Hi, is it possible to get a heel to toe shifter on a 2013 cb1100?

Last fall I started looking for a winter project to keep me occupied through the winter months I always loved the classic ct and atc lines of Honda's after a few weeks of hunting online I picked up a 82 trail 70 a guy had started to restore and gave up on it came as a frame, box of old parts and a brand new LIFAN 125cc engine. After researching parts and styles I decided I wanted to do a "restomod" build and give it classic looks and style with all modern suspension, electronics and power so it would handle well at fast speeds and on the street. It had been repainted original color and new decals from the 80's I didn't like it but figured I'd leave it that way as I assembled all the new parts and mocked everything up, I went with a full new 12v wiring harness and all led lighting. I wired it and fired it to make sure everything was as I wanted it then disassembled it back down to do a candy red color change and 70's decals, then final assembly with all brand new parts down to every nut and bolt it turned out amazing and run's and sounds as good as it looks

Sent from my SAMSUNG-SM-G900A using Tapatalk

He has the 17 as well of course but for $5000 more. ABS too on this ‘14. There are still plenty of leftovers to be had. I was in the Triumph dealer earlier in the day just for Saturday post snowstorm kicks and a leftover Bonneville flat Black is $9000 without ABS, by comparison.




Sent from my iPhone using Tapatalk

My Ducati M620 has been in storage since last June with nothing more than a full tank of gas, a good dose of Stabil, and continuous connection to a Battery Tender, so it's been sitting untouched for nearly nine months. Wheeled it out this afternoon and it fired right up and idled perfectly, like it had been ridden yesterday. I was surprised and impressed. I let it sit until the oil temperature reached 230 degrees, to boil off any accumulated moisture, which took about 20 minutes (air-cooled engine), and then shut her off.

I'm doing some spring cleaning and ran across a pile of about 90 magazines (Rider, CW, Cycle, Motorcyclist) from the early to mid 80s. I've had fun going through them and reading articles about the classic and not so classic bikes of the day.

Any local members interested in these? I suspect shipping them would be somewhat costly (90 mags are pretty heavy).

Just wanted to check here before sending them to the recycler.



If you're within a few hundred miles of Phoenix, I'd be happy to airlift them to you (good excuse to go flying).

PM me if interested.

Hi all,

I installed Oxford brand heated grips on my '13 two years ago. The heat works great. But I haven't found any adhesive to keep the throttle side in place.

I started by using the provided "Super Glue." It was fine until I used the heat and then the grips expanded and the glue broke loose.

Then I tried a "Rubber Cement" type of glue and it worked great until I turned on the heat and the glue softened up and the throttle side slipped on around.

I then tried "Wiring" the throttle side on (wrap the grip with wire and twist until tight) but that wasn't effective because the grip rubber on the Oxfords is too rigid to really squeeze tight on the throttle tube.

I am terribly sad.

So. Do any of you bright folks have a solution for me? Oxford folks are very friendly but not at all helpful.

And why haven't they come up with a simple system by which the throttle tube has small horizontal ridges molded in and grips with small grooves to match. No slip, no glue, so mess, no fuss. Maybe I can make my millions with this idea.

Any thoughts would be much appreciated.

I ordered a bike bubble last week and it arrived yesterday.

Thought I'd post a quick review.

https://flic.kr/p/25nN1Lr
A rather big box arrived containing the two halves of the bubble plus a separate smaller box with the "power and charge system" inside.
https://flic.kr/p/25nN1Gt
I was thrilled to see that everything is made in England and to a very high standard too. The fabric of the "ground sheet" is thick, grey rubberised material which reminds me of an awning I once had.

The upper part we'll call the "bubble" is of a light, flexible material with an aluminiumised coating which is UV resistant. This also contains the fan assembly which is stitched into the rear part of the bubble and has the moisture trap filter pre-fitted too.
The similarity with an awning continues with a chunky zip that joins both halves of the bike bubble together.

After fitting the battery maintenance pigtail to the CB, I rolled out the groundsheet and put the bike central on it (centre stand on an appropriate mat).
https://flic.kr/p/241K5vz

Next, the two halves of the bubble are zipped together paying careful attention to the storm flap which should be allowed to cover the zip as you go round the bike in a clockwise direction.
https://flic.kr/p/25j69m7

Pausing at the right hand side of the bike the charge cable is plugged in then to the battery tails then the DC plug for the fan, plus the mains cable is taken out through a small zipped opening provided.
https://flic.kr/p/241K6kF

A grey foam cowel is then fitted to the fan inlet (this stops the fabric being drawn into the fan and affecting the air flow).
https://flic.kr/p/FHwse2

Next the DC plug is inserted into the socket at the side of the fan and the rear zip is pulled down allowing the mains cable and plug to exit near the bottom.
Once connected to the mains supply the fan quickly inflates the bubble (about two minutes).
https://flic.kr/p/25j6bZU

The bike battery is maintained and
in case of mains failure the bike battery can run the fan for up to 5 days. Cleverly the system knows not to run down the bike battery.

I'm very impressed overall. It'll not be too much of a faff once I get used to it. A wet bike should be leathered off first, but If the bike is warm when put away it actually helps the drying process (keep the fabric off hot exhausts until it's inflated).
The filter lasts a year. Forgot to ask about the filter cost oops!



The aliens have landed. :blink:
https://flic.kr/p/25nMBUV

I came across a thread here in which a member provided a link to these Dime City Cycle clubman handlebars:

https://www.dimecitycycles.com/7-8-inch-...ebars.html

For the life of me I can't find the thread now.

I purchased the same and wanted to read the thread again before I install them. I believe they were a tight fit and wanted to ask the member a question or two.

Anyone remember the post I'm talking about?

I've never been to Denver, so I have no views on it. However, I was listening to my motorcycle riding playlist yesterday and discovered this.





Why anyone should write such a piece?

Prior to purchasing our new Honda CB1100EX we had one other bike on the shortlist - the Triumph Bonneville T120. Our local dealer, Pidcock Triumph offered a test ride of up to an hour so we had a good chance to road test it properly.

The demonstrator was a T120 Black. A mean looking version with black motor, exhausts and wheel rims (spoked wheels). The mufflers on this bike had been changed to Vance & Hines.
Sitting on the bike I could easily touch the floor flat-footed (a very important factor for me these days after playing "dropsie" on the RT a few years ago). With Kelly on board minimal extra sagging was noted which if anything helped further enhance my confidence. The sitting position is upright, relaxed but not lazy (as I tend to sit on an NCX). The CB is very similar but with the footpegs set slightly back in comparison which suits me better. Bars at just the right height, the fully integrated heated grips are a fantastic basic feature (other manufacturers take note here). All the wiring for these is "invisible" and I presume runs inside the bars. A single push button on the left grip selects ON/HIGH/LOW/OFF etc. - elegant simplicity. The clutch (cable operated) is exceptionally light.

Two "clocks" make up the instrument cluster and are tied together visually with a very nice "figure of eight" surround. Speedometer on the left and rev counter on the right, both have a small backlit LCD information panel with various parameters of information shared across the two. I'll not go into this lot except to say that it is "comprehensive".

The right hand grip is of course the throttle - being "ride-by-wire" with two modes selectable - Normal and Rain. We left it in the default - normal position. The combined kill switch and starter button is a good idea.
The motor started easily (no throttle) and settled into a characterful tickover (270 deg like the 865 Scrambler) but much, MUCH deeper (Vance and Hines remember). Setting off, the low down torque was very apparent and the easy riding character of this bike is only spoiled around town by the rather tall gearing - made worse by the significant (but expected) engine braking. A degree of clutch feathering is thus necessary to prevent nodding and helmet bumping. But is something one could easily adapt to. The suspension is very good, much more premium than the 865 and 900 bonnies but is quite a bit firmer than the set-up on the CB1100EX which I can only describe as a magic carpet by comparison and can achieve this this without excessive fork dive too (probably down to the Showa "Dual Bending Valve" technology on these).

At 224kg (dry) for the T120 vs the 255kg (kerb weight) of the CB1100EX, I wouldn't describe either bike as heavy being used to the 300kg+ of the HD. The T120 though needs a considerable amount of counter-steering to get it to turn into bends, but once encouraged will maintain the chosen line easily enough and then requires a little of the same to get upright again. By comparison the CB1100EX needs no such coaxing and is a doddle. Others (more experienced at these things than I) describe the EX as an ideal "beginners big bike" and I wouldn't disagree.

Performance:

Deserving it's own heading as always, we were unable to fully exploit the available performance of the T120 nor did we wish too. I can generally get the measure of this without specifically testing for it. That's not what we yearn for these days and is not what either of these bikes are about anyway. The 270 twin in the T120 and the in-line 4 of the CB are very similar with regard to power and torque. The CB ahead in the former, whilst as expected the T120 ahead in the latter. The T120 did get a bit "vibey" through the bars and footpegs near the upper reaches of RPM but by this point, maximum torque is over and is not the way we ride a motorcycle these days anyway (which is why the NC was so good).
The smoothness of the CB vs the considerable engine braking of the T120 are perhaps two areas of difference that might make the choice easy for some. The Bonnie obviously has character (but so does the CB now with its 2 x two-into-one exhausts tuned specifically for this) but of course, the two are as different as apples and oranges in this respect.

Brakes:

Very good indeed on the Bonnie, both for effect and for feel, I would have been totally satisfied too were it not for the exceptionally good brakes on the CB which work so well with the silky smooth motor and the rest of the drive train that smooth riding is very, very easy especially two-up. By comparison, those on the T120 felt a little, dare I say ahem... wooden. Oops I've said it.

So, on reflection I preferred the CB1100EX. I did like the "honesty" of the bike (described so eloquently by Simon "TEX"). It really is air (plus oil) cooled and thus true to the original, whereas the T120 (like the new 900) is liquid cooled. That said, the width of the hot Honda engine which was a joy on a cold extended road test last Sunday might be a bit much in the heat of July. We shall see.
Our choice was made easier by the fact that the Triumph dealer was way out with their valuation of the HD (£1500 out!). Plus their excuse for being so tight was along the lines of that the Dyna is an extinct model now and dealers are struggling to get rid of them. General opinion would say otherwise with a late registered Dyna (as ours was) will be much sought after once the hype of the new Softail Low Rider wears off. Try finding a Low Rider or Glide for sale for less than £8,000!

I hope this little review has been interesting for some, and if it's been useful then even better. Please, please get out and try both these bikes if you can - if only to see if any of you agree with my amateur report in any way.