20-odd years ago, I had a "switch problem" on my BMW (I've owned it 26 years). I took the switch apart, cleaned the corroded contact, then liberally daubed Vaseline all round the moving parts, of this switch and the other one. I have never had a single problem with the switchgear on the Beemer ever since, despite reading about others' woes.

When I recently swapped handlebars on the CB and had to take off the switches, it crossed my mind to do the same, but something held me back. I thought I'd do a trawl of what others think before I go ahead. There are so many products around nowadays that might be better. For instance, I'm a great fan of silicon grease (plumbers here in the UK use it a lot and I got my little tub of it from a plumbers merchant) - would that be better than Vaseline perhaps?

Any thoughts, anyone, on Vaseline, silicon grease or indeed any other ideas? Otherwise it's back to trusty Vaseline!

Morning all so I need to rejet my 81 cb900f but don't know what jets to put into it it's got k&n pods and 4 into 4 straight through exhausts it gets stuck at around 3000-4000rpm when I twist the throttle and only goes down when I adjust the idle screw any help would be greatful as iv never done rejecting before thanks

Is anyone here aware of any Honda or aftermarket rubber dampers for the brake rotors of the 2017 CB1100 EX? Honda only offered the CB1100 EX for the 2017 model year here in the U.S., but they still offer it in many other markets. I'm wondering whether Honda bit the bullet and added some sort of resonance dampers for the subsequent model years, as Triumph did with the addition of rubber dampers to the 2017 T120, in response to the 2016's brake-squealing issues.



By all accounts, the addition of those ugly black dampers solved the problem. I don't like how they look, but I'll accept a set of eyesores behind my rotors if it means no more squeals and no more cracking noises. If no one around the world currently offers them for the CB, I would be willing to let a shop fabricate a set for me.

Yay? Nay?

Since I just installed a new battery I figured it was time for a quick ride to make sure all was inn order. After airing up the tires I just took a quick jaunt over to taco bell and back.

Before I bought my new Z900, I was also considering the new Speed Twin, as well as the upcoming R1250R, which would likely be my first choice. Too expensive, however. For that matter, I really didn't relish the idea of taking on the cost of another spendy new Triumph.

Anyway, after my latest ordeal regarding my CB and Honda of America's attitude regarding my bike's issues, I rode away from the dealership fairly p.o.'d. Each time I came to a stop during my ride, and the brakes either squealed or the rotors made that cracking sound, I grew more angry. Eventually, after taking some twisties up to Grass Valley, I decided to cut the ride short and head back to town to visit my Triumph dealer. My purpose was twofold; one, to take pics of the rubber dampers Triumph placed behind the rotors of the 2017 T120, the thought being that I'd like to see if anyone here knows whether Honda has added those to the CB in other markets, or maybe someone here knows of a place that could fab some up for my bike; two, to take a test rider on the Speed Twin.

I'll deal with the Honda question in another thread. For this 'other bikes' forum, I'll simply give my thoughts on the new Speed Twin.

Okay, first off...wow. Wow, in so many ways. Wow, for diametrically opposed reasons.

You know how the Honda feels like a big ol' 1100, in every way? She has that big, stout, massively beating heart of a liter Four. She is long and rangy. When you get on the throttle, you feel Big Mechanical Things happening beneath you. Everything about this CB1100 feels like something Thor might ride into Ragnarok.

The 1200 Speed Twin? If someone blindfolded me and sat me on the bike, then let me ride it blindfolded (oh, shut up), I would guess that I was on either a Yamaha MT-07 or a Kawasaki Z650. Maybe a Street Twin. The thing feels that small, and not just physically. Sure, the ST is tiny, with one of the slimmest tanks I've ever encountered, complementing a riding position that is dead-nuts perfect for my small size. Think SV650, only skinnier. On top of that, the motor feels just as tiny. It feels like it has no grunt at all, and it revs into its very short redline (7,000 rpm? 7,500? Something like that...) every time I even breathe on the throttle. That thing revs so quickly, you'd never know it's a parallel twin, much less a 1200cc parallel twin. It feels absolutely nothing like the T120, which, while also having zero top end, at least feels like it gives a semi-decent little shove of grunt off the bottom.

This Speed Twin is not like that. It feels like a two-stroke go-kart. It's nearly as buzzy, too, as soon as you blitz into and through the midrange at the blink of an eye. The buzzing of that poor, overworked little (huge) mill is omnipresent, once you move beyond putzing-around speeds. It buzzes way worse than the CB, Z900, XSR900, or even the Street Triple. As soon as you think about accelerating reasonably hard, you're met with a wave of vibrations that permeate the entire bike, and before you know it you've ran into the redline.

It happens every time, and so effortlessly. You don't even have to try.

Yep, it's just like any 600-class Twin you've ever ridden, especially if you were trying to keep up with faster buddies on faster bikes. You use ALL the revs, ALL the time, and you feel like you need to apologize to the poor little dear afterward.

On the other hand, the chassis is PHENOMENAL. As much as the motor feels like a wheezy little 600 Twin, the chassis feels like the most well sorted, best-handling 600 you've ever thrown a leg over. It's mind-boggling, how well that bike handles. It turns even easier than the Z900, and that really is saying something.

Triumph applied some serious alchemy to this chassis. It's pure magic. Zero suspension adjustments available, too, and it just doesn't matter. At least for someone my size (5'8", 175 lbs) this chassis strikes the perfect balance of a supple ride, right-now steering response, rock-solid stability, sufficient firmness, and incredible user-friendliness.

The same can be said regarding those bar-end mirrors. I've never liked bar-end mirrors. They usually buzz like mad. These mirrors are every bit as clear as those on my CB, and they offer an even less obstructed rearward view. They're straight-up amazing.

The instruments are pretty cool, except for the fact that all I ever noticed was the tach needle plowing into redline, which was more than a little disconcerting. Also, the numbers/functions in the digital display windows are hard to discern at a quick glance, and I wasn't a fan of the way it takes forever for the ride-mode display to register your current selection, whenever you tried to switch modes.

On the plus side, the 'Sport' mode wasn't nearly as on-off twitchy as I'd read in some reports. It was fine. No worries. 'Road' mode is supposed to be way better for city riding, but I found it to be no different from 'Sport.' I never tried 'Rain,' and I doubt I ever would.

One of the things that drew me to the Speed Twin was the sound I heard in all the clips. Also, I used to love the sound of the T120, whether simply blipping the throttle or tooling along on the freeway. Loved that soothing P-Twin syncopated thrum.

Not so, with this one. In fact, I hated its tone, and I really hated its overall feel. It always felt thrashy and overstressed. It offers none of the T120's soothing cadence. Instead, you get a constant cacophony of two British cylinders trying like mad to do the job of three or four non-Italian slugs. Simply put, the Speed Twin always feels overworked, outgunned, and ready to grenade. My XSR or Z900 would rip its heart out, hold it up, and eat it right in front of the poor ST.

Which is crazy, because the specs indicate nothing of the sort. The ST's wet weight is the same as the Kawi's. The torque is even greater, and it's spread across a shorter, flatter range. The rwhp is down about twenty-five to my piped Yamaha or the stock Z900, so there's that, but here's the thing. The ST just doesn't feel like it has the guts, the gravitas, of a proper 1200 Twin. There is no way I should ever confuse those specs with those of a 50 rwhp Z650, or even a 70 rwhp MT-07 or SV650. On paper, and on the dyno, the ST has so much more torque than those little 650s. It ought to feel like a locomotive, even if it does run out of steam at the very top.

Nope. It just feels hollow and zippy; hollow, being the key. The chassis feels light and hollow, and so does the motor. There is no weighty, meaty core, letting you know you're astride a Real Man's Ride.

Now, sure, plenty of very light, fast bikes have a similar hollow feeling. Think of any supersport 600, or many racy superbikes. The difference is, they're also hellaciously fast, once you get the revs up. This ST is definitely not hellaciously fast, or even entertainingly fast. There are no revs to play with, and no monster grunt to shove you forward in that usual, satisfying way of so many V-based motors.

It's a go-kart, pure and simple. The most surprising, unexpected of go-karts, but a go-kart nonetheless...and, thank god, that description also describes the Speed Twin's wicked little chassis.

Would I still consider buying one?

Nope. I've crossed it off my list. As much as I love the way it handles, there is no way I'd spend well over $12K for that motor. These things are, after all, called motorcycles, and for a full third fewer dollars my equally light Z900 will rip the lungs out of the Speed Twin.

Man, though, what a chassis. Best-handling streetbike I've ever ridden, bar none.

You know what this ride really did for me? It seriously whetted my appetite for a ride on the new KTM 790 Duke. A truly tiny P-Twin, but with more power, similar torque, many more revs, a thoroughly modern, purpose-built chassis, and something like one hundred fewer pounds?

'The Scalpel,' indeed.

I am sorry for new threading this, but I did not feel I had a choice.
But I am well over 130,000 miles on my CB at this point and I want to find out which services did I miss.
Thank you.
And I am a little surprised I couldn't find an answer in the manual!

I hope this is the nearest I'll get to starting an oil thread.

An interesting video from FortNine about chain lube.

My son's job takes him to Spokane and I have this week off so I thought I'd go visit him while he's there. Left by 9am Monday and I wanted to get into Spokane around the time he got off work at 5. It always takes me longer to get the bike ready than what I think it's going to take, but after dorking around for too long, it was time to get on the road:


I took hiway 84 east along the Columbia River, then crossed at Hermiston, taking 82 north to Kennewick, WA. From there, 395 north to 90, then a bit more east to Spokane. Cell phone tower repairmen an hour from Spokane.

I look angry, but it was a warm day and I think the heat was getting to me.

Made it by 5, my son just got to the hotel as I did, so that was good timing. Downtown hotel had covered parking, but $17 a night even for motorcycles!

We found an interesting Italian restaurant within walking distance and the food was amazing and my son ordered a ton of food. Said it was on him, and the hotel to boot! Just what I like: a cheap mc trip! He's been at his job less than a year and it's good to see him make his way into the world of work.

I bought a one owner tmax with 813 miles on it. After riding around town for few days it’s amazing run about. All the handling of a motorcycle minus doing shifting.[/php]

There are few rules: On (or near) the day of the summer solstice, the longest day of the year, be on the bike at sunrise, spend the day riding and exploring, and be on your bike at sunset.

Tony is my brother-in-law, a BMW GS rider, and the originator of our Solstice ride. We've done the ride every year but one since 2010. We've had as many as five other riders with us, but most years it's been just the two of us.

This year, we're heading out on Friday, June 21st at 5:15am and riding west across Illinois and into Iowa. From there, I think the plan is to head north along the Mississippi River for a piece and then return east through Wisconsin along the Wisconsin River. I don't know all the details, but this is Tony's gig to plan. We'll be someplace close to Chicago by sunset at 8:28.

If I did this correctly and if you are interested, you should be able to track our ride in close to real time here: https://spotwalla.com/tripViewer.php?id=...howAll=yes


I'll post a ride report here over the weekend, but I wanted to post this now for two reasons:

1. To invite any CB1100 rider who might be in the vicinity of our route to join us for any portion of the ride. Send me a PM with your cell number and we'll try to coordinate.
2. To encourage all of you to spend the longest day of the year doing one thing that you love. If you love to fish, fish all day. If you love to golf, golf all day. If you love to ride,.......

Look back here for my summary of the day.