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STARTER SOLENOID HONDA CB900 CUSTOM CB900F SUPER SPORT
FRONT BRAKE MASTER CYLINDER CB650C CUSTOM CB900C CB900F
Honda : CB CB900F Supersport 1982 Honda CB900F Supersport Motorcycle
81-82 Honda CB900F 900 K&N Air Filter
BLUE LED BODY KIT LIGHTS HONDA CB900F CB900R
Honda CB650 CB750 CB750F CB900 CB900F starter switch
HONDA CBR929RR/RE, CBR945RR, CBR1000RR, CB900F BATTERY
1981 Honda CB900F Front and rear brake calipers
Honda CB750F CB900F Super Sport (79-82) - New Seat
DOHC CB750F CB900F CB1100F MUFFLER GASKETS
1981 Honda CB900C CB900F Carburetor. Recently Rebuilt!
1981 Honda CB900 CB900C CB900F Right Fairing Side Cover
1981 Honda CB900 CB900C CB900F Custom Highway Bars
1981 Honda CB900 CB900C CB900F Leather Seat
1981 Honda CB900 CB900C CB900F Sissy Bar Complete
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The 1983 Honda CB1100R“The look, the feel, the power.. And you cant have it!” Let’s put a hold on the usual machine-head road-test copy for a minute. Motorcycles are obviously much more than machines: they’re emotional events. Their engineered aspects are compelling. but they are, al the heart, of the heart.
Motorcyclists may rationalize their tastes in machines in coldhearted, metallurgical terms, but it’s a less than self-aware rider who thinks he buys a motorcycle just because of its quarter mile times or its cornering clearance or the visual quality of its engine castings. The Honda CB1100R is one of the select few no-compromises. High-speed motorcycles-machines that express, in visceral as well as functional terms, that their riders are humans of unusual two wheeled discrimination. Of the road race-oriented specials in its class-the Suzuki Katana, the Eddie Lawson Replica KZ1000R, and the one-liter Bimotas-only the Italian kit bikes approach the level of visual flash and exclusivity embodied by the Honda. There are about a thousand CB 1100Rs assembled each year for export to Europe, Australia, and South Africa, and getting one, even if you have $9000 to $10,000 burning a hole in your pocket, is a game of musical dealers. If you find the bike, and a dealer who wants to part with it, you have bought yourself the fastest production-line street bike in the world. The CB 1100R is perfectly suited to the specific kind of motorcycle touring practiced mainly in Europe. Most long-distance riding in the States involves Gold Wings, Harleys, stretched gross-vehicle weight ratings, and hours of straight-line droning, but on the Continent it’s a completely different story. On many routes between major cities there simply are no freeways. The fastest route is often a winding, swooping, road racer’s delight. With speed limits either nonexistent or widely disregarded, much of Europe is a fast street-rider’s Nirvana. In west-central Germany it’s a popular weekend pastime to make the run out to the Nurburgring with your girl on the back of your BMW or your Guzzi or your Ducati, the two of you dressed in immaculate racer-replica leathers. For 10 deutsche marks (about five dollars) you can take a lap on the 14-mile course and grind off as much metal from the underside of your bike as you dare; your own tendency for self-preservation is all that holds you back. Europe is crazy about endurance racing-over 150,000 souls make the trek to the 24-hour Bol d’Or every year-because their own riding is not so far from endurance racing. Honda has used the European endurance-racing circuit as a proving ground for some of its most popular designs; the engines found in the CB750, CB900, and the CB11 00R are directly descended from the power plant used in Honda’s RCB racers. Europeans are much more style-conscious than Americans, and the swoopy FWS-inspired bodywork of the R suits European sensibilities just fine, thank you. If the machine didn’t have “Honda” plastered allover it, one would be tempted to imagine it came from some tiny craftsman’s shop outside of Turin. For all its visual impact, the R is surprisingly conventional under its carbon fiber and Plexiglas skin. The frame is very close to the item used on the garden-variety CB750F, right down to the steering-head angle and wheelbase. Unlike the U.S. 900F, the R’s engine is rigidly mounted in the frame: this allows the engine assembly to act as a structural member for added rigidity, at the expense of some extra vibration transfer to the rider. The swing arm appears to be the same unit used on the U.S. 900F, which is by no means an indictment; the stock piece is known as one of the stiffest arms on a production bike. The frame has one major difference from the familiar CB750F item: the removable frame tube under the right side of the engine has been welded firmly in place on the 1100R, just as it is on the Honda factory Superbikes. This makes engine removal a much more time-consuming proposition, but the gains in chassis rigidity make it worthwhile. The front fork assemblies are very close to the ones offered on the CX500 Turbo, right down to the TRAC anti-dive unit on each leg, and the front fender is a Turbo part as well. The fork tubes are 39mm in diameter, the same as on the U.S. 900F. The narrow clip-on bars of the CB 11 00R make it difficult to detect any flex in the front-end assembly; in all our back-road charging the front felt as rigid as a solid block of steel.
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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...
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