the 900’s slightly lower handlebar. It’s a comfortable position, one that 750 owners will feel right at home on. Unfortunately, if you found the 750’s seat a little firm and punishing over long distances, you can move up to the 900 for another dose of pain. About four hours into the trip my butt was aching for mercy and required rest stops every hour and a half thereafter. Paul actually thought his 750’s seat was more pleasing, even though both seats are close to identical in appearance.

If you’re an enthusiastic sport tourer who peels off big chunks of pavement at one time, the 900F is well worth moving up to. With its rubber-mounted engine and taller gearing, the 900 is not only noticeably smoother at higher rpm than the 750, it also rolls down the road with much less effort. When the 750 is taching 5200 rpm at 65 mph, the 900’s tach is loafing around 4500 rpm at that same speed. And up around 70 mph and beyond the bigger F really starts smoothing out and grooving, which is probably why the Europeans love it, since that’s just about the time they’re shifting into fifth gear. The 900F is one of those bikes that starts coming into its own at around 75 mph, just as the BMWs do. It’s just too bad we’ll have to constantly twist our heads backwards to sample it!

Aside from a clutch, whose engagement at times was grabby and erratic, the 900 proved more and more agreeable as the days and miles rolled by. With the help of the dash-mounted choke knob, the bike was always eager and willing to spring to life in the early mornings and could be ridden off immediately without any hesitation. There are no hiccups or stutters from the carburetion — Honda pretty much eliminated those lean mixture problems associated with today’s EPA standards by equipping the four 32mm Keihin constant velocity carburetors with a common accelerator pump. And to Paul’s amazement — and displeasure — at each gas fill-up the 900 always took on a few tenths less than the 750! In fact, its gas mileage was pretty darn impressive: I recorded gas mileage figures 15 times and the 900 got 45 mpg-or-better on 12 of those occasions. Its all-time low was 38 mpg, which was recorded after a blast through the Rockies; but on the flat, straight stretches it rose to about 50 mpg five times. And during all the escapades at the gas stations, we learned that the 900F was much easier toplace on its centerstand than the 750, which was an absolute bear when loaded down. So if you’ve been considering poor gas mileage and hefty centerstanding as obstacles in moving up, the 900F illustrqfes that bigger can very well be better. We left Phoenix on a Saturday morning and headed 340 miles north toward Canyon De Chelly National Monument, home of this country’s largest Navajo Indian reservation. During the day, both Bob (who was aboard a Kawasaki KZ550) and Paul took a couple of stints in the 900’s saddle and neither was particularly impressed with the overall ride and compliancy of the suspension. Paul is sure his 750 rides better, but then again, Paul was desperately trying to convince himself he didn’t need to trade up.

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Sport touring on the Honda CB900F (Page 3) »