HONDA CB750F RIGHT SIDE COVER FITS CB900F ALSO

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CB900C CB900F TOP END GASKET SET
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HONDA CB900F/F2 Supersport/, Rectifier/Regulator,80-82
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HONDA CB900F/F2 Supersport/, Rectifier/Regulator,80-82
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CB900 CB900F STD.PISTONS GREAT CONDITION
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HONDA CB900F / CB919, Stator 02-07
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Honda CB900F CB1100F CB750F Fork Springs (No Reserve)
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Honda CB750F CB900F Super Sport Seat Saddle 1979-1982
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HONDA CB750F CB900F CB1100F SEAT COVER (No Reserve)
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honda cb900 cb900f cb 900 side cover
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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
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honda cb900 cb900f cb 900 seat cowl plastic
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Honda Brake Speed Bleeders CB750F CB900F CB1100F
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HONDA CB CB1100F CB900F CB750F CB 750F LOT O NICE PARTS
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All CB900F items from Ebay

The 1983 Honda CB1100R (Page 2)

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The front brake calipers are the same design as used on the Turbo, but the discs are the very slick, internally vented, cast stainless-steel-type used on the CBX. The rear brake is the same as that used on the U.S. 900F, with a twin-piston caliper and a thinner solid disc.

Wheels are of the same gold-anodized aluminum Com Star design as those used on the Turbo, but are different sizes; the rear rim is a very wide 3.00-18, and the front is an equally raceable 2.5018. Honda recommends only two specific tire choices for the high-speed CB 11 00R; the bike we tested wore special A48 (front) and M48 (rear) Michelins designed exclusively for the CB11 00. There are A48s and M48s available that are not suitable for the big Honda; the specially constructed versions look identical to the standard models except for a special identification mark on the sidewall.

The ‘81 CB1100R used rear shock absorbers very similar to those offered on our 900F, but the considerably revised ‘82 comes with all-new shocks apparently exclusively built for the 1100. They’re unlike anything we’ve seen on more familiar Hondas and are independently adjustable for both rebound and compression damping. A knob atop the upper mounted reservoir provides four stages of rebound damping, and another knob on the bottom of the shock dials in one of three stages of compression damping. It would be possible to adjust the rebound damping while riding If it weren’t for the bodywork that shrouds the top of the shock; as it is, adjustment is a reach in-and-under proposition.

The basics of the power plant are very much the same as the CB750 and CB900. The displacement increase over the 900F is accomplished with a larger bore. The R gets an actual displacement of 1062cc from its 70mm bore and 69mm stroke; the 900F is an actual 901.7cc, with a 64.2mm bore and the same stroke.

Honda went to the trouble of casting new cylinder assemblies for the 1100; 900Fs have air passages between the numbers one and two and the numbers three and four cylinders, but the 1100 is one solid chunk. The 70mm pistons are forged, “semi-forged” to use Honda’s terminology, and the wrist pins are 17mm in diameter, 2mm larger than the 900F’s. The valve train, valve sizes, and combustion chamber design are the same on the 1100, with the exception of the cam timing. The 1100 cam is a mildly hot-rodded configuration which opens both the intake and exhaust valves about 10 degrees of rotation sooner and closes them 10 degrees later, with an attendant increase in lift.

The U.S.-version 900F has a mild 8.8: 1 compression ratio, which allows it to run on anything more volatile than peanut oil. The 1100R is intended for countries that still have real gasoline available; its compression has been bumped up to 10.0:1. The owner of the bike we tested preferred to run 120-octane aviation gas in his pride and joy, but we did manage to run one tank full of 92octane leaded premium through without any sign of detonation.
The carburetors of the 1100 look very much like the Keihin CV units that come on the 900F, but they’re actually one millimeter larger inside than the 900F’s 32mm mixers. The extra power provided by the displacement increase and the wilder cam timing necessitated a few other changes. The link-plate primary chain is wider, the bearing inserts are harder (for longer life under racing conditions), and while the clutch plates are stock 900F, the springs are stiffer. The stock Honda transistorized battery ignition has been known to be less than adequate when the revs start climbing toward five figures, and the 1100 uses a modified version of the same basic system, housed under a formfitting, gold-painted cover. The alternator cover has been pre-beveled for your cornering convenience.

Transmission ratios are the same as those on the 900, but the final reduction ratio is taller; at redline in fifth a 900 should go 140 mph; the 11 00R is geared for an eye-opening 155.

Looks are a very big part of the CB1100R mystique, and the combination of the ‘exotic composite full fairing, the Formula One-style single seat, the hunched-over riding position, and the wild paint treatment stopped bystanders in their tracks wherever we rode the beast. The ‘81 R used the same upper fairing you could order for your U.S. 900F, but the ‘82 edition uses a new two piece fairing, reportedly laid up using some of the hideously expensive carbon-fiber cloth used on Honda’s F-1 bike body parts. The cost, as they say, is passed on to the consumer: the price we were quoted to replace the fairing was a princely 2000 clams. The bottom section of the fairing comes off in a matter of seconds for easy access to the engine; taking off the top half is a bit more complicated, but it’s still only a 15-minute proposition.

The seat and tail section are also new this year. They’re a very clever combination of a solo seat with a backrest and a conventional dual seat; a twist of a few Dzus fasteners allows the tailpiece to be lifted off the bike, exposing the rear half of the red saddle.

If you should be fortunate enough to make a friend while out on a solo ride, however, it’s anybody’s guess what you’re supposed to do with the removed tail section. To avoid having to UPS part of your motorcycle home from a ride, it’s suggested you leave the tailpiece behind any time you’re feeling lucky.

The racer replica seat is thin and hard, but the hunched-forward, clip-on-dictated riding position and the rear set pegs allow much of the rider’s body weight to be carned by his legs over bumpy sections of road. The beautiful 6.9-gallon aluminum fuel tank stays out of the way of the rider’s knees; our longer-legged testers only wished they could say the same about the rear edges of the lower fairing section. Under hard braking and in certain hanging-oft maneuvers, it was entirely possible to run out of knee room.

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Honda 50 Mini Trail Bike - 50cc Honda Z50In 2004 Honda Released a special edition CB750 style Honda "Monkey" mini bike. It was a Honda Z50 that was painted and detailed in the exact same style as the old Honda CB750's. Of this limited edition Z50 mini CB750 bike, there were only 2,500 produced and are considered a very rare collector's item today

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