Difference between revisions of "Honda CB900C"

Honda CB900C (edit)

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 ==History==
-The slightly modified and larger displacement [[Honda CB1000C|CB1000C]] was produced in 1983 only. It is a derivative of the [[DOHC]] [[Honda CB750K|CB750K]] at the supposed requests of the American consumer, according to ''[[Rider Magazine]]'', March 1980. It is equipped with a handful of features that are unique for its time. These included air assisted suspension front and rear, shaft drive from the [[Honda GL1100|GL1100 Goldwing]] of the same time period, and most notably, a dual range sub-transmission that allows the operator to "split" any of the five gears in the main transmission for a total of ten driveline ratios.  The CB900C is closely related to the [[Honda CB900F]] and the 1983-only [[Honda CB1100F]] (both derivatives of the CB750 line).
+The slightly modified and larger displacement [[Honda CB1000C|CB1000C]] was produced in 1983 only. It is a derivative of the [[DOHC]] [[Honda CB750K|CB750K]] at the supposed requests of the American consumer, according to ''[[Rider magazine]]'', March 1980. It is equipped with a handful of features that are unique for its time. These included air assisted suspension front and rear, shaft drive from the [[Honda GL1100|GL1100 Goldwing]] of the same time period, and most notably, a dual range sub-transmission that allows the operator to "split" any of the five gears in the main transmission for a total of ten driveline ratios.  The CB900C is closely related to the [[Honda CB900F]] and the 1983-only [[Honda CB1100F]] (both derivatives of the CB750 line).
 An air/oil cooled DOHC 902cc engine with 4 32&nbsp;mm Keihin CV carburetors and electronic pointless ignition produces 84 BHP @ 8500 RPM. Front suspension relies on air pressure for preload while the rear relies more on air for the actual spring action. Three disk brakes arrest the momentum of the considerable curb weight as listed in the Honda FSM (Factory Service Manual) as 611 pounds or 277&nbsp;kg.
-Both Rider and Cycle World reviewed this motorcycle in 1980 with varying degrees of disregard and dissatisfaction. The top complaints were the lack of purity in the "custom" styling and its effect on function regarding sport or spirited riding. The soft suspension was recorded as a hindrance to cornering ability as was the highly reactive shaft-drive/sub-transmission combination and the huge mass of the machine in general. Comparisons were made to tractor trailers. The bike garnered some appreciation from Cycle World for its styling and tank design.
+Both ''Rider'' and ''[[Cycle World]]'' reviewed this motorcycle in 1980 with varying degrees of disregard and dissatisfaction. The top complaints were the lack of purity in the "custom" styling and its effect on function regarding sport or spirited riding. The soft suspension was recorded as a hindrance to cornering ability as was the highly reactive shaft-drive/sub-transmission combination and the huge mass of the machine in general. Comparisons were made to tractor trailers. The bike garnered some appreciation from Cycle World for its styling and tank design.
 The genesis of the CB900C makes it a "parts bin" bike. Honda produced two shaft drive bikes previous to and concurrently with the CB900C. The GL and CX series of touring motorcycles of the time are the source of the final drive and rear suspension assemblies of the CB900C. The European model CB900F supplied the basic frame extended two inches for the sub-transmission, engine, and many other chassis components. Full Hondaline touring equipment (Fairing, Lower Leg Fairings, Saddlebags and Trunk were available from the Honda dealer to make the CB900C a complete Touring Bike.