CB1000C Cafe Racer "Rat Bones" Project

Everything you wanted to know (but were afraid to ask) about the CB900C and CB1000C:

The Honda CB1000C  was a "custom"-styled standard motorcycle produced by Honda in 1983 only. The CB900C and CB1000C are derivatives of the DOHC CB750K produced at the supposed requests of the American consumer. They were equipped with a handful of features that are unique for the time. These included air assisted suspension front and rear, shaft drive from the 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 a total of ten driveline ratios.

The CB900C used an air/oil cooled DOHC 902cc engine with 4 32mm 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 277kg.

Both Rider and Cycle World reviewed the CB900C 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 and CB1000C makes them "parts bin" bikes. Honda produced two shaft drive bikes previous to and concurrently with the CB900C/CB1000C. 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/CB1000C. 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 and CB1000C complete Touring Bikes.

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/CB1000C 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.

Despite the lackluster treatment of the bike by the media some 27 years ago, the CB900C and CB1000C have gained a small cult following. This phenomenon is not due to any one particular attribute of the cycles, but rather to a culmination of appreciation for their uniqueness (10 speeds), styling, comfort, reliability, and ample power output. "It looks like a bike should look," says a member of the "CB900C CB1000C Custom Club" on Yahoo! groups (well over 2,000 members strong). The CB900C CB1000C Custom Club had been around in its current form since September 14, 2000 and existed on many other forums for several years before settling on the Yahoo! Groups forum. One of main reasons for the clubs existence is to help owners get as many of these bikes as possible back on the road.  Additionally, the DOHC Customs forum (825 members) is another popular forum for owners of the CB900C and CB1000C.