Honda CB900FZ Bol D'or
Honda CB900FZ Bol D'or | |
Manufacturer | |
---|---|
Production | 1979 |
Class | Standard |
Engine | Four stroke, transverse four cylinder, DOHC, 4 valve per cylinder. |
Compression ratio | 8.8:1 |
Top Speed | 135 mph 217.3 km/h |
Ignition | Inductive electronic |
Transmission | 5 Speed |
Frame | Steel twin downtube |
Suspension | Front: Telescopic air assisted fork Rear: Swinging arm, dual shocks with adjustable damping |
Brakes | Front: 2x 280mm discs Rear: Single 297mm disc |
Front Tire | 3.25 V19 |
Rear Tire | 4.00 V18 |
Wheelbase | 1515 mm / 59.6 in |
Seat Height | 815 mm / 32.1 in |
Weight | 233 kg / 513.6 lbs (dry), 242 kg / 533.5 lbs (wet) |
Recommended Oil | Honda GN4 10W-40 |
Fuel Capacity | 20 Liters / 5.3 US gal |
Manuals | Service Manual |
It could reach a top speed of 135 mph 217.3 km/h.
Engine[edit | edit source]
The engine was a Air cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valve per cylinder.. The engine featured a 8.8:1 compression ratio.
Chassis[edit | edit source]
It came with a 3.25 V19 front tire and a 4.00 V18 rear tire. Stopping was achieved via 2x 280mm discs in the front and a Single 297mm disc in the rear. The front suspension was a Telescopic air assisted fork while the rear was equipped with a Swinging arm, dual shocks with adjustable damping. The CB900FZ Bol D'or was fitted with a 20 Liters / 5.3 US gal fuel tank. The bike weighed just 233 kg / 513.6 lbs. The wheelbase was 1515 mm / 59.6 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Honda CB 900FZ Bol D'or
With a superbly set-up It is said that racing improves the breed and that
frame, the CB900FZ has famous saying could be used as an epithet for the
remarkably good handling CB900FZ Honda, or Bol D'Or as it is known on the
characteristics. Continent. If its specification seems a little familiar, that
can be put down to its racing parentage, namely the one-litre Honda wonders that
have been cleaning up in endurance racing for the past few years.
The 900's evolution is not just a simple matter of racer turned road-burner,
however, and in fact goes back to the time when Honda were looking for a new
sports flagship. With vast funds available for research and development of new
models, the R & D department was given a free rein to develop whatever model
they thought fit. Under the watchful eye of Soichiro Irimajiri, renowned for his
racing bikes of the 1960s and for his hand in the company's Formula One car
projects, two bikes were developed. Both machines were of one-litre capacity,
both had approximately the same performance and both used lots of knowhow from
the endurance racing project. The only difference between the two models was the
number of cylinders they had. One was a conventional four and the other was a
six. The six became the CBX and was a shade quicker than the four, sounded
different and, most importantly, looked different.
Honda, however, had other plans for the one-litre four. It was marketed as
the CB900FZ with engine size reduced to 902cc, but only Europe was afforded the
pleasure of sampling this model while the United States market had to be content
with the similarly styled 750FZ.
The CB900FZ follows the style of the later versions of the 750, but its
engine has more in common with the six-cylinder CBX. They share the same 64-5 mm
bore, although the 900 naturally has a longer stroke to compensate for having
fewer cylinders. Its stroke is actually 69 mm, which makes the unit undersquare,
quite a rarity on a modern motor cycle engine. With a compression ratio of 8-8:1
the 900 produces a staggering 95 bhp at 9000 rpm and this no doubt is due to the
motor's efficient breathing by way of four 32 mm carburettors, and four valves
per cylinder, operated by twin overhead camshafts.
The rest of the mix in the CB900FZ package is quite straightforward with a
wet-multi-plate clutch, five-speed gearbox, chain drive, twin downtube duplex
frame, conventional swinging arm suspensions, triple discs and alloy wheels.
What the specification doesn't say is that the bike has one of the best set-up
chassis available on any bike from the Orient and is far superior to the
Irimajiri-inspired racing-type diamond spine frame of the CBX. In handling, the
CB900FZ is a revelation and it is only at the far end of the speed scale that
its manners are anything less than superb. It feels just like an Italian
superbike, and that really is high praise indeed.
The CB900FZ is a shatteringly fast motor cycle. It has a top speed of almost
130mph and the roads
on which that sort of speed is attainable are few and far between. Just as
impressive is the 900's quarter-mile time of 12.3 seconds, putting it on a par
with Kawasaki's KZ1000 and Suzuki's GS1000, both machines sporting engines
larger than that of the Honda. In spite of its rocket-like performance the
CB900FZ is a highly refined machine with silky smooth manners and the feel of a
true thoroughbred. It is true that the CB900FZ is slightly slower than its big
brother the CBX but it has two assets the big six-cylinder machine lacks. For
one thing the CB900FZ is surprisingly economical,
returning a fuel consumption figure of 40 miles in the gallon. Secondly the
900's handling is definitely superior to the that of the CBX's which makes it a
real winner. With cornering power in reserve right up until the bike grounds on
each side. Braking is excellent and there is enough power in the engine to keep
the whole plot speeding through sharp corners or fast sweepers.
It may seem that in Europe, especially in the top league with the 900 and the
CBX, Honda have saturated the market and their models must inevitably overlap.
It is not until one has ridden both bikes that the differences are obvious and
noteworthy. Unless ridden full bore, there is little to choose. When such realms
are reached the CB900FZ has a fine chassis that puts it above the CBX, while the
CBX has an engine that is second to none in motor cycling. As that other saying
explains: you pays your money and takes your choice...
Make Model | Honda CB 900FZ Bol D'or |
---|---|
Year | 1979 |
Engine Type | Four stroke, transverse four cylinder, DOHC, 4 valve per cylinder. |
Displacement | 901 cc / 54.9 cu-in |
Bore X Stroke | 64.5 X 69 mm |
Cooling System | Air cooled |
Compression | 8.8:1 |
Induction | 4x 32mm Keihin carburetors |
Ignition | Inductive electronic |
Starting | Electric |
Max Power | 95 hp / 71 kW @ 9000 rpm |
Max Torque | 77 Nm / 57 lb-ft @ 8000 rpm |
Transmission | 5 Speed |
Final Drive | Chain |
Frame | Steel twin downtube |
Front Suspension | Telescopic air assisted fork |
Front Wheel Travel | 160 mm / 6.2 in |
Rear Suspension | Swinging arm, dual shocks with adjustable damping |
Rear Wheel Travel | 110 mm / 4.3 in |
Front Brakes | 2x 280mm discs |
Rear Brakes | Single 297mm disc |
Front Tire | 3.25 V19 |
Rear Tire | 4.00 V18 |
Rake | 27° 30 |
Trail | 115 mm / 4.5 in |
Dimensions | Length 2240 mm / 88 in Width 805 mm / 31.7 in |
Wheelbase | 1515 mm / 59.6 in |
Seat Height | 815 mm / 32.1 in |
Dry Weight | 233 kg / 513.6 lbs |
Wet Weight | 242 kg / 533.5 lbs |
Fuel Capacity | 20 Liters / 5.3 US gal |
Standing ¼ Mile | 11.9 sec / 177.8 km/h |
Top Speed | 135 mph 217.3 km/h |