Honda CB 900 F (1982–1984) Review: The Air-Cooled King of the Open Road
Introduction
The early 1980s were a golden era for motorcycling, a time when manufacturers leaned into raw mechanical charisma over digital polish. Honda’s CB 900 F, produced from 1982 to 1984, stands as a crowning achievement of this period—a machine that blends muscle, simplicity, and road presence into a package that still turns heads today. Known as the “Bol d’Or” in Europe (a nod to its endurance racing pedigree), this inline-four powerhouse wasn’t just a motorcycle; it was a statement. Let’s saddle up and explore why the CB 900 F remains a cult classic—and why it’s still a joy to ride.
Design & Ergonomics: A Time Capsule of Aggressive Elegance
The CB 900 F’s design screams early-’80s boldness. Its angular fuel tank, twin shock absorbers, and rectangular headlight housing give it a no-nonsense, functional aesthetic. The 815 mm (32.1 inches) seat height accommodates riders of average stature comfortably, though the 260 kg (573 lbs) curb weight becomes apparent when maneuvering at parking-lot speeds. Once moving, the riding position strikes a balance between sporty and relaxed: slightly forward-leaning handlebars and mid-set footpegs encourage spirited riding without punishing your wrists on long hauls.
The analog instrumentation—a speedometer, tachometer, and basic warning lights—is refreshingly straightforward. There’s no clutter here, just the essentials. Paint options like Candy Glory Red and Space Blue Metallic have aged beautifully, especially when sunlight hits the metallic flakes.
Engine & Performance: The Soul of a Streetfighter
At the heart of the CB 900 F lies its 895 cc DOHC inline-four engine, producing 95 PS (70 kW / 94 hp) at the crankshaft. This air-cooled beast isn’t just about peak numbers—it’s about character. Thumb the starter, and the engine barks to life with a guttural idle that smooths out into a turbine-like whine as the revs climb. Power delivery is linear, with a noticeable surge around 5,500 RPM that pulls you toward the 10,500 RPM redline.
The 17/44 sprocket ratio and 106-link chain prioritize acceleration over top speed, making it feel urgent in city traffic. Yet, cruising at 120 km/h (75 mph) feels effortless, with the engine humming at a relaxed 6,000 RPM. The twin Keihin carburetors (with air screws set to 2 turns out from seated) require occasional tuning, especially in humid weather, but when dialed in, they deliver crisp throttle response.
Handling: Heavyweight Confidence
Weighing 260 kg (573 lbs), the CB 900 F isn’t a flickable lightweight, but it hides its mass well. The 39 mm telescopic fork and dual rear shocks offer a plush ride, absorbing bumps without wallowing in corners. Tire pressures are critical here—Honda recommended 2.5 bar (36 psi) front and rear, which strikes a balance between grip and longevity on period-correct rubber.
Push it into a bend, and the bike leans with deliberate heft, rewarding smooth inputs. The chassis feels planted at high speeds, though crosswinds can nudge the broad front fairing. Braking is handled by dual front discs and a single rear drum—a setup that demands a firm squeeze at modern highway speeds but remains progressive and predictable.
Competition: How the CB 900 F Stacks Up
In the early ’80s, the liter-bike segment was fiercely contested. Let’s see how the Honda fared against its rivals:
- Yamaha XS1100: Yamaha’s 1100 cc shaft-driven tourer offered smoother power delivery and better wind protection but weighed a backbreaking 272 kg (599 lbs). The CB 900 F’s chain drive and lighter frame made it the sharper tool for twisty roads.
- Kawasaki KZ1000: The KZ1000’s 1015 cc engine had more low-end grunt, but its dated SOHC design couldn’t match the Honda’s top-end rush. The CB also boasted superior fit-and-finish.
- Suzuki GSX1100E: Suzuki’s liquid-cooled engine was more advanced, but early models suffered reliability hiccups. The CB’s air-cooled simplicity appealed to riders seeking bulletproof mechanics.
The CB 900 F carved its niche as a balanced, all-rounder—equally at home on weekend blasts or daily commutes.
Maintenance: Keeping the Legend Alive
Owning a 40-year-old motorcycle requires diligence, but the CB 900 F rewards those who care for it. Here’s what to prioritize:
- Valve Adjustments: With intake and exhaust valves both set to 0.06–0.13 mm (0.002–0.005 inches) when cold, expect to check clearances every 6,000 km (3,700 miles). A slight ticking is normal; silence could mean tight valves.
- Oil Changes: Use SAE 10W-40—3.0 liters (3.2 quarts) without a filter change, 3.5 liters (3.7 quarts) with. The engine’s appetite for clean oil is non-negotiable.
- Carburetor Tuning: The factory 2-turn air screw setting is a starting point. Invest in a carb sync tool for smoother idling.
- Chain Care: The 17/44 sprocket combo and 106-link chain last longer with regular lubrication. Upgrade to an O-ring chain for modern durability.
- Spark Plugs: NGK DR8ES (standard) or DR8EIX (iridium) plugs gapped to 0.7 mm (0.028 inches) keep combustion efficient.
Pro Tip from MOTOPARTS.store: Swap to high-flow air filters and synthetic oil for improved engine longevity. Our inventory includes period-correct NGK plugs and DID chains tailored for the CB 900 F.
Conclusion: A Timeless Road Companion
The Honda CB 900 F isn’t just a relic—it’s a living testament to an era when motorcycles were mechanical art first and transportation second. Its combination of accessible power, forgiving handling, and industrial charm makes it a joy to ride even decades later. Sure, it lacks modern ABS or ride modes, but that’s part of its appeal: this is motorcycling in its purest form.
Whether you’re restoring one or keeping a survivor on the road, MOTOPARTS.store has the expertise and parts to ensure your CB 900 F thrives. From vintage-style tires to upgraded suspension components, we’re here to help you write the next chapter in this Honda’s storied life.
Rev hard, ride safe.
Specifications sheet
Variklis | |
---|---|
Taktas: | Four-stroke |
Maksimali galia: | 70 kW | 94.0 hp |
Kuro sistema: | Carbureted |
Darbinis tūris: | 895 ccm |
Konfigūracija: | Inline |
Suspaudimo santykis: | 9.1:1 (estimated based on era) |
Cilindrų skaičius: | 4 |
Matmenys | |
---|---|
Sausas svoris: | 260 |
Sėdynės aukštis: | 815 mm (32.1 in) |
Degalų bako talpa: | 20.0 L (5.3 US gal) |
Perdavimas | |
---|---|
Galinė pavara: | chain |
Grandinės ilgis: | 106 |
Transmisija: | 5-speed (assumed based on era) |
Galinė žvaigždutė: | 44 |
Priekinė žvaigždutė: | 17 |
Priežiūra | |
---|---|
Galinė padanga: | 130/90-17 (assumed based on e-a) |
Variklio alyva: | 10W40 |
Priekinė padanga: | 110/90-18 (assumed based on e-a) |
Tuščiosios eigos greitis: | 1000 ± 100 rpm |
Stabdžių skystis: | DOT 4 |
Uždegimo žvakės: | NGK DR8ES or NGK DR8EIX |
Uždegimo žvakės tarpas: | 0.7 |
Aušinimo skysčio talpa: | Air-cooled (no liquid coolant) |
Variklio alyvos talpa: | 3.5 |
Variklio alyvos keitimo intervalas: | Every 5000 km or 1 year (recommended) |
Vožtuvų laisvumas (įsiurbimo, šaltas): | 0.06–0.13 mm |
Vožtuvų laisvumas (išmetimo, šaltas): | 0.06–0.13 mm |
Rekomenduojamas slėgis padangose (galinėse): | 2.5 bar (36 psi) |
Rekomenduojamas slėgis padangose (priekyje): | 2.5 bar (36 psi) |
Papildomos pastabos | |
---|---|
Galutinės pavaros perdavimo santykis: | 44/17 = 2.588:1 |
Karbiuratoriaus reguliavimas: | Air screw 2 turns out |
Važiuoklė ir pakaba | |
---|---|
Galiniai stabdžiai: | Single disc (assumed based on era) |
Priekiniai stabdžiai: | Dual discs (assumed based on era) |
Priekinė pakaba: | 39 mm telescopic fork |