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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
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Quick Silver - The Honda CB900F (Page 2)The engine is mounted on rubber bushings to absorb vibration, unlike the 750. We found it acceptably smooth, but with a rough-edged and buzzy sensation at high speed. Almost like a Kawasaki, except without the unburstable feel of the KZ. Small wonder: at its 9,500 redline, the long-stroke CB900F’s pistons are wailing up and down at an average speed of nearly Z2 metres per second, 10 per cent higher than Suzuki’s design limit and 17 per cent higher than the KZ1000J, The two-valve Kawasaki produces its greater power from displacement which is 10 per cent larger and limits engine speed to a redline 1,000 rpm lower. The CB900F uses Honda’s traditional route to power, using four valves per cylinder and spinning the whole arrangement faster. Limitations in the engine life haven’t shown up yet in the two-year history of the 16-valve Honda fours, hut mechanics speak of greater hassles with valve adjustment than with similar Yamaha or Kawasaki systems. The oil cooler is not just for show. In its European environment, the CB900F is run long and hard; our prairies, deserts and other hot-weather open spaces will likely make equal demands on the cooler’s capacity. The cooler is particularly important for a plain-bearing engine like the Honda. Heavily loaded plain bearings need a copious supply of lubricant of the correct viscosity at high pressure at all times, or else. With piston speeds up near a mile a minute, there can be no fooling. The oil cooler and 2 mm larger CV carbs are not the only difference between the CB750F and CB900F. One more cylinder fin attests to the 7 mm longer stroke and 2.7 mm longer connecting rods; the bore is up to 64.5 mm from 62. The 900 cylinder block is 6.5 mm taller than the 750’s. Compression ratio is 8.8:1, compared to 9.0:1 for the 750. Valve diameters are increased slightly. Exhaust valves are 22.5 mm as opposed to 22 mm for the 750; inlets are 26 mm instead of 25. Port sizes are likewise a bit larger. The whole engine is heavier — 92 kg compared to 89.5. That, and other differences such as the oil cooler, reservoir rear shocks, heftier fork and extra gusseting and wall thickness in parts of the frame account for an increase in dry weight of 12 kg over the CB750F. In order to reliably pump about another 20 hp through the same clutch and gear- box as the 750 uses, the prrimary drive ratio is changed to make the gearbox and clutch spin faster. For a given amount of power, greater rpm results in the trans- mission of less torque. Torque is the stuff which snaps shafts, shears gear teeth and causes clutches to slip, so the 16.6 percent increase in transmission speed of the 900F keeps its transmitted torque roughly the same as the 750’s. The change is made by altering the tooth ratio for the chain drive between the sprocket s on the crankshaft and the primary shaft which drives the clutch basket. The ratio is 1.000:1 for the 900 and 1.166:1 for the 750. The secondary ratio for the gear drive between the primary shaft and the clutch basket is an identica12.041:1 for both. Clutches are identical. Fifth gear in the 900’s transmission is slightly lower, at 1.000:1 instead of 0.964:1 for the 750. Final drive ratios are almost identical, although sprocket sizes are 17/44 for the 900 and 18/46 for the 750. The 900’s overall gearing is 11 per cent higher than the 750’s, resulting in a relaxed feel at highway speed and excel- lent fuel economy. We obtained 17.7 km/L or about 50 mpg as an average in a variety of short-haul running-around and highway sprints, The 900’s mileage was even better than the 750’s. The CB750F we tested in the December 1980 issue delivered 16.5 km/L. While the CH900F may be loafing at highway speeds, it’smore than ready todo business without hesitation or stirring of the gears. It will shoot through holes in traffic, or pass trucks uphill in fifth gear, although it’s not cranking out peak torque like a BMW, for example. If it’s peak torque you want, you’ll have to drop a cog. Carburetion is crisp once the engine is warm, with quick throttle response and no hesitation. The 32 mm Keihins deliver ample air for the 902 cc engine’s needs, without the classic symptoms of over-carburetion. They also undoubtedly con- tribute to the low fuel consumption. Clutch action is superbly light, yet there was no trace of slip even when hammered hard. It’s one of the most solid-feeling Honda clutches we’ve encountered, per- haps another benefit of the sped-up primary drive. The gearbox is likewise good, much better than December’s CB750F, for exampie. It has a short lever travel and never missed a shift. Neutral is easier to locate than with several other late-model Hondas we’ve tried. Overall, it’s one of Hon- da’s best efforts in drive trains, but still not in the top ranks. Kawasaki transmis- sions seem to set the pace in freedom from notchiness and ease of neutral location; however, this Honda is close. Apart from the engine, the F models’ points of appeal are their handling, brakes and looks. Good handling came to the fore with the second generation of 750Fs in 1979; this year’s 900F comes equipped with a similar chassis and a greater number of suspension adjustment goodies. Compared to the current 750, the CB900F has larger 39 mm fork tubes, the same diameter as those on the CBX. Lined with Honda’s low-friction Syntallic bushings, the fork delivers 160 mm of plush travel. The degree of plushness is variable, depending on how much air pressure you pump into the interconnected fork tubes. Light coil springs keep the bike off bat tom if the pressure is down. We found the fork would bottom readily under braking if pressure went low, yet the bike is still comfortably rideable in such a condition. A bicycle tire pump is pretty well mandatory for boosting fork pressure, as the slightest touch of a service station hose will snap the front end up to its limit like a dog stung by a bee. Outright carelessness with adding fork air could have you wearing the oil seals and the oil, too. The 900’s rear shocks have two-way adjustable compression damping controlled by a small lever between the blades of their lower mounts. A large ribbed collar at the top of the shock selects from three available rebound damping rates. And there are of course the usual five positions for spring preload. Unlike the 750, the 900 has shocks with attached reservoirs reminiscent of those attached to primeval Yamaha motocrossers.
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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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