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Honda CB900F

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Honda CB900F

The Honda CB900F is a Honda motorcycle made in two generations. The first generation was produced from 1979 through 1983,[1] and was available in the United States in 1981 and 1982. In 1983 it was replaced by the CB1100F. The second generation was available from 2002 through 2007.[2][3][4][5] It is called the Hornet 900 in Europe and the 919 in North America, while the related CB600F is the Hornet 600 in Europe and the 599 in North America. In 2008 the second generation CB900 was replaced by the CB1000R.[5][6]

First generation

First generation
Manufacturer Honda
Production 1979–1983[1]
Successor CB1100F
Engine Air-cooled 901 cc (55.0 cu in) DOHC straight-four
Bore / stroke 64.5 mm × 69.0 mm (2.54 in × 2.72 in)
Compression ratio 8.8:1
Top speed 190 km/h (120 mph) (1979–1981), 210 km/h (130 mph) (1982)[1][7] 217 km/h (135 mph)[8][9]
Power 71 kW (95 hp)[1][10] @ 9000 rpm[8]
Torque 7.9 kg·m (77 N·m; 57 lbf·ft)[11]
Ignition type Electronic
Transmission 5-speed, chain drive
Frame type Steel twin downtube
Suspension Front: Air-assisted telescoping forks, with Honda TRAC anti-dive system after 1982[8] or 1983[1]
Rear: twin shocks with adjustable compression, damping and rebound[8]
Brakes Front: dual disc
Rear: single disc
Dual piston calipers on all after 1983[1]
Tires Front: 3.25"x19" (100/90-19)
Rear:4"x18" (130/80-18)
Rake, trail 27° 30' 115 mm (4.5 in)
Wheelbase 1,515 mm (59.6 in)
Dimensions L: 2,240 mm (88 in)
W: 805 mm (31.7 in)
Seat height 815 mm (32.1 in)
Weight 233 kg (514 lb),[8] 241 kg (531 lb) (after 1982),[1] or 234 kilograms (516 lb)[11] (dry)
n/a (wet)
Fuel capacity 20 l (4.4 imp gal; 5.3 US gal)
Related CB750, CB900C

Background

Honda introduced the superbike to the world in 1969 with the CB750,[12][13] and with the success of Honda's other models and mainstream, respectable marketing image, enjoyed dominant market share.[10] But a decade later the single overhead camshaft (SOHC) CB750F2 of 1978 could not compete against double overhead camshaft (DOHC) fours from Kawasaki, Yamaha and Suzuki,[10] and Honda had been content to fall behind in performance features and in market share.[14] After this period of devoting R&D resources to the car business, Honda returned its attention to motorcycles with a new DOHC roadster whose development roots lay in Honda's successful endurance racing in Europe, with the RCB-series RS1000,[8] as well as suspension advances learned in motocross racing.[14]

The CB900F's design was aimed at European markets, rather than the usual focus on the United States, and it was not imported into the US until 1981.[8] In Europe, it was known as the Bol D’Or, after the Bol d'Or endurance race.[15] Honda's advertising at the time proclaimed the bike, "A thundering Super Sports bike with devastating performance and an unwavering stamina that will be setting the pace for many years to come."[8]

Design

The CB900F uses a 901 cc (55.0 cu in) four-cylinder DOHC engine, essentially the same as in the Honda CB900C. It shares many components with the Honda CB750 engine, but has a square engine with a bore and stroke of 62 mm (2.4 in).[10] The 901 cc (55.0 cu in) engine is also closely related to the engines used in the short-lived CB1000C and the CB1100F/CB1100R. It was also similar to the exotic inline-6 CBX1000 where a long chain drove the inlet camshaft, and from there a second, shorter chain drove the exhaust camshaft.[10]

The CB900F was a high-performance motorcycle that built on the racing success of the DOHC CB750F. The CB900F produces 95 bhp (71 kW)[1][10] @ 9000 rpm[8] and uses a five-speed gearbox and chain final drive. Though closely related, the CB900C produced in the same period uses a five-speed gearbox with two-speed differential and shaft final drive. The conventional twin down-tube steel frame is very strong. This, along with improved suspension made the CB900F, "arguably the best Honda had build for the street," perhaps one of the first Hondas capable of challenging European motorcycles not just in engine performance but in roadholding too.[8]

The CB900F has two front disc brakes and one rear disk brake, all fitted with dual-piston calipers after 1983.[1] The air-assisted fork was upgraded with the Honda TRAC (torque reactive anti-dive control) anti-dive system in 1982[8] or 1983.[1] The bike uses the same bodywork (tank, side covers, tailpiece) as the preceding CB750F Super Sport and there are slight differences between the CB900F bodywork and that used on the CB1100F and CBX.

Performance

In most magazine tests, the CB900F normally clocked low to mid 12 seconds in the quarter mile and as low as 11.84 seconds in a Motorcyclist magazine test.[16] Despite being out-displaced, the CB900F competed with other performance bikes of the time such as the Kawasaki Kz1000, Suzuki GS1000, and Yamaha XS1100.[8] The engine was tuned to produce mid range power rather than maximizing peak horsepower at the top engine speed, thus giving good acceleration from 4,000 rpm to the 9,500 rpm redline. At 90 mph (140 km/h) there was some vibration, but the relaxed riding position was comfortable at most speeds, except perhaps near the 130 mph (210 km/h) maximum where the high handlebars led to arm fatigue against wind pressure.[8]

While the CB900F arrived years late to the market against these Japanese competitors, and could only just keep up with their performance,[8] in 1982 competition from the CB900F was a problem for Harley-Davidson. The 25 year old, 500 lb (230 kg) Sportster XLH was losing performance due to a lowered 8:1 compression in order to comply with environmental regulations and use low-octane fuel, resulting in under 14 second quarter mile times at 100 mph (160 km/h), and a 100 mph (160 km/h) top speed. In comparison, the 1982 CB900F did the quarter mile in under 13 seconds at 110 mph (180 km/h) with top speed of 130 mph (210 km/h).[7]

For its time, the CB900F was called, "the ultimate statement of the old air-cooled technology Honda had done so much to create,"[14] to be followed by the larger displacement CB1100F of 1983, before moving on to water-cooled inline fours with the CBR1000F of 1987. In anticipation of the 2002 model, one reporter reminisced that the original "was a powerful machine, if a bit heavy. All gas tank and engine, stable on the highway, middle-of-the-road good looks and hound-dog reliable."[17] Rod Ker, however, writes that it had "two bad habits," that "it dropped out of gear, and — sometimes as a direct result — broke con-rods. This was a great pity, because it was a good bike until it broke, blessed with a frame and suspension that showed the Japanese were catching up with the Europeans in chassis technology."[10]


Second generation

Second generation
Manufacturer Honda
Also called Hornet 900, 919
Production 2002–2007[2][3][4][5][6]
Successor CB1000R[5][6]
Class Naked or standard
Engine 919 cc (56.1 cu in) liquid-cooled straight four
Bore / stroke 71.0 mm × 58.0 mm (2.80 in × 2.28 in)
Compression ratio 10.8:1
Top speed 230.0 km/h (142.9 mph)[18] 228.5 km/h (142.0 mph)[19]
Power 71.9 kW (96.4 hp)[18] 75 kW (101 hp) @8550 rpm[19] 77 kW (103 hp),[20] 80 kW (110 hp) @ 9,000 rpm[21]
Torque 84.9 N·m (62.6 lbf·ft)[18] 91 N·m (67 lbf·ft) @ 6,500 rpm[21] 88.9 N·m (65.6 lbf·ft) @ 7550 rpm[19]
Ignition type CDI
Transmission Cable-actuated wet clutch, 6 speed, chain final drive
Frame type Steel, square section backbone, engine is stressed member
Suspension Front: telescoping cartridge fork, adjustable after 2004
Rear: swingarm with single Showa shock, adjustable preload
Brakes Front: dual disc
Rear: single disc
Tires Michelin Hi-Sport Front: 120/70-ZR17
Rear:180/55-ZR17
Rake, trail 25°, 98 mm (3.9 in)
Wheelbase 1,460 mm (57 in)
Dimensions L: 2,125 mm (83.7 in)
W: 750 mm (30 in)
Seat height 795 mm (31.3 in)
Weight 206.0 kg (454.2 lb)[21] (dry)
218.0 kg (480.6 lb),[18] 220.0 kg (485.0 lb)[20][21] (wet)
Fuel capacity 19 l (4.2 imp gal; 5.0 US gal)
Fuel consumption 6.11 L/100 km (46.2 mpg-imp; 38.5 mpg-US)[19]
6.4 L/100 km (44 mpg-imp; 37 mpg-US)[22]
Related CB600F
CBR900RR

The second generation Honda CB900F is a standard, or naked, motorcycle based on a sport bike engine but with a more upright seating position and revised engine and gearing, providing performance and comfort between a typical sport bike and a cruiser. It was called the Hornet in Europe and the 919 in North America because the trademark for the vehicle name Hornet in North America was held by Chrysler, acquired after buying AMC, maker of the AMC Hornet car.[23]

In some ways the concept dates to a 1994 design study created by American Honda's R&D chief product evaluator Dirk Vandenberg in cooperation with Cycle World magazine, a streetfighter-like one-off custom based on the Honda CBR900RR, with the fairings removed, high, tubular handlebar, and tuning and gearing modified to boost low-end torque.[19] Vandenberg saw a market in the "older sportbike crowd" who are seeking high performance without an awkward riding position or racetrack style bodywork.[24]

It was introduced in 2002[2][3][4] and its last model year was 2007, after which it was replaced by the CB1000R.[5][6] After compliance with tightening emissions regulations became untenable, it was replaced by the more performance-specialized CB1000R.[6] In 2006, Motorcyclist recommended used 919s as a good buy, saying of the new bike, "at $7999, it wasn't exactly cheap, and saddled with a coat of flat-black paint called Asphalt, it was less than visually electrifying," however, in the used market it became a great value.[20] In the US market, the 919, like the 599, was expensive, because, being intended for the European market, they were made in Italy, and so had to be imported to the US against unfavorable Euro exchange rates.[25]

The Daily Telegraph welcomed the new bike, saying, "the new CB900F Hornet leaves your knees in the breeze and your smile full of bugs as it reintroduces you to a feeling of undemanding, rewarding two-wheeled fun that has been missing from the market for a long time. " Comparing it to the Hornet 600, the bike was reminiscent of the standards of the 1970s, sometimes called universal Japanese motorcycles.[26]

Design

The CB900F is powered by a de-tuned CBR929 and later.[22] For greater midrange torque, the CB900F's camshaft lift is lower, and compression is slightly lowered.[22] Four 36 mm (1.4 in) fuel-injection throttle bodies take the place of the CBR900RR’s 38 mm (1.5 in) carburetors.[27] Redline is 9500 rpm. The bike has a cable-actuated clutch, a six-speed transmission, and a chain final drive.[22]

A steel, square-tube backbone frame supports the stressed member engine.[19][22] In front, a cartridge fork (adjustable beginning in 2004) guides the wheel, while a single Showa shock, adjustable only for preload (and rebound damping beginning in 2004) connects with the aluminum swingarm and carries the weight in back. Its brakes are dual-disc in the front and single-disc in the rear.[22]

Instrumentation consists of an analog speedometer and tachometer and basic indicator lamps, incorporated under a tinted window, and a single tripmeter.[22] While it normally was equipped with a centerstand, California models did not have room for one due to additional emissions control equipment.[22]

The rake is 25°, trail is 98 mm (3.9 in), wheelbase is 1,460 mm (57 in), and seat height is 800 mm (31 in). It has a tested dry weight (minus fuel only) of 455 lb (206 kg) and a tested wet weight of 485 lb (220 kg).[21] The chain drive is a 530 chain with stock gearing of 16 tooth front and 43 tooth rear sprockets.

A 599 cc (36.6 cu in) carburetted version exists in the form of the CB600F, known as the Hornet 600 in Europe and the 599 in North America.

Performance

Quarter-mile performance was 11.18 seconds at 120.7 mph (194.2 km/h) tested by Motorcyclist,[20] while Cycle World measured 10.92 seconds at 123 mph (198 km/h).[19] Having the lowest weight in its class and a good power-to-weight ratio, it stands well in comparison to bikes with greater output like the Yamaha FZ1, and the wide, high handlebars ease quick turning and make cornering enjoyable.[22][26] The suspension of the early versions was criticized,[26] but after the upgrade to an adjustable fork, the complaints died down.[22] Cycle World saw the 919 as a practical solution to the real-world problem of imperfect roads and traffic, rather than a mere compromise between a sportbike and a commuter or touring ride.[19]


Notes

  1. ^ a b c d e f g h i j Myers, Chris (1984), Honda,  
  2. ^ a b c  
  3. ^ a b c  
  4. ^ a b c Jackson, Keith (19 April 2002), "Get the buzz;",  
  5. ^ a b c d e Newbigging, Chris (6 November 2007), Milan Show: FireBlade-based Honda CB1000R to replace Honda Hornet 900, retrieved 2010-02-09 
  6. ^ a b c d e Europe Intelligence Wire (August 15, 2008), Check out Honda's new naked cb1000r, Financial Times Ltd. 
  7. ^ a b Rafferty, Tod (1997), Complete Harley Davidson: A Model-by-Model History of the American Motorcycle, Crestline Imprints, p. 121,  
  8. ^ a b c d e f g h i j k l m n Brown, Roland (2005), The ultimate history of fast motorcycles,  
  9. ^  
  10. ^ a b c d e f g Ker, Rod (2007), Classic Japanese Motorcycle Guide,  
  11. ^ a b Ayton, C. J. (1981), The Great Japanese Motorcycles,  
  12. ^ "The Dawn of the Superbike: Honda's Remarkable CB750",  
  13. ^  
  14. ^ a b c  
  15. ^ Margie Siegal (November–December 2010). "1981 Honda CB900F". Motorcycle Classics. Retrieved 2010-10-26. 
  16. ^  
  17. ^ "Honda CB900F is guaranteed to make you smile",  
  18. ^ a b c d "Winter ’09/’10 Edition" ( 
  19. ^ a b c d e f g h Cernicky, Matt (2002),  
  20. ^ a b c d "2002-2006 Honda 919.(SMART MONEY)",  
  21. ^ a b c d e f Sport Bike Motorcycle Weight, Horsepower, Torque and Fuel Economy - Dimensions - Sport Rider
  22. ^ a b c d e f g h i j k Freund, Ken (May 2002), "Fraternal twins: The 2002 Honda 919 and CBR954RR.(evaluation)",  
  23. ^ Richardson, Mark (10 August 2002), "Catch the buzz, pop a wheelie, turn 40, don't look back ; Time to grow up? Therapy or bikes? Questions, questions;",  
  24. ^ Miles, Matthew (April 1994), "Yellow Peril; Project CBR900RR: A cure for the substandard standard",  
  25. ^ Hoyer, Mark (October 2009), "Forbidden Fun: CBR1000R: The best Honda you can't buy!",  
  26. ^ a b c Matheson, Mick (21 June 2002), "Hornet is bees' knees",  
  27. ^ a b Booth, David (4 January 2002), "Honda leads two-wheeled charge: Spring promises to be an exciting time for motorcyclists as manufacturers roll out the new and improved",  

References

  • Honda CB900F/919 Service Manual. Tokyo Japan: Honda Motor Co. LTD. pp. 1–3. 
  • Honda CB900F/900 Specifications. Australia: Honda Australia PTY LTD. 

External links

  • Honda 919 - official press and photo releases
  • CB900F(919) Specifications, Honda Australia
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