The CB1100 Community Forum

(05-06-2026, 02:50 PM)Cormanus Wrote: [ -> ]Thank you, pekingduck and LucienLeFranc. The trip meters are not resetting.

There should be a separate fuse for that circuit.  What year model?

It's a 2011 model. There's a 10A fuse for the clock and the indicators. Same as the wiring diagram in the 2013 service manual.

Updated post

This clock has very simple circuit. I used 2013-2014 service manual for CB1100 ('13 model) non-ABS electrical diagram as per p. 20-2

1. at the meter/cluster - 15/multi-pin conector (based on electrical diagram/pic)** - R/G* wire goes through 6P connector to the 10A - E fuse in the fusebox, then it changes colour to R and it splits to the ognition sw and regulator/rectifier.
2. ground must be common for the meter/cluster but I do not think is the issue, however it's possible if the cluster's printed circuit is a hair cracked....or..

I would check for an intermittent poor connection by recheckig the cluster-15 pin** & 6P & E-fuse connections, by simply disconnecting, inspecting, cleaning/or other proper action.
I think the issue is present when (the bike) and connectors cool down, shrink and momentarly make poor contact to the clock circuit... then everything warms up, expands and all is is back to normal again....or during the voltage spike, the moment when the ignition is turned ON....
Use magnified glass to inspect.
Very common issues in automotive.

*R/G - there is only one R/G wire of this colour at the cluster 15-pin** connector and is easy to be located, as it sits at the connector's end/corrner.. 
The Red/Green wire should have B+ at all times/memory, even if the ignition is off
There is an P/W wire on the oposite end of that connector,**, see pic. 
6P connector is located in the head lamp bucket at 12 o'clock and is a 3 row x 2 pin connector.
The multi-point/15-pin** connector directly connects the cluster printed circuit.
You shuld have no problem finding, indentifing connectors due to your previous "ants" investigation
** the single 15 pin to meter/circuit board connector as per p.20-2 might be a double one of 6 & 9 space combination as per p. 19-12 of the said service manual
Here is the link that clarifies the cluster sub harnes issue, part # 5 - 2 to 2 end connectors.
https://oem-bike-parts.com/en/parts/hond.../f-2-meter
Here is a video clip for even further and visual clarification:
https://www.youtube.com/watch?v=aEMKcnTuzMY
I hate how Honda names, numbers  and indicates their connectors and pin locations in this service manual.



https://cb1100forum.net/forum/showthread...#pid272809

peterbaron and Cormanus, I wonder if shop manuals for US models are the same as for Canada and other countries. since the US did not have the model until 2013.  My infor is from US manual.Any thoughts?

Anyway, my 2013-2017 manual shows only a 10 pin and a 6 pin connector connector to the meter cluster.  In the instruments service portion of the manual, it refers to the backup voltage power line check as Peter describes, coming off the 6-pin connector and going straight to the unswitch regulator side of the battery and goes directly to the turn signal and clock fuse, which is fuse E on non-ABS, and F on ABS models, and fuse G on 2014-2017 models.  

That power, as stated, should be on all the time to power the clock and the temporary memory circuit for trip mileage, and comes from the regulator side of battery power, not the ignition switch side.

(05-07-2026, 10:11 AM)pekingduck Wrote: [ -> ]peterbaron and Cormanus, I wonder if shop manuals for US models are the same as for Canada and other countries. since the US did not have the model until 2013.  My infor is from US manual.Any thoughts?

Anyway, my 2013-2017 manual shows only a 10 pin and a 6 pin connector connector to the meter cluster.  In the instruments service portion of the manual, it refers to the backup voltage power line check as Peter describes, coming off the 6-pin connector and going straight to the unswitch regulator side of the battery and goes directly to the turn signal and clock fuse, which is fuse E on non-ABS, and F on ABS models, and fuse G on 2014-2017 models.  

That power, as stated, should be on all the time to power the clock and the temporary memory circuit for trip mileage, and comes from the regulator side of battery power, not the ignition switch side.

Joe, I use 2013-14 manual. Cormanus bike is 2011, and I believe is non-ABS??

THANKS for bringing this to my attention...by mistake I mixed up an A-ABS  with non-A,  CB1100/'13 models... 
I corected my post #13 


P.S. The combination meter printed circuit board ass-y/15 pin.... and 6P (also 10P) in the head lamp bucket are linked together by a sub-harness, and I concluded this by studying p. 19-12 with pics & p. 20-2 electrical diagram of my 2013-14 manual.  As I read and view p. 19-22 the said 15 pin single connector might be a double type???, and they sit on top of each other. ELectrical p. 20-2 indicates a 15 pin as single - perhapps for simplicity, but p.19-12 says and illustrates connectors...
The circuit board connector or connectors cannot be seen unless the cluster ass-y is taken apart by splitting.

Here are some links that clarify the issue:
#5 sub harness with 2 to 2 end connectors:
https://oem-bike-parts.com/en/parts/hond.../f-2-meter
and a video clip :
https://www.youtube.com/watch?v=aEMKcnTuzMY

The only half intelligent thing I can add to this is that my shop manual is the US version — I don't think there's an Australian one. It aligns with what I can see on the bike.

Is your bike ABS?, I don't think so.

You may not have an OEM Honda but a counterfit model...

Yikes! Fake or real it's not an ABS model. Honda didn't send them to Australia.

(05-07-2026, 08:17 PM)Cormanus Wrote: [ -> ]Yikes! Fake or real it's not an ABS model. Honda didn't send them to Australia.

ok, thanks. my post #13 is for non-ABS

Thanks PB.

Interestingly, I think there's a slight difference in wiring on the Australian model. In the wiring diagram, Fuse E is for TURN/CLOCK. On my 2011 Australian bike, it's for CLOCK/OP. (What is 'OP'?) The turn signals are with the STOP/HORN fuse. The Australian bikes do not have Hazard lights. Do they work with the ignition off on US or Canadian spec bikes? I wonder if that's the reason? I've also noted that, with the fuse pulled, the clock still displays with the ignition on.



Further work is delayed for a day or so due to the removal of a couple of basel cell carcinomas from the back of my leg (one of the joys of ageing in Australia). It means I have to rest the leg and try to keep it elevated for a little longer.