https://cb1100forum.net/forum/ Sun, 31 May 2026 00:05:39 +0000 MyBB https://cb1100forum.net/forum/showthread.php?tid=14789 Sat, 30 May 2026 17:02:25 +0000 HondaLou]]> https://cb1100forum.net/forum/showthread.php?tid=14789 I bought a 2014 CB1100 DLX a few months ago and quickly realized the original owner replaced the original handlebars with lowered replacements,  They dd not install the weights and they are too low and vibrate too much for my liking.  
Do any of you have an original set for sale for a 2013-14 CB1100 ?  

Thank You !!!

  Handlebar UK.jpeg (Size: 3.11 MB / Downloads: 11) ]]> I bought a 2014 CB1100 DLX a few months ago and quickly realized the original owner replaced the original handlebars with lowered replacements,  They dd not install the weights and they are too low and vibrate too much for my liking.  
Do any of you have an original set for sale for a 2013-14 CB1100 ?  

Thank You !!!

  Handlebar UK.jpeg (Size: 3.11 MB / Downloads: 11) ]]> https://cb1100forum.net/forum/showthread.php?tid=14788 Fri, 29 May 2026 18:02:11 +0000 pannierbagger]]> https://cb1100forum.net/forum/showthread.php?tid=14788
I’m thinking about replacing the whole pan, as a used one in good shape is around 50 dollars shipped. I can’t find a good step-by-step guide though. 

I know the gist of it would be: remove plug with downward pressure, drain oil, remove exhaust, remove bolts, wack with 2x4 or similar around seal, remove pan, clean mating surface on bike and new pan, apply sealant, apply bolts to torque spec and make sure new plug is torqued to 22 ft-lbs, add 4.1 quarts oil

Is there anything I’m missing/need to add/change? Should I ask a shop to install a helicoil instead of changing the pan? Thank you]]>
I’m thinking about replacing the whole pan, as a used one in good shape is around 50 dollars shipped. I can’t find a good step-by-step guide though. 

I know the gist of it would be: remove plug with downward pressure, drain oil, remove exhaust, remove bolts, wack with 2x4 or similar around seal, remove pan, clean mating surface on bike and new pan, apply sealant, apply bolts to torque spec and make sure new plug is torqued to 22 ft-lbs, add 4.1 quarts oil

Is there anything I’m missing/need to add/change? Should I ask a shop to install a helicoil instead of changing the pan? Thank you]]> https://cb1100forum.net/forum/showthread.php?tid=14787 Mon, 25 May 2026 21:48:31 +0000 rdprdp01]]> https://cb1100forum.net/forum/showthread.php?tid=14787
The UK, Australia, New Zealand, Canada, and other Commonwealth nations also observe similar Remembrance Days, though at a different time of year. Heroism transcends national boundaries.

If you or your family served, or if someone dear to you paid the ultimate price to ensure freedom, may you find comfort on this day. David]]>
The UK, Australia, New Zealand, Canada, and other Commonwealth nations also observe similar Remembrance Days, though at a different time of year. Heroism transcends national boundaries.

If you or your family served, or if someone dear to you paid the ultimate price to ensure freedom, may you find comfort on this day. David]]> https://cb1100forum.net/forum/showthread.php?tid=14786 Mon, 25 May 2026 05:27:13 +0000 rdprdp01]]> https://cb1100forum.net/forum/showthread.php?tid=14786 Galfer, hoping they had already created a CB1100EX upgrade "kit" to replace the OEM rubber clutch and brake lines. Rubber lines degrade from UV exposure, heat cycling, and age — they swell microscopically under pressure and eventually crack. Braided stainless lines resist all of that, so performance stays consistent for years longer, possibly forever, if properly manufactured. Although Galfer recognizes that the CB1100 had a limited production run, they admire the motorcycle. They agreed to create a kit for zealots like me. Here is how it worked:

Step 1: We sent Galfer a brand-new set of OEM clutch and brake lines for my CB1100EX.

Step 2: They created a set of steel-braided lines after examining the OEM lines.

Step 3: They shipped a set of orange prototype lines.

Step 4: Sam (Parts Guy), Mike (Service Mechanic), and I partially disassembled my motorcycle and simulated a line installation, using zip ties to connect the prototype lines to the actual lines.

Step 5: Once "installed," we took pictures and returned them to Galfer, along with instructions on what needed to be adjusted to ensure everything works properly. Two of their prototype lines were too long.

Step 6: We removed the prototype lines and returned them to Galfer. We reassembled my motorcycle.

Step 7: Galfer will ship the production set of lines in 30 days, following our instructions and using the color and connectors I selected. They will also add the custom "set" to their part's catalog and make it available to their distributors.

Other than longevity, what I expect to gain from this exercise:

• A more direct, linear response when I squeeze the brake or clutch lever
  
• Better heat management of brake fluid, which reduces the risk of vapor lock and brake fade during aggressive or prolonged braking
  
• A more consistent riding experience (rubber behaves differently when it is very cold or very hot outside)
  

I took some pictures while we were "installing" the prototype lines, along with a couple of shots of the mechanic's area, where the wrenching, cursing, and magic all happen. I hope you enjoy them. I will publish Part 2 once the lines are installed.

Mechanic’s Area



Prototype Cables





Staging Motorcycle



Painful Tank Removal







“Installing" Prototype Cables









]]> Galfer, hoping they had already created a CB1100EX upgrade "kit" to replace the OEM rubber clutch and brake lines. Rubber lines degrade from UV exposure, heat cycling, and age — they swell microscopically under pressure and eventually crack. Braided stainless lines resist all of that, so performance stays consistent for years longer, possibly forever, if properly manufactured. Although Galfer recognizes that the CB1100 had a limited production run, they admire the motorcycle. They agreed to create a kit for zealots like me. Here is how it worked:

Step 1: We sent Galfer a brand-new set of OEM clutch and brake lines for my CB1100EX.

Step 2: They created a set of steel-braided lines after examining the OEM lines.

Step 3: They shipped a set of orange prototype lines.

Step 4: Sam (Parts Guy), Mike (Service Mechanic), and I partially disassembled my motorcycle and simulated a line installation, using zip ties to connect the prototype lines to the actual lines.

Step 5: Once "installed," we took pictures and returned them to Galfer, along with instructions on what needed to be adjusted to ensure everything works properly. Two of their prototype lines were too long.

Step 6: We removed the prototype lines and returned them to Galfer. We reassembled my motorcycle.

Step 7: Galfer will ship the production set of lines in 30 days, following our instructions and using the color and connectors I selected. They will also add the custom "set" to their part's catalog and make it available to their distributors.

Other than longevity, what I expect to gain from this exercise:

• A more direct, linear response when I squeeze the brake or clutch lever
  
• Better heat management of brake fluid, which reduces the risk of vapor lock and brake fade during aggressive or prolonged braking
  
• A more consistent riding experience (rubber behaves differently when it is very cold or very hot outside)
  

I took some pictures while we were "installing" the prototype lines, along with a couple of shots of the mechanic's area, where the wrenching, cursing, and magic all happen. I hope you enjoy them. I will publish Part 2 once the lines are installed.

Mechanic’s Area



Prototype Cables





Staging Motorcycle



Painful Tank Removal







“Installing" Prototype Cables









]]> https://cb1100forum.net/forum/showthread.php?tid=14785 Mon, 25 May 2026 05:10:34 +0000 rdprdp01]]> https://cb1100forum.net/forum/showthread.php?tid=14785
The core of the bike — that air-cooled inline four — is arguably one of the most durable engine architectures ever used in a motorcycle. Air-cooled engines have fewer failure points than liquid-cooled ones: no water pump to fail, no radiator to corrode, no coolant hoses to deteriorate, and no head gasket sealing coolant passages. The CB1100EX engine is under-stressed by modern standards, producing modest power from a large displacement. That's exactly the recipe for extreme longevity. Honda's metallurgy in the cylinder bores, cranks, and transmission gears is excellent, and there's nothing in that engine that can't be rebuilt or re-machined.

The steel double-cradle frame is simple, robust, and repairable. Unlike aluminum frames that are difficult to weld without specialized equipment, a steel frame can be straightened, repaired, or reinforced by any competent fabricator indefinitely.

The wire-spoke wheels on the EX are another longevity advantage — individual spokes can be replaced, rims can be re-laced, and hubs can be refurbished. All good there.

Despite having earned the highest reliability rating possible, electrical components such as the fuel injection system, ECU, sensors, wiring harness connectors, ABS module, instrument cluster, etc., pose a long-term vulnerability for my CB1100EX. When those parts fail, they simply must be replaced. Although Honda sold the CB1100 in the United States for only three years, it had a much longer run in Australia, Europe, and Japan. Parts remain available. Capacitors on circuit boards degrade whether the bike runs or not. Storing critical spares in a humidity-controlled environment is a reasonable precaution. These parts had finite production runs and do not share many components with Honda's current motorcycle line. And with the help of my friends at Webike, I have started building a spare inventory for those parts I cannot source from my local motorcycle shop. It is manageable.

Rubber and plastic components — seals, gaskets, bushings, intake boots, body panels — all have finite lifespans and must be preserved or replaced with hardened alternatives. That said, new manufacturing capabilities catering to motorcycle preservationists are making replacement options increasingly available.

By choosing air cooling, a simple steel frame, wire wheels, and a conventional layout, Kohama made a bike that's inherently more rebuildable and sustainable than most modern motorcycles. I want my motorcycle to be ridden for 100 years. With some planning and help from the great people I have engaged and this Forum, I believe that goal is possible. Many original Honda CB750s are still running today. And with all due respect to arguably the most important motorcycle ever built, the CB1100 is better engineered and is made with far better materials. Until you tell me to stop, I plan to share how I go about extending the life of my motorcycle. I am not advocating that you do the same, but I do hope you will assist me even if you find it foolish. Thanks in advance for the assist.

]]>
The core of the bike — that air-cooled inline four — is arguably one of the most durable engine architectures ever used in a motorcycle. Air-cooled engines have fewer failure points than liquid-cooled ones: no water pump to fail, no radiator to corrode, no coolant hoses to deteriorate, and no head gasket sealing coolant passages. The CB1100EX engine is under-stressed by modern standards, producing modest power from a large displacement. That's exactly the recipe for extreme longevity. Honda's metallurgy in the cylinder bores, cranks, and transmission gears is excellent, and there's nothing in that engine that can't be rebuilt or re-machined.

The steel double-cradle frame is simple, robust, and repairable. Unlike aluminum frames that are difficult to weld without specialized equipment, a steel frame can be straightened, repaired, or reinforced by any competent fabricator indefinitely.

The wire-spoke wheels on the EX are another longevity advantage — individual spokes can be replaced, rims can be re-laced, and hubs can be refurbished. All good there.

Despite having earned the highest reliability rating possible, electrical components such as the fuel injection system, ECU, sensors, wiring harness connectors, ABS module, instrument cluster, etc., pose a long-term vulnerability for my CB1100EX. When those parts fail, they simply must be replaced. Although Honda sold the CB1100 in the United States for only three years, it had a much longer run in Australia, Europe, and Japan. Parts remain available. Capacitors on circuit boards degrade whether the bike runs or not. Storing critical spares in a humidity-controlled environment is a reasonable precaution. These parts had finite production runs and do not share many components with Honda's current motorcycle line. And with the help of my friends at Webike, I have started building a spare inventory for those parts I cannot source from my local motorcycle shop. It is manageable.

Rubber and plastic components — seals, gaskets, bushings, intake boots, body panels — all have finite lifespans and must be preserved or replaced with hardened alternatives. That said, new manufacturing capabilities catering to motorcycle preservationists are making replacement options increasingly available.

By choosing air cooling, a simple steel frame, wire wheels, and a conventional layout, Kohama made a bike that's inherently more rebuildable and sustainable than most modern motorcycles. I want my motorcycle to be ridden for 100 years. With some planning and help from the great people I have engaged and this Forum, I believe that goal is possible. Many original Honda CB750s are still running today. And with all due respect to arguably the most important motorcycle ever built, the CB1100 is better engineered and is made with far better materials. Until you tell me to stop, I plan to share how I go about extending the life of my motorcycle. I am not advocating that you do the same, but I do hope you will assist me even if you find it foolish. Thanks in advance for the assist.

]]> https://cb1100forum.net/forum/showthread.php?tid=14784 Sun, 24 May 2026 16:05:29 +0000 JRD]]> https://cb1100forum.net/forum/showthread.php?tid=14784
I have a 2017. It is equipped with an OEM rear luggage rack. I love that rack and want to keep it. I am also shopping for detachable side cases and the C Bow system look good (and is kinda’ the only game in town).
https://www.motomachines.com/hepco-becke...mold-mount
https://www.ebay.com/itm/166036920040?_s...R_a9-YfJZw

Anyone know if the Hepco & Becker C Bow luggage mounts are compatible with the OEM Rear Rack?

Or, as a consolation, can someone who has the C Bows on their 2017 send me various angles of how they are mounted? The photos available via a google search are limited and I can't tell how things are mounted and spaced.

Thanks!
  IMG_7359.jpeg (Size: 2.03 MB / Downloads: 65) ]]>
I have a 2017. It is equipped with an OEM rear luggage rack. I love that rack and want to keep it. I am also shopping for detachable side cases and the C Bow system look good (and is kinda’ the only game in town).
https://www.motomachines.com/hepco-becke...mold-mount
https://www.ebay.com/itm/166036920040?_s...R_a9-YfJZw

Anyone know if the Hepco & Becker C Bow luggage mounts are compatible with the OEM Rear Rack?

Or, as a consolation, can someone who has the C Bows on their 2017 send me various angles of how they are mounted? The photos available via a google search are limited and I can't tell how things are mounted and spaced.

Thanks!
  IMG_7359.jpeg (Size: 2.03 MB / Downloads: 65) ]]> https://cb1100forum.net/forum/showthread.php?tid=14783 Fri, 22 May 2026 19:19:37 +0000 Mtneers]]> https://cb1100forum.net/forum/showthread.php?tid=14783
17,814 miles
*Excellent Condition
*Title in hand.
*Paint is 9 out of 10 - (52 year old bike)
*No rips or tears in seat.
*All lights, horn, speedometer and tachometer and starter function.
*Points replaced by electronic ignition
*Forks rebuilt - new seals, oil and fork gaiters
*Carbs rebuilt - new rubber, kept original brass
*New front brake caliper, master cylinder and brake perch. Also hard line that goes into caliper
*New chrome tank trim (bottom of tank)
*Various oil seals replaced
*Oil change - Rotella T4
*Cam chain tension
*Valve clearances to OEM spec
*Tank cleaned by electrolysis
*New battery 10/23 - maintained on trickle charger
*New headlight lens and H4 bulb kit (halogen)
purchased from Common Motors
*NOS Rear crash bars (1)
*Sissy bar and pad (1)
*Front crash bar - purchased used from eBay
and rechromed by Dan’s Polishing Shop, TN
*New OEM front and right side mirrors
*New side cover screws
*Original owner’s manual
*Original dealer sales brochure
*No holes or rust on exhaust headers or pipes

(1) Purchased from a Honda dealer’s stock.
Had never been installed.

Why Selling? - have 2 other bikes

PRICE: $3,795
Located in Scott Depot, WV 

Check CycleTrader for detail pics.
https://www.cycletrader.com/listing/1974...5040691185]]>
17,814 miles
*Excellent Condition
*Title in hand.
*Paint is 9 out of 10 - (52 year old bike)
*No rips or tears in seat.
*All lights, horn, speedometer and tachometer and starter function.
*Points replaced by electronic ignition
*Forks rebuilt - new seals, oil and fork gaiters
*Carbs rebuilt - new rubber, kept original brass
*New front brake caliper, master cylinder and brake perch. Also hard line that goes into caliper
*New chrome tank trim (bottom of tank)
*Various oil seals replaced
*Oil change - Rotella T4
*Cam chain tension
*Valve clearances to OEM spec
*Tank cleaned by electrolysis
*New battery 10/23 - maintained on trickle charger
*New headlight lens and H4 bulb kit (halogen)
purchased from Common Motors
*NOS Rear crash bars (1)
*Sissy bar and pad (1)
*Front crash bar - purchased used from eBay
and rechromed by Dan’s Polishing Shop, TN
*New OEM front and right side mirrors
*New side cover screws
*Original owner’s manual
*Original dealer sales brochure
*No holes or rust on exhaust headers or pipes

(1) Purchased from a Honda dealer’s stock.
Had never been installed.

Why Selling? - have 2 other bikes

PRICE: $3,795
Located in Scott Depot, WV 

Check CycleTrader for detail pics.
https://www.cycletrader.com/listing/1974...5040691185]]> https://cb1100forum.net/forum/showthread.php?tid=14782 Fri, 22 May 2026 01:22:33 +0000 rdprdp01]]> https://cb1100forum.net/forum/showthread.php?tid=14782
Calaveras Road is popular with cyclists and motorcyclists. These two tribes have learned from the past and show mutual respect and consideration for one another. When I ride Calaveras on a road bike or motorcycle, I find myself completely in the moment. As the road winds, it often narrows to a single lane. Most of the road has no shoulder, and even fewer fences. It winds, twists, climbs, and descends as it always has. During the week, cars occasionally use the road when Interstate 680 becomes congested. But during the weekend, the road belongs to those on two wheels. See a few pictures I recently captured and a highlight video my new camera created using its AI Director. If you find yourself in the East Bay on a motorcycle, Calaveras Road is 12 miles worth traversing. Have a great Memorial Day Weekend. David















AI Generated Foolishness
]]>
Calaveras Road is popular with cyclists and motorcyclists. These two tribes have learned from the past and show mutual respect and consideration for one another. When I ride Calaveras on a road bike or motorcycle, I find myself completely in the moment. As the road winds, it often narrows to a single lane. Most of the road has no shoulder, and even fewer fences. It winds, twists, climbs, and descends as it always has. During the week, cars occasionally use the road when Interstate 680 becomes congested. But during the weekend, the road belongs to those on two wheels. See a few pictures I recently captured and a highlight video my new camera created using its AI Director. If you find yourself in the East Bay on a motorcycle, Calaveras Road is 12 miles worth traversing. Have a great Memorial Day Weekend. David















AI Generated Foolishness
]]> https://cb1100forum.net/forum/showthread.php?tid=14781 Fri, 22 May 2026 00:22:59 +0000 Lunchbag]]> https://cb1100forum.net/forum/showthread.php?tid=14781 https://bringatrailer.com/listing/2014-honda-cb1100-12/]]> https://bringatrailer.com/listing/2014-honda-cb1100-12/]]> https://cb1100forum.net/forum/showthread.php?tid=14780 Tue, 19 May 2026 09:22:57 +0000 Svo]]> https://cb1100forum.net/forum/showthread.php?tid=14780
I've been quietly stalking this forum for some time now, and thought now is finally the time to say hi. 
In fact, the amazing collection of information (and people) here were part of the reason why I've bought a CB 1100 (2013) in the first place (I was considering a Bonneville or Interceptor — heresy!). 

I always enjoyed fixing my bikes (the ones without motorised support), but I've never owned nor worked on anything with a motor. This forum allowed me to start wrenching on my CB as well, and it's wonderful. With the help of all of you I've managed to:
- do basic maintenance (chain, oil, brake/clutch fluids including flushing the C-ABS, cleaning the air filter)
- change brake pads and subsequently fixed a self-inflicted brake drag issue (Terrence O'Keeffe helped with that!)
- change all lights to LED while maintaining the beautiful stock sockets
- repair a broken mirror (that wasn't me)
- change a broken clutch lever (that was very much me, the bike wanted to take a nap in a parking garage...)
- chose saddlebags and a tailbag that match the CB
- fix a stuck turn signal
- install a new battery
- coat it a few times in ACF-50 (Dutch winters are gnarly)
- and of course: unlock an extra 5kW, 12Nm, and endless style points with the greatest farkle of them all... 

I've put about 7'000 km on it since I got it in January, and absolutely love it still. Also, I called it "Hondalf the White".

Thank you for being part of that!

Cheers!


  IMG_0311.jpg (Size: 1.6 MB / Downloads: 94)

  IMG_0612.jpg (Size: 1.92 MB / Downloads: 94)

  IMG_9999 (1).jpg (Size: 1.81 MB / Downloads: 95) ]]>
I've been quietly stalking this forum for some time now, and thought now is finally the time to say hi. 
In fact, the amazing collection of information (and people) here were part of the reason why I've bought a CB 1100 (2013) in the first place (I was considering a Bonneville or Interceptor — heresy!). 

I always enjoyed fixing my bikes (the ones without motorised support), but I've never owned nor worked on anything with a motor. This forum allowed me to start wrenching on my CB as well, and it's wonderful. With the help of all of you I've managed to:
- do basic maintenance (chain, oil, brake/clutch fluids including flushing the C-ABS, cleaning the air filter)
- change brake pads and subsequently fixed a self-inflicted brake drag issue (Terrence O'Keeffe helped with that!)
- change all lights to LED while maintaining the beautiful stock sockets
- repair a broken mirror (that wasn't me)
- change a broken clutch lever (that was very much me, the bike wanted to take a nap in a parking garage...)
- chose saddlebags and a tailbag that match the CB
- fix a stuck turn signal
- install a new battery
- coat it a few times in ACF-50 (Dutch winters are gnarly)
- and of course: unlock an extra 5kW, 12Nm, and endless style points with the greatest farkle of them all... 

I've put about 7'000 km on it since I got it in January, and absolutely love it still. Also, I called it "Hondalf the White".

Thank you for being part of that!

Cheers!


  IMG_0311.jpg (Size: 1.6 MB / Downloads: 94)

  IMG_0612.jpg (Size: 1.92 MB / Downloads: 94)

  IMG_9999 (1).jpg (Size: 1.81 MB / Downloads: 95) ]]> https://cb1100forum.net/forum/showthread.php?tid=14779 Tue, 19 May 2026 06:10:13 +0000 Gone in 60]]> https://cb1100forum.net/forum/showthread.php?tid=14779
A total of 472 riders participated. Of my modern classics, I could have taken my Enfield Interceptor, and joined the two others that participated. I could have taken my black Bonneville, and been one of countless other black Bonnevilles. I took my CB1100, and out of 472 bikes, had the only one on the ride. When I arrived at the gathering site, I rode up to a tent with three volunteers checking the riders in. The guy checking me in commented to the others about my bike... "Hey, you guys ever seen a CB1100? Smoothest running, shifting bike Honda ever made!" I had to agree with him. He also commented "Hey, congratulations on being a top-50 donor!" That was very cool to learn! 

All kinds of bikes showed up, even a group of Filipino sidecar jitneys - these had so much detail in them that it was difficult to see everything at once in them.

It was a great scene, and I made all kinds of new friends. When the ride kicked off, We were away, riding two-by-two. I ended up right behind a Ural sidecar rig that was decked out with a very dapper couple holding a dog. One of the ride photographers was in front of them, in another Ural sidecar facing back, snapping away at the cute couple with the dog. I must have ended up in the background of plenty of pictures.

The ride started from a college next to the Santa Monica Airport, and wove through many of the highlights on the west side of L.A. including Rodeo Drive in Beverly Hills, the Santa Monica Pier, Venice and the Venice canals.

  IMG_2369.jpeg (Size: 229.4 KB / Downloads: 103)

  IMG_7450.jpeg (Size: 202.53 KB / Downloads: 103)

  IMG_7458.jpeg (Size: 112.52 KB / Downloads: 103)

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A total of 472 riders participated. Of my modern classics, I could have taken my Enfield Interceptor, and joined the two others that participated. I could have taken my black Bonneville, and been one of countless other black Bonnevilles. I took my CB1100, and out of 472 bikes, had the only one on the ride. When I arrived at the gathering site, I rode up to a tent with three volunteers checking the riders in. The guy checking me in commented to the others about my bike... "Hey, you guys ever seen a CB1100? Smoothest running, shifting bike Honda ever made!" I had to agree with him. He also commented "Hey, congratulations on being a top-50 donor!" That was very cool to learn! 

All kinds of bikes showed up, even a group of Filipino sidecar jitneys - these had so much detail in them that it was difficult to see everything at once in them.

It was a great scene, and I made all kinds of new friends. When the ride kicked off, We were away, riding two-by-two. I ended up right behind a Ural sidecar rig that was decked out with a very dapper couple holding a dog. One of the ride photographers was in front of them, in another Ural sidecar facing back, snapping away at the cute couple with the dog. I must have ended up in the background of plenty of pictures.

The ride started from a college next to the Santa Monica Airport, and wove through many of the highlights on the west side of L.A. including Rodeo Drive in Beverly Hills, the Santa Monica Pier, Venice and the Venice canals.

  IMG_2369.jpeg (Size: 229.4 KB / Downloads: 103)

  IMG_7450.jpeg (Size: 202.53 KB / Downloads: 103)

  IMG_7458.jpeg (Size: 112.52 KB / Downloads: 103)

  IMG_7429.jpeg (Size: 205.2 KB / Downloads: 103)

  IMG_7425.jpeg (Size: 181.32 KB / Downloads: 103)

  IMG_7438.jpeg (Size: 185.75 KB / Downloads: 103)

  IMG_7434.jpeg (Size: 145.05 KB / Downloads: 103)

  IMG_7418.jpeg (Size: 212.94 KB / Downloads: 102)

  IMG_7441.jpeg (Size: 143.74 KB / Downloads: 102) ]]> https://cb1100forum.net/forum/showthread.php?tid=14778 Tue, 19 May 2026 04:21:07 +0000 Cormanus]]> https://cb1100forum.net/forum/showthread.php?tid=14778 https://www.motorcycle.com/bikes/news/wt...h-44664922

Video here, https://www.youtube.com/watch?v=Pxnhqd30u_A]]> https://www.motorcycle.com/bikes/news/wt...h-44664922

Video here, https://www.youtube.com/watch?v=Pxnhqd30u_A]]> https://cb1100forum.net/forum/showthread.php?tid=14777 Mon, 18 May 2026 19:58:52 +0000 Bad Rattle]]> https://cb1100forum.net/forum/showthread.php?tid=14777
Just picked up a super clean 13’ CB1100 with 5k miles last weekend. Really happy with the bike so far. Only little issue was a slipping throttle grip from aftermarket heated grips… Fixed the slipping but I’ll be replacing the grips soon.

  AFAF7F3B-1F6C-4E15-BE85-214D4FF7AE0D.png (Size: 2.77 MB / Downloads: 91)

  A9B213A9-8825-43DF-9FF8-03122C80D016.png (Size: 3.03 MB / Downloads: 91) ]]>
Just picked up a super clean 13’ CB1100 with 5k miles last weekend. Really happy with the bike so far. Only little issue was a slipping throttle grip from aftermarket heated grips… Fixed the slipping but I’ll be replacing the grips soon.

  AFAF7F3B-1F6C-4E15-BE85-214D4FF7AE0D.png (Size: 2.77 MB / Downloads: 91)

  A9B213A9-8825-43DF-9FF8-03122C80D016.png (Size: 3.03 MB / Downloads: 91) ]]> https://cb1100forum.net/forum/showthread.php?tid=14776 Sun, 17 May 2026 22:30:13 +0000 EJ from upstairs]]> https://cb1100forum.net/forum/showthread.php?tid=14776 I've been riding this event for well over a decade, and I've seen a total of two other modern CB1100s in that time.
Always a good time, though!

  IMG_9790 2.jpg (Size: 1.15 MB / Downloads: 64) ]]> I've been riding this event for well over a decade, and I've seen a total of two other modern CB1100s in that time.
Always a good time, though!

  IMG_9790 2.jpg (Size: 1.15 MB / Downloads: 64) ]]> https://cb1100forum.net/forum/showthread.php?tid=14775 Sat, 16 May 2026 05:36:01 +0000 Cormanus]]> https://cb1100forum.net/forum/showthread.php?tid=14775
Anyway, putting aside the grizzle, I took the cap off and cleaned it up as best I could, including giving it a bath in vinegar. I think I found the two little breather holes and scratched some crud out of them with a needle. I've run the bike for 10 minutes or so and the noise hasn't started again, so here's hoping.

However, I also noted that the spring which compresses to allow the lock tangs to spring out is working ok on one side but not the other. It makes it a bit hard to close the cap easily as the key does not simply spring back. Ideally one would pull it apart and clean the spring up, but I can't see how to do that and I'm not keen on breaking it.

Does anyone have any suggestions? Please?]]>
Anyway, putting aside the grizzle, I took the cap off and cleaned it up as best I could, including giving it a bath in vinegar. I think I found the two little breather holes and scratched some crud out of them with a needle. I've run the bike for 10 minutes or so and the noise hasn't started again, so here's hoping.

However, I also noted that the spring which compresses to allow the lock tangs to spring out is working ok on one side but not the other. It makes it a bit hard to close the cap easily as the key does not simply spring back. Ideally one would pull it apart and clean the spring up, but I can't see how to do that and I'm not keen on breaking it.

Does anyone have any suggestions? Please?]]>