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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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The 1983 Honda CB1100R (Page 4)The ventilated front brakes worked as well as any street-oriented brakes have a right to. The brakes could probably be made to fade with hard use on the right racecourse, but we never even came close. The CB 11 00R carries its weight much lower than the CX500TC does, making the anti-dive apparatus built into the fork sliders less necessary than it is on the Turbo. We settled on the number two (of four) anti-dive setting for most of our fast canyon work. We had a Suzuki GS1100E along on each of our testing sessions with the CB1100R, and we couldn’t resist the temptation to see how the big Honda would fare against the king of U.S.-legal street-bike acceleration. With riders of roughly equal weight aboard, the two bikes were very closely matched; the Suzuki was notably faster in the lower half of its rev band, but the two bikes ran dead even with both engines in the fat parts of their power bands. Our drag strip testing confirmed the results of our seat-of-the-Ieathers testing. On a day much too hot for any record setting times, the CB1100R posted the fastest ET of any 1100cc 1982 street bike we’ve tested: a run of 11.41 seconds at 118.73 mph. On a cool day, with a tailwind and with aptly named Peewee Gleason on board, we’ve run an ‘81 GS1100 as fast as 11.001 seconds at 121.45, with a Kawasaki GPz1100 right behind with a 11.017-second run at 122.1. The CB1100R was only halfway through fourth gear at the end of the quarter-mile, so with slightly shorter gearing the CB would be hard to bet against on any given day at the strip. In fifth-gear roll-ons the CB was considerably slower than both the GS 11 00 and the GPz1100, which was no surprise; the Honda makes its power a little higher in the rev band, and it is, after all, geared for an extra 15 mph of top speed. We tried to get the CB to its top speed, or close to it, by taking a running start at the starting line at Orange County Raceway and holding the butterflies open for a full half-mile run. The highest indicated top speed we got was 141 mph, with a speedometer we reckon to be about three miles per hour optimistic; 138 mph isn’t bad on an 85-degree day. Jeff Karr, our drag strip tester, said it felt like he could squeeze two or three mph more out of the Honda with a longer run. No matter where you live. most of the time you’d spend riding even as exotic a piece as the CB would be spent sitting straight up and down, watching the scenery go by al a measured pace. The 1100 is by no means a touring bike in the American sense of the genre, with its plywood seat and its racetrack-ready suspension rates, but it can be surprisingly comfortable over the long haul. The 1100’s rigidly mounted engine makes the pegs, tank, and bars buzz Slightly at the usual 4000-to-4500 rpm buzz-zone, and the fairing reflects a bit more engine noise up toward the rider than one would expect on a naked 900. But these are minor-and perhaps unavoidable-annoyances. One doesn’t buy a Ferrari and then expect it to ride like a Cadillac; and you don’t buy a thoroughbred racehorse to pull the carriage to Sunday school. What is this European-spec motorcycle doing in the U.S., you might ask, and with a fully legitimate California license plate to boot? No, it didn’t come in through American Honda, and no, its exhaust pipes have never felt the probe of an EPA smog meter. It belongs to Jack Calof. of Exotic Motorcycle Imports, who handled the importation and licensing paperwork on his own. What’s the bike worth? The owner reckons he’s spent close to $11.000 to buy the machine in England, have it air-freighted over, and get it licensed and registered here In California. With a motorcycle as expensive-and as unattainable-as the CB1100R. the usual test criteria go right out the window. Will the R disappoint the one in a million riders who has the knowledge and the ready cash-to appreciate it for what it is? No. If you want it badly enough to go out and buy it, nothing else will do. There are other motorcycles that will stay with the CB In a fast run through a swoopy piece of asphalt, for a third of the money and with better overall comfort. But that’s bypassing the point. You’d buy a CB1100R not so much for what it does, but for what it is: the fastest, most serious piece of ready-to-run road racing machinery you can put on a public street. Is the CB worth the money? Only to those who will pay it-and there are few enough of those to make the question largely academic. Motorcyclist Magazine - October 1982
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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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