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Difference between revisions of "Honda CB900C"
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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. | 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 [[:Category:Honda GL series|GL]] and [[:Category:Honda CX series|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. | ||
The Sub-transmission is used as a "jack shaft". That is, in order for Honda to use the CB900F engine in conjunction with the GL swingarm and final shaft drive, power must be taken from the CB900F's left hand power take off and transferred to the GL's right hand side final drive shaft. The "Jack Shaft" was given 2 gear ranges ranges at relatively low cost. Most CB900C riders use the 2-Speed Transmission more like 6th gear overdrive. Leaving the bike in low range while shifting through the normal 5 gears, then shifting into high range once up to speed on highway, reducing engine rpm significantly at touring speeds. | The Sub-transmission is used as a "jack shaft". That is, in order for Honda to use the CB900F engine in conjunction with the GL swingarm and final shaft drive, power must be taken from the CB900F's left hand power take off and transferred to the GL's right hand side final drive shaft. The "Jack Shaft" was given 2 gear ranges ranges at relatively low cost. Most CB900C riders use the 2-Speed Transmission more like 6th gear overdrive. Leaving the bike in low range while shifting through the normal 5 gears, then shifting into high range once up to speed on highway, reducing engine rpm significantly at touring speeds. | ||