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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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Quick Silver - The Honda CB900FThe CB900F isn’t the first Honda to carry the Super Sport tag, just the first to deserve it. One of human nature’s perversities is to covet what we can’t have. The grass-is-greener syndrome has seduced many a poor sod into thinking that the unobtainable must be infinitely superior to the obtainable. With such inflated expectations the final achievement of of the object of fancy is bound to be disappointing. We’re more fortunate that the manifestation of the real Super Sport Honda, the CB900F, lives to the metaphorical pedestal we’ve placed it on since we first heard the bike existed and that we couldn’t have one. Now on the market in Canada two years after it was first offered in Europe, the CB900F should disappoint no one. It’s quiet, amply smooth, a premium stopper, great handler and a powerhouse as well as one of the prettiest motorcycles on the street. Its closest relative, the CB750F, has all the same attributes except for the 900’s eruption of torque at 5,500 rpm. In other words, the 900F supplies all that a 750F rider ever wanted. Why wasn’t it available two years ago? From where we sit, it looks as if Honda didn’t want the 900F to upstage the six-cylinder CBX, the bike Honda designed to be the ultimate performance machine of all time. However, the CBX was simply too much for many enthusiast street riders and definitely too much for racing at more than a club level. Although laid out on the lines of the legendary 250 cc grand prix screamers of the 1960s, the 1,047 cc six can’t be trimmed down to competitive weight and bulk without drastic revision. Honda sought instead to revamp the CBX into a gentleman’s express tourer and bring in the 900F for the hot dogs. After all, the 900F is the basis of Honda’s increasing efforts in superbike and Formula 1 racing in the U.S., and it bears more than a passing resemblance to the RGB endurance racers whose claim on victory circles has scarcely been molested in years. The optional sports kit and the decision to even market the 900F in America are perhaps best seen in context of the industry’s recognition that the curb-cruiser or custom look is not the sum total of motorcycling on this continent. The laid-back style has helped move a large slug of motorcycles though the showrooms dur- ing the past few years, but such remarkable bikes as the GPz Kawasakis and Yamaha Secas are examples of fresh thinking along more sporting lines. With its two F models, Honda is firmly in the hunt for enthusiastic riders’ devotion. And with recent moves toward reducing machine weight by downsizing the total package and slimming individual components, the beefy Super Sport carries its weight with greater grace as a 900 than a 750. As a 750,it’s full-sized and then some compared to the Kawasaki KZ750 and Yamaha 750 Scca; as a 900 it’s heavier than the new KZ1000J but feels betterproportioned than the CB750F. The Honda’s physical dimensions are by no means a handicap in the majority of cases, especially where a trip of some duration is concerned. North Americans are a largish breed of people, and the downsized machines can make you feel cramped after an hour or two. Particularly with a passenger on board, a short- wheelbase motorcycle with a smallish seat can be simply too intimate for com- fort when the farthest horizon is no more than a refuelling stop, There’s also the matter of cargo capacity, both in the weight andbulkofbaggage to be accommodated. A bigger, heavier machine simply provides more space to put things and larger-capacity tires, frame and whatnot to carry them. We’ve moaned for years about the practice of manufacturers of equipping our bikes with high handlebars and forward-mounted footpegs. The trouble is, they present torsos full to the wind and load the rider’s weight full on his butt instead of sharing the load with his hands and feet. The new sporting bunch has the answer, in various forms of lower bars and rearset pegs. The 900F’s European kit was a pleasure. The handlebar has a modest rise and width, giving the rider a slight forward lean. The reduction in steering leverage at low speeds bothered no one, although opinions on the correctness of the bar bend weren’t unanimous. Two riders said the ends pulled back too far for long-term comfort of their wrists. Otherwise, there were no beefs about the bar or footpeg location. The installed height of the rear brake pedal was generally considered to be too high, but the pedal is easily moved on its serrated shaft. Overall, the rider posture on the kitted bike contributed to the pleasure of riding what is rightly considered Honda’s most European machine. Ironically though, it’s said that in Europe the CB750F, which isn’t sold there, is more highly prized for its smoother short-stroke engine and lighter weight. Something about the grass being greener… The knob actuating the choke cable is up top with the instruments, and receives full play when starting from cold. Riders’ opinions of the 900’s starting capabilities depended strictly on the ambient temperatures they experienced. We took the bike to sunny Florida for Daytona week and it was a model performer. Back in frozen Canada, it was a frustrating brute which took endless cranking and choking, and wouldn’t warm up unattended. In milder conditions, it should behave somewhere between the extremes. The 14 amp-hour battery coped well with all the cranking and also powered various items of electrical riding gear. The outstanding electrical aspect of the 900F is its exemplary headlight whose 60/55 watt quartz-halogen bulb casts a penetrating beam down the darkest byway. It requires no compromi se to highspeed night travel on unlit roads, yet the low beam has a sharp r.utoff so that it doesn’t incinerate oncoming traffic. l’he V-shaped cutoff casts sufficient side illumination at moderate bank angles that low-speed corners should hide no surprises. However, the CB900F’s enduring charm is its sinewy 16-valve engine. It delivers the kind of upper mid-range and top end power that delights 750F owners, but a bunch more. Not a great deal happens until the tachometer needle passes 5,000; then things activate quickly. From then on the 900 becomes extremely strong, remaining that way right up to its redline at 9,SOO rpm. When the first 900F was announced, the claimed output was 95 hp. Honda Canada and American Honda don’t provide current numbers, but there is no reason to believe its output has been diminished. The 900F even sounds more powerful than the 750, with a bearish rasp to the still heavily muted exhaust. Inverted-tooth silent chains throughout the innards help keep mechanical thrash to a minimum, even though there are two cam chains and a primary chain whizzing around in there.
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