Good evening to all,
wish you a happy and blessed year 2020.

Yesterday I managed to complete my upgrades/ modfications on my 2019 CB 1100 RS.

In another thread I showed the headlight upgrade already.
Now, after making plans and preparing all material needed, I installed the front and rear turn lights, Model Kellermann Bullet 1000.

The front turn signal has e constant yellow position light, highly visible and street legal in europe since 2014.

The rear turn signal is a 3-in-1 solution with stop/brake lights included.
The double rear lights are also street legal in europe for some years now.

Kellermann ist well known in Germany, and I think they have a good reputation abroad also, as their quality in both material and design as well as functionality is simply state-of-the-art.

Yes, it has a price that is not cheap, and my money is not overflowing here, but to be honest: in terms of gaining "passive" safety by increasing my own visibility I was ready to invest that. I did so before on other motorcycles and every time I was comletely convinced and impressed.
Yet this time, I like it very much more, as in my personal view, the Bullet design of the lights fits the CB 1000 so good, and the new styling of the rear end with the number plate gives it some more... powerful touch, without beeing aggressive at all. It is very classic.

Unfortunately I still cannot get out of my carport due to icy conditions. But some first impressions I would like to share here with you guys, although the picture quality is rather poor.

In spring time I shall take some real fotos when out in the nature and show you the "light-show" as it "really" is

My desire was to make the bike very practical for my day to day use, and I modified many small things, some of which will have huge effect.
The goal was to keep the over-all design of the CB 1100 untouched and classic.
Now, I have completed it, a hwole list of things, and: I am very satisfied so far.

Hope you may like it, too, the turn signal modification.

As you might see inspite of bad light situation, I have lifted the number plate holder quite higher, and for that I have manufactured a separate aluminum holder plate, powder coated in matte black.

Let's go for some views...






Now I will show the brake lights and also the turn signals combined with the brake lights...

I tell you, these lights are soo bright, really bright and visible.
I mean, not that kind of laser-light-needle-thin ultra bright thing, no.
This techique Kellermann uses creates the impression of huge lighted areas, although they built so small.

Brake lights and turn signals are as bright as the moedern cars have it, at least as bright as that. Honestly, sometimes I get annoyed when one of these cars standing in font of me at a traffic light, blinding my eyes. But in case of a motorcycle, I think, it is simply a question of safety.
Isn't it?







And to complete it in this post here, I will show the front turn signals with position light once more.
Modification took about 20 hours, loving solutions in all details, no botch nowhere, durability in the foreground, and clean design with no compromises.
I fquestions for details, please feel free to ask.
I am happy to share my experience I have gained by doing it myself.

THE DREAM STARTS...
I bought a motorcycle for a personal dream.
One day when I am very old and when I can not walk anymore, it will be in my garage as a trophy of my memories.
I met people who taught me something and have the same spirit and I met others that I'm glad I forgot.
I got wet, I already felt cold, I already felt heat, I already felt fear, I already fell, I already got up, I already hurt myself. But also...I laughed out loud inside the helmet.
I spoke a thousand times with myself. I sang and shouted with joy like a madman, and yes ... sometimes I cried.
I have seen wonderful places and lived unforgettable experiences.
I often made curves that even Valentino Rossi would be proud of; other times I made curves full of terror.
I stopped a thousand times to see a landscape.
I spoke with perfect strangers, and I forgot people I see every day.
I went out with my demons inside and returned home with absolute peace in my heart.
I always thought how dangerous it is, knowing that the meaning of courage is to advance even feeling fear.
Every time I get on my bike, I think how wonderful it is.
I stopped talking to those who do not understand, (they just do not understand) and I learned through gestures to communicate with other motorcyclists.
I spent money I did not have, giving up many things, but all these things are not worth even a moment on my bike.
It is not a means of transport or a piece of iron with wheels, it is the lost part of my soul and my spirit.
And when someone says to me: "you have to sell the motorcycle and you have to be a more serious person", I do not answer. I just swing my head and smile.
To ride a motorcycle ....... only the person who loves them understands it.
May God bless my motorcyclist friends, toys of great people!

Author Unknown.

The 2014 and later CB1100s have the horn button above the turn signal switch, which I cannot adapt to. My 2013 was fine, and I put a 2013 switch on my 2014.

Now I have a new 2017, and need to change the switch again. In the US, only the 2013 CB1100 left switch has long enough wires and a high beam flasher trigger. With the LED headlight though, it isn't a simple plug and play.



The 2013 switch has a green 6-pin connector, a black 6-pin connector and a 3-pin socket for the headlight bulb.
The 2017 switch has a green 6-wire connector and a 4-pin connector - the headlight plug is part of the main harness.

I bought a 2013 switch and made all modifications within it rather than make irreversible changes to the bike - the original switch can be easily plugged back in.

---------------------------------------------------------------------------------------

For this conversion, you will need a 4-pin connector block, or you could cut off 2 terminals of the black 2017 6-pin connector block, and it will plug into the 6-pin on the bike. Fortunately I found a 4-pin on an old wiring harness.



On the 2013 switch's green connector, the green wire that goes to the headlight plug is removed entirely and the dark blue wire is plugged in its place. The headlight plug's other 2 wires, white, and dark blue, are cut off and heat shrink put over their ends.



On the 2013 switch's 4-pin connector, the blue/white and black/red have to be soldered together and put on one terminal (or spliced elsewhere). The chart shows where the wire terminals plug into the connector.




It all works as designed, and the original switch can be plugged back in if desired.

So I went for a 2020 ride today and found that in a little over an hour with the heated gear on high kills the battery. I was able to push start the bike, but the "high" setting on the gear drains the battery running down the road. Are there any higher output stators that would support the heated gear for my 2014 standard?

Not earth shattering observations, but interesting...and a couple of cutie e-bikes:

[url=https://www.cnn.com/2019/12/31/cars/electric-motorcycles/index.html]Going electric could help revive the motorcycle industry

It is with deep regret that my CB1100 is gone.  It managed to leave the coral along with the NC750X.  I don't blame them.  The winter season can be harsh to bear without the convenience of electricity, heat and running water.

- - -

The reality is I couldn't store three animals safely without proper shelter.  Also, the CB was no longer enough and this was realized after some learnings from the respected CB1100 Forum that the NC750X was a decent commuter.  It didn't take long to determine that I could ride the NC all day.

So what happened?

To start, the CB1100 is a glorious bike.  Everything known has been said multiple times from multiple sources in the Forum, including myself.  They are obvious and I won't rehash them.  However for me, comfort was limited as I needed room to stretch out.  I realized contrast immediately with the NC as it is a longer, higher ride, and more upright and compatible for my body frame.  To be clear:  I can ride a sport bike for maybe 20 minutes max.  And sadly, I have also come to realize that the Monkey and I will likely never partner.

I was fine using the CB for short hour-at-a-time runs, but for me as a long distance daily commuter, the NC excelled.  The CB was more agile, but needed practically daily refueling.  I am going to miss everything about the CB.  I paid for long journeys on the CB and especially when they terminated in regional Toronto traffic congestion; my body just did not like it.  This is not really about the CB, but me and street standards in general.  I have the same or worse issues with other similar bikes.  The Triumph T100/120 are examples.  The Kawasaki Z900S is higher, but a bit more scrunched like a sport bike and that does not help.  However, the Versys 650 fits me well, but the engine needs wringing where as the CB1100 did not.

Secondary benefits of the NC was I could ride it in any weather condition sans snow/ice and not worry about chrome and general corrosion.  It played the beater role very well.  Although I like the appearance of shine on a bike, I'd rather not deal with salt damage and the likes on the CB.  I grow bored quite quickly with that type of maintenance.  I did consider letting the CB go to pot, but allowing that might be a weakness in my heart.  I also didn't want to risk a "garage queen", especially since there was no garage.  The CB was never a queen, but I feared it would become one.

The mistake I made with the NC750X began when I started flirting with the ugly Africa Twin (AT).  When I mean ugly, I mean in comparison to the CB1100 and even the NC.  CB beauty is difficult to top.  In any case, the AT grew quickly on me and its larger fit is awesome.  Then I realized the AT is a beautiful animal, and the least ugly of available ADV offerings.  For me, the comfort, handling, economy, maintenance, and surprising available power of the AT is above expectations.  Of course, it can be taken off road too.  Essentially, this is my first ADV bike and it is very exciting.

- - -

Honda makes really superb models.  I feel the said bikes are no exception, as intended for their target markets.  I know I will regret letting the CB get away.  I also feel with history and aesthetics aside, for me the AT is more than the sum of the CB and NC.

Will I become some sort of adventure jock?  Unlikely.  I just like to ride.  I will no longer be randomly praised for the "great CB restoration" I did, but I have enough to remember for the rest of my life.

GO

As much as it exploded last night all bad ghosts should be banned and gone . Will be a good 2020, I guess.



Wisedrum

Hey All,

I wanted to wish everyone here a Happy New Year. May your time on two wheels in 2020 be as enjoyable, safe and positive as possible.

All the best,
Guth

Great video!

https://www.youtube.com/watch?v=efpajlbY2lE

After riding the CB1100, I'm gonna pass on the purchase. At 6' 2", I'm just too tall to feel comfortable. Compared to my KLR 650, the CB feels like a mini bike. The ergonomics on my KLR are perfect for my body dimensions and inseam (KLR's 35" seat height compared to the CB's 31.5"). I realize they are completely different styles, but the KLR is more comfortable (to me), even as a street bike. I planned on using the CB as my daily commuter (replacing my KLR), and comfort is top priority.

I know other taller riders have no issues with the ergonomics of the CB1100, but after riding KLRs for many years the CB just feels... small. I can stand over the CB with at least 3" of crotch clearance. Unfortunately for me, this results in a cramped riding position.

As I recall, the 1983 CB1100F I owned in my 20s felt much bigger than the current CB1100s, but I probably wasn't yet 6' 2" tall in 1983