We awoke to a sunny, chilly (22 degree) day and so I decided to take a ride to test out the new heated grips and other warm gear. Everything worked fine (Oxford ADV grips with the nifty new controller that shuts off if the battery gets low or when the bike is shut off) and Cycle Gear's heated jacket and glove liners. The stator seemed to handle the load okay. I didn't idle much, so that probably helped.
I stopped to pick up the gator for our local Tag-O-Rama game and then dropped it at a new spot. The game makes for a good excuse to take a ride. Not that an excuse is really necessary
Here is where I found it.
[url=http://s1331.photobucket.com/user/inhousebob/media/IMG_0721_zpsehzcubzs.jpg.html]
And here is the new spot.
[url=http://s1331.photobucket.com/user/inhousebob/media/IMG_0724_zpsva8vfahu.jpg.html]
You can just see the gator at the bottom right of the stump. Shouldn't be too hard to find
About 60 miles all together.

I have used this luggage system on a couple of bike and cannot fault it. It is extremely well made and and very versatile. The system consists of a pair of 'L brackets' which are permanently attached to the bike onto which different racks are bolted to take the various bags. I've got three different bag sizes which I use on different occasions. The main advantage of this Ventura system is how it doesn't increase the width of the bike thus allowing easy filtering through traffic and how it sits heavy loads inboard on the pillion seat to maintain good balance of the bike. Day to day I keep the sports rack on the bike and use the smallest bag for day trips. For long weekends away I attach the taller 'pack rack' and use the largest bag and for long trips I zip the large bag and a medium bag back to back and this gives me approximately 70 litres of capacity. The bags a waterproof and also come with a storm cover to make extra sure.

I have to confess, I do not have a CB1100EX – yet and am a lurker on the site. I have 7 motorcycles at the moment and until I get a few things sorted out, I may not get one for a couple of years. But, like all lurkers, we have our favorite things to look and follow. Suspensions, brakes and comfort/convince farkles are my favorite.

So the post that started the question: http://cb1100forum.com/forum/showthread.php?tid=7706

I thought I would add my thoughts explaining how I think the EX front suspension works. The spring design layout is similar to the rear suspension on the PC800. On the PC800, the springs on the SHOWA shocks are different from each other. One spring is a dual rate spring on a shock with no preload adjustment and the other spring is a straight linear rate spring on a shock with preload adjustability. In figuring out how the PC800 set up works, you start with evaluating the springs.

Pic 1: Here I have the PC800 nonadjustable shock in one of my gym equipment so I can load up weights and measure how much the shock (spring really) compresses. I keep adding weights until the shock bottoms out.

[url=http://s93.photobucket.com/user/spacetiger81/media/CB1100/1.%20%202%20%20spring%20analysis_zpscjdu35qe.jpg.html]

Pic 2: Here I test out the adjustable shock (the test has no additional preload dialed in.

[url=http://s93.photobucket.com/user/spacetiger81/media/CB1100/1.%20%203%20%20spring%20analysis_zps4zstrc2b.jpg.html]

Pic 3: Based on the collected data, I can plot and determine the spring rates of each spring (I use Excel to plot and determine the curve fit). You can see Honda matches the spring rates, so the transition point of the nonadjustable spring aligns with the initial preload setting on the adjustable shock.

[url=http://s93.photobucket.com/user/spacetiger81/media/CB1100/1.%20%204%20%20spring%20analysis_zpsvfzczewb.jpg.html]

Pic 4: The 2 springs work together to act as a single spring as depicted by the magenta line.

[url=http://s93.photobucket.com/user/spacetiger81/media/CB1100/1.%20%205%20%20spring%20analysis_zps6xsl6der.jpg.html]

Pic 5: And so it is with the CB1100 that we find an interesting spring set up. From the good pic in the referenced post, you can see the 2 springs (I call spring A and Spring B). Besides the obvious length difference, you can see that the spacing between the coils is different; each spring has two zones with different coil spacing’s. This suggests each spring is a dual rate spring. With a total of 4 different rates (it is possible rate 1 and rate 2 are the same lb/in rate but for now, I am showing them as different). The 1 difference in the CB1100EX setup over the PC800 is that the adjustable “side” is that the CB1100 has a dual rate spring; the PC800 is a single rate spring.

[url=http://s93.photobucket.com/user/spacetiger81/media/CB1100/1.%20%201%20%20spring%20analysis_zpsiyjiztxp.jpg.html]

So how does the suspension work? Simple, one side is the "fixed setup" using a dual rate spring (A spring) and the other side is the adjustable side also using a dual rate spring (B spring). To the total loads the springs will see, the fixed side only handles part of the load, the adjustable side has the stiffer rate spring and is really the bigger load carier. This is the side you make adjustments to to increase or decrease the preload on the spring. To understand whats going on, I’ll use similar graphs to show what is happening as you load up the front suspension.

Pic 6: In this pic I show 2 dual rate springs. For each spring, the lower rate portion of the spring (spring rate 1 and 2) are relatively short. If you go to pic 5, and add up the spaces between coils on the lower rate portion of the spring, the total length might be between 1-2”. Once all those coils are compressed, the spring transitions t the higher rated portion of the spring. The spec working range is 4.2”, so that defines the max capacity of the spring. So for our hypothetical springs, spring A can hold up 248 lbs and spring B can hold up 299 lbs (with no additional preload added; I am guessing Rate 1 = 40 lbs/in, then proportionalized the other rates to rate 1 to get the hypothetical rates.).

[url=http://s93.photobucket.com/user/spacetiger81/media/CB1100/1.%20%206%20%20spring%20analysis_zps2pbkkmhy.jpg.html].

Pic 7: Similar to the PC800, the 2 springs combine to give this combined spring curve (magenta line). When you are setting up your suspension, you will make changes to the B side.

[url=http://s93.photobucket.com/user/spacetiger81/media/CB1100/1.%20%207%20%20spring%20analysis_zpsoyqt8seu.jpg.html]

Pic 8: Honda always sets the springs for the USA market too soft for our weights, so it is more likely you will need to add additional preload (you will make that long spacer, spacer B, longer). Adding an additional 0.5” will shift spring B curve down 0.5” as shown by the downward red arrow. The transition point is now at 0.5” (versus 1.0”) and adds 33 lbs of capacity at the top end.

[url=http://s93.photobucket.com/user/spacetiger81/media/CB1100/1.%20%208%20%20spring%20analysis_zpsimyjzdlw.jpg.html]

Pic 9: The gains made by adding more preload to spring B translate to the new combined spring shown as the change in magenta lines.

[url=http://s93.photobucket.com/user/spacetiger81/media/CB1100/1.%20%209%20%20spring%20analysis_zps6zqxia3t.jpg.html]

So, get a ziptie on the fork to check your bike and rider sag points + check how much of the total suspension you are using. If you find you are bottoming out, and need additional capacity, then you will need to make spacer B longer. I suggest you do this in 0.5” additional lengths; you could also try 1” longer length, but it may be too hard for most to get the end cap on. When you go to make your spacer, many riders use PVC piping. It is cheap and easy to use but I would not recommend it because of the CB1100EX suspension design. Here, the B side requires a really long spacer, so you have to start worrying about volume control.
Pic 10: You can see in this comparison between steel (oem spacer material), PVC, and my choice, copper. You can get copper pipe at Home Depot or Lowes for not a lot, so get copper.

[url=http://s93.photobucket.com/user/spacetiger81/media/CB1100/1.%20%2010%20spring%20analysis_zps6qvaxhvf.jpg.html]

I’ll write about the effect of the air spring if there is interest, but take my word, the oil level is critical in suspension performance. The reference post cites there are 2 different oil levels for the CB1100EX; that is, each fork has a different oil level. When you look at spring A, you can see it is the longer spring. This means the spring takes up more volume in the fork, so that side has a lower oil level. The side with the shorter spring (spring B) takes up less volume, so it will have the higher fill volume. You can see if you put a longer spacer made of PVC in to increase the preload, you would have to reduce the oil fill by the extra volume of the PVC spacer. You would not have to do this with copper pipe. If you mix up the oil levels between the forks or have too much oil (because you used PVC pipe) in the B side, then the fork will not compress very much (worse case) to not all the way (best worse case).

So now you know, the front CB1100EX spring layout isn't used that much, but is a valid means to get a proper spring setup in the suspension. The positive on going this route is you only have to adjust the preload (to set proper sag) on the B side (fork with the shorter spring). And remember to not confuse the oil fill levels and use copper pipe for spacers.

Jerry

Just testing out my multi flash setup using two Nikon SB600 and my D700 set to "Commander" flash mode.

Once I win that $900 million dollar powerball lottery tonight, I'm gonna open a new Honda dealer... And stock it with all the goodies.

Once done - you'll all be invited to the grand opening - 50% discount for all forum members!

Last time I rode my CB was last Saturday so today it got a little more love.

Had a couple errands to run before pleasure. First stop gas station where I pumped 3.1 gals of reg in to the CB and dumped in 4 oz of Seafoam. Then it was down to the MC shop for a visit. The owner is having a party at his house tonight so stopped in to check on time etc. Party starts at 7:30. Bengals have first playoff game tonight and play at 8:15. Guess I will be leaving the party early.

[url=http://smg.photobucket.com/user/theferret111/media/CB%20Jan%209%202016%20038_zps4vzlsgfi.jpg.html]

Next stop was the UPS store to send some pants my wife got me for Christmas back to LL Bean

[url=http://smg.photobucket.com/user/theferret111/media/CB%20Jan%209%202016%20039_zpsji6gu1wr.jpg.html]

the bike looked lonely sitting in the damp parking lot

[url=http://smg.photobucket.com/user/theferret111/media/CB%20Jan%209%202016_zpsns6972mv.jpg.html]

Errands completed, now I was free to ride and headed east out to the country to Bethel before turning south on St Rt 133 and going thru Felicity following a curvy ridge down to the river

[url=http://smg.photobucket.com/user/theferret111/media/CB%20Jan%209%202016%20041_zps7nbsxwfm.jpg.html]

Once I hit the river I turned on Rt 52, the Ohio River Scenic Byway and took it west until I arrived at my little town of New Richmond.

should mention although it rained all day yesterday and it's supposed to snow in the morning it was not raining when I took off and the temp was quite tepid for this time of year..51 degrees. Warm enough that I wore my Fox Creek leather jacket, and deer skin gauntlet gloves..no electrics HA! Also wore my new Olympia blaze vest over top of the leather. it's nice to be able to sswitch the high viz from jacket to jacket. That pink building behind me is the Front Street Café, our one little bistro coffee and gourmet sandwich shop in town. There is a bar or two in town and a McDonalds about a mile up the road. Other than that, it's a pretty desolate little stretch of highway. The next big city on this road is Portsmouth, Ohio about 100 miles east.

[url=http://smg.photobucket.com/user/theferret111/media/CB%20Jan%209%202016%20047_zps27h9u1vu.jpg.html]

There I parked in the street along the flood wall and enjoyed a thermos of hot tea

[url=http://smg.photobucket.com/user/theferret111/media/CB%20Jan%209%202016%20043_zpsini4fg40.jpg.html]

After that I headed west some more on 52 before hitting curvy 749 which would lead me home

[url=http://smg.photobucket.com/user/theferret111/media/CB%20Jan%209%202016%20048_zpspwtmvwiu.jpg.html]

A little detour to ride past my son's house and beep my horn and a opportunity to hit a few more curves before I get home

[url=http://smg.photobucket.com/user/theferret111/media/CB%20Jan%209%202016%20049_zpsr9bjoh89.jpg.html]

[url=http://smg.photobucket.com/user/theferret111/media/CB%20Jan%209%202016%20050_zpsto0lsvkd.jpg.html]

[url=http://smg.photobucket.com/user/theferret111/media/CB%20Jan%209%202016%20051_zpst6sdql5a.jpg.html]

78 miles on Jan 9, just amazing

I read through many interesting threads about brakes (rear in particular) on this forum. It appears that there were some problems with the rear brakes on the 2013, non-ABS models related to air in the rear brakes (were these issues resolved - Ferret?). I didn't find much information about the 2014 DLX brakes, which are ABS. I am throwing this question out there: Are the 2014 DLX ABS brakes combined (linked) or not? I saw threads with comments about the 2014 DLX brakes being linked, but I do not believe they are. My bike, a 2014 DLX, exhibits no characteristics what-so-ever of having a combined braking system. Page 14-5 of the Honda service manual states: "ABS model ('13 CB1100A only) is provided with a Combined Brake System (CBS)". Please respond with your comments.

With that said, can I please receive some feedback concerning the operation of the rear brake on a 2014 DLX with ABS? I did some tests yesterday to see how quickly the bike will stop from about 50 mph applying the rear brake only (I wanted to gain a better understanding of exactly what to expect from the anti-lock feature as this is my first motorcycle with ABS). Applying the rear brake only would slow the bike well, without locking up (as ABS is supposed to do). It felt like the wheel would lock momentarily when the brake was applied quickly with high force, then the braking force was reduced, allowing the wheel to rotate. My question is this: The ABS on my car seems to work much differently. On my car, you can definitely feel the ABS modulator cycling the brakes off and on at approximately 60 hz (my guess). On my bike, there is no such indication of the ABS cycling the pressure off and on quickly. Instead, the ABS on the bike seems to be modulating the brake line pressure, but not cycling it off and on completely like on my car. I can sense a cycling of pressure being reduced by the ABS, but not really being cycled completely on and off, and at a much lower frequency than what I experience on my car. Any responses are appreciated. Thank you.

[url=https://www.google.com/maps/d/edit?mid=z5L5SB6CRw2M.kvQ9iZni8mz8&usp=sharing]Link to map. Total trip: 408 kms.

On 17 December the Virgin bird took us from the Solomon Islands to Brisbane, Australia. On 18 December the CB took Mrs Cormanus and me south an hour or so to Tugun where we spent a glorious week by the Pacific Ocean with some friends.


The dreary view from our Tugun apartment

The CB then took us home uneventfully on 24 December—although there was a moment when a chap shot across my lane and onto an exit. In fairness, I think he’d seen me and he indicated just in time for me to slow.

All we did was hurtle down and up the freeway so I won’t say any more about it. The bike did seem to use a lot of fuel on the way down and I wondered whether it had to do with the stabiliser I put in the tank in November.

A day or so after Christmas it was back on the CB for another trip north to our home turf—the Sunshine Coast and hinterland. Again, the trip was pretty much highway except for a couple of tiny stretches of twisties which Mrs Cormanus said she enjoyed. I did.

For reference, the bike goes very well with two people and my 60-litre waterproof duffel aboard. I really only notice the weight when stopping and at very low speeds.

There’s plenty to do on home visits and it was Christmas to boot so it wasn’t until 2 January that I managed a clear day to head for the hills, as it were. As you can see, it was a lousy day in Brisbane.





Soon I was through The Gap and into the foothills of Mt Nebo, a favourite ride.


This chap kindly pulled over soon after this was taken



Along the Mt Nebo road and onto Mt Glorious where I stopped at the Mt Glorious Café for a plate of fried eggs and bacon, a cappuccino and a look at a couple of bikes.




It’s really just as well I like worn-looking headers; they don’t sell Optiglanz down under


Wouldn’t mind one of these in the garage


Yes, folks, you read it here first: Movistar has transferred its sponsorship to Honda

Then it was back on the road for the magnificent ride down the hill to the Wivenhoe dam. There have been lots of accidents there and the traffic Nazis have predictably responded by reducing the speed limit to a point where it’s barely fun in a car and more than a little too low for a motorcycle. As I signed a petition calling for a review, I wondered whether it wold be possible to contemplate differential speed limits from cards and bikes. After all, there are places in Australia where buses and trucks have different speed limits.



It’s pretty enough country and, when you get to the bottom of the hill the road is in good condition and a quick ride. After a bit, though, the landscape opens up and one is in the flatlands. It’s not really the country I prefer to ride in; but, so often in life, one has to cross the flat to get to the hill.



Eventually, this road led me to the Esk to Gatton road which I’d last travelled with Pterodactyl on a Queensland visit. (For tall tales and true about that trip see [url=http://cb1100forum.com/forum/showthread.php?tid=5686]here and [url=http://cb1100forum.com/forum/showthread.php?tid=5796]here.) I was quite pleased, really, as this was exactly where I’d wanted to end up. I wanted to ride the road south of Gatton that I’d sent Pterodactyl along.

Having refuelled at Gatton, I was soon back into the flatlands but not on the road I meant to be. Luckily I figured it out in time to make a quick adjustment and was soon enjoying the cuttings and turns in the pleasant road south of Ma Ma Creek.




Of course fun things always end—often way too quickly—but I knew it would happen and anyway it was so good to be back on the bike and out in the country that I’d have been happy riding in circles.



After an unmemorable lunch at Allora I was soon at the point where I turned east for home. I passed a number of these 34-wheeled brutes.


For the benefit of my American and European friends, we drive on the left in Australia so the truck is NOT overtaking me!

In the background you can see the Main Range where the road passes through Cunningham’s Gap. It’s a spectacular pass with the mountains rising steeply either side of it. This was the first time I’d ridden through it and, like every time I’ve driven through in a car, I promised myself I’d stop for a look around. One day. I must have had the music on as I missed hearing the usual tinkling of the bellbirds.


I think Cunningham’s Gap is near to the twin peaks you can see in this photograph. Of course my camera’s battery died shortly after I took this shot. I was free to ride with both hands on the bars and there are no photos of Cunningham’s Gap.

Approaching Cunningham’s Gap from the west, the road is essentially flat and straight. It’s only when you get to the final kilometre or three that you find yourself embraced by the forest. After you’re through the pass you have a wonderful ride down from the plateau; at first with the mountain soaring up on your right and a glorious view of the valley. This is another road where the traffic authorities have responded to poor driving on a difficult road with speed limits set for the lowest possible common denominator of car driver. It’s still a lovely trip.

There are no photos as my camera battery had called time out.

After passing through Aratula, a town I’ve always really liked for no reason I can think of, I soon took a familiar turn to the right to head to Boonah which I visited on the CB when I rode to meet Enzo (see [url=http://cb1100forum.com/forum/showthread.php?tid=2378]here and [url=http://cb1100forum.com/forum/showthread.php?tid=3809]here for a report on a meeting with Pterodactyl and Enzo in this same part of the world. Aside: Enzo where are you? How are you? Is the CB still lurking in Queensland waiting for you?)

I really like the ride through to Boonah and then on to Beaudesert. It’s pretty country; the road is good and you can get along at a reasonable sort of pace most of the time.

I refuelled again at Beaudesert and headed across to Tamborine and, eventually, Beenleigh. I’d not ridden the stretch from just west of Tamborine to Beenleigh before and it, too, was surprisingly pleasant; reminiscent of some of the Sunshine Coast hinterland where I ride much of the time.

From Beenleigh it was a straight blast up the freeway to Brisbane. I stopped to buy some fuel stabiliser and an allen key to tighten my helmet visor and was home way too quickly. Actually that’s not quite how it ended. I didn’t go straight home. I paused to meet the family at the Southbank Parkland in Brisbane—a fabulous public park created on the site of Expo88. That turned into a splendid dinner at a Spanish restaurant where we had some excellent salmon and an exquisite shoulder of lamb. I would have liked a glass of wine to help it along, but I abstained as I had to ride the CB home. Which I did. In the night, when there’s something magical about the glow of the CB’s gauges.

The next day, I put some stabiliser in the tank, topped it off, oiked the bike onto the centre stand, connected the battery tender, over-pumped the front tyre, put the loose vented cover on it, sniffed quietly, wiped my eyes and said ‘farewell until next time’.

I wanted to try shorty levers since I never used anything but the usual long levers on a bike, but not being sure if I would like that I started to search for an "affordable" alternative to the really nice levers on Samurider or Japan Webbike (some of which aren't too expensive).

No premium Pazzos or CRG for cheapo me, so I browsed eBay and of course found a ton of alloy levers on sale from China, but one seller caught my eye (satoracing) and I'm not even sure they are affiliated with Sato Racing in Japan.

For about $20.00 a PAIR including shipping I figured I would give them a shot. Ordered them in orange and black thinking that if the anodization wasn't very good they might fade in the sun to a yellow or gold which would still look good.

Didn't take very long for them to arrive and when I unpacked them I was surprised at the nice CNC machining, they look and feel solid, a denser alloy than the stock Honda levers.

Compared them to the OEM levers as I was installing them and they have the correct tabs and holes, etc. so they really do fit and replace the stock levers. Just reuse the bronze bushing on the clutch lever pivot, grease up the tabs and pivot points, and bolted them on.

No slop in the pivoting so they're machined to good tolerances. Couldn't feel anything hanging up or rubbing so I think I'm good to go!

Here are a bunch of photos so you can get a look at the machining.

Aloha,
Huladog

I happened to notice, when taking a riding break this morning, two tubes hanging just behind the side stand. One's black and open at the end, the second is a clear tube with a secured cap.

What are these?

Sorry for my dumb questions, guys...