Team cb's CB1100R Custom Bike

[@SoyBoySigh]

Yet another "STARBUCKS RACER", which is to say it's not a "Cafe" anymore, now that it's been franchised with every last shred of the vintage greasy-spooncharacter's been gentrified right out of it! Bah - more to the point, MEH. Enjoy it however you like, but imho this trendy nonsense has got to stop! If you really believe that "nerwer is better" for one part of the bike, then why not all of it? Why do you bother to keep the air-cooled lump in the middle, or the round-tube frame? Aesthetic reasons, one might suppose? Well how is it then, that you've missed out on appreciating all of the wonderful aesthetic sensibilities of the REST of the original CB1100R, the parts which have been discarded here? You like Classic Superbikes, but only the engine frame seat and tank, and fairing in this case - but nothing else? WTF. The result of all these "UP"-grades, is really just an air-cooled CB1300RS, more or less. It's lost all touch with the real ROOTS of the air-cooled CB lineage. I don't see a CB1100R at all! Just the bare bones the engine frame seat tank and fairing from one, while all of the awesome running-gear which was what made these bikes so interesting imho, has been stripped away and replaced with a bunch of smarmy fugly chachi '90s-Y2K+ crotch-rocket shite! At least they kept the twin shocks but where's the TRAC anti-dive fork? Where are the COMSTAR wheels? Where are the Hirth-spline adjustable clip-on bars? The passenger pegs? The separate peg pivots and control pivots? I like that the brackets are no longer around the swing-arm pivot, that's one way the frame here is an echo of the SOHC-4 Sand-Cast frame as when you strip the frame down and the head off what's left is what you'd really prefer on the SOHC-4 just a beefier better version of the first CB750 - and from there it's all bells and whistles, but cutting-edge for the '90s. A project like this would've been very appropriate with a 2010+ "CB1100" and all of it's 80HP or more to the point a CB1000 Big-One or CB1300 but as a CB1100R it's simply destroyed all of it's original character - Never mind the VINTAGE vibe of it, which the CB1100R has in spades despite being so cutting-edge for it's day - When you look at the stuff used here it's all a bunch of flashy colours and more modern tech. Slapping the speedo pick-up onto the output sprocket just so that you can use clocks off the VFR type of stuff, is BUNK! What's wrong with having the speedo on the front wheel just as the original did? Then you wouldn't NEED that fugly cover over the front sprocket! Like the speedo relocation, all of this stuff is just so terribly unnecessary 'cause you can HAVE a really beasty beefy fork in the TRAC anti-dive type, and you can HAVE overly powerful brakes in the original style, and you can HAVE the beastliest tires on a bolt-up composite wheel and more to the point a rebuilt COMSTAR wheel, in any size you can dream up and in a more lightweight high-performance a hub/rim/spoke package with more ideal mass-distribution than these one-piece CAST wheels can offer up! I'm not saying you won't enjoy RIDING a bike like this - though I suspect not nearly as much as you'd enjoy riding the bike which you so obviously wanted which is probably something more like a CBR1000F or CBR1000RR etc. All I'm sayin'' is, a STARBUCKS RACER such as this doesn't belong in my Bike-Porn feed! Ha-ha. In another five or ten years people will be scrambling to put bikes like this back to stock configuration, just as was the case with CHOPPERS the build-a-bike kits of a previous generation of motorcycle-hipsters. As for a PERIOD-CORRECT or at least period-correct-STYLE of modified DOHC-4 Superbike? People aren't going to tear apart the bikes that are bedazzled with period upgrade go-fat parts, just as we've seen with older Classic racers & race-replica builds in the past, they'll hold their own against the onslaught of restorations and resale value etc. I don't think it really needs to be an exact period thing, either - you could have the "reasonable facsimile thereof" such as a 41mm TRAC fork from '84 off the GL1200, or the 41mm TRAC and 20mm front axle with the '88 GL1500 front end, OR you could have the full 43mm max diameter allowed in AHRMA Forgotten Era if you borrow two RHS legs off the '96+ ST1100A fork! The COMSTAR wheels would be as good or better than any MARVIC composite wheel-set off a Ducati "SuperLight" edition if you rebuilt 'em with the same Akront "NERVI" rims - Which were made all the way up to a 6.0x18" size, maybe even wider! You can have fantastic functional lightweight rear-sets in the period style - you needn't use these cheesy pre-fab crotch-rocket bits with the master-cylinder and pedal pivot bolted so close together IF you borrowed a master-cylinder with an integral bell-crank pivot such as the BREMBO unit from a Guzzi California 1100 or from the cable operated remote reservoir from a Kwaka Z1R for that matter. The CB1100R clip-on bars can be rebuilt with Carbon-fiber bars on the original "knuckle" ream 'em out to 43mm - if you're worried you could use the 41mm version off the VF1000R! You can have an all electric drive speedo yet retain the outer housing of both the axle mounted drive AND the clock on the dash, even the empty cable sheath to house the wire to the pick-up! There isn't one feature of these wonderful old bikes which must lose it's original character in order to be upgraded! Heck even the swing-arm needn't be that beefy before it's totally overwhelmed the frame itself! If you wanted to beef things up and make the chassis stiff, there are the twin-shock backbone "spine" type frames which Georges Martin made (Moto-Martin) for the SOHC-4 CB750-series, which can adapt to accept these DOHC-4 engines. Such a frame would be up to the task of holding this beefy of a swingarm without twisting. I mean, you can add strength to the OEM frame but only with additional weight penalty - so too with the beastly beefy thick swing-arm. Past a certain point, you're only adding more weight. Make the one part overly beefy, and it's just gonna flex, or more to the point snap, somewhere else further down the line. I'd be curious to look at many of these STARBUCKS RACER type builds, and compare the weights & measures with what period-correct alternatives I'd rather serve up. The original Comstar wheels suffered from an overly heavy rear hub, and rims which were still better than average - ah, but the AKRONT center-flange rims of the "NERVI" designation, in their lighter grade "TR" profile, this was truly top-shelf stuff. Mate 'em to the 5-spoke - but take the rear disc type hub from the CB250N Super-Hawk,a Comstar hub which I didn't even realize existed until recently. Heck you wouldn't do any better if you carved up a new hub from unlimited hours on a CNC mill - or cut one out of the best CAST rear wheel you can dream up - For the "Boomerang" style, there's a lightest disc-type rear hub from Euro-market VF500F which has the same rotor bolt circle as the CX500T & CX650T yet it's a chain final-drive. The Boomerang would always be heavier and besides I've always prefered the 5-point style just from an aesthetic sensibility alone but more to the point the Boomerang rims were heavier! The CB1100RC-'RD & CB900F2C had the 3.0x18" rear whereas the widest OEM rm in 5-point type was 2.75x18" - Somebody's got to weigh 'em up and see what all that extra 1/.4" is costing people! There's a 2.50x18" front wheel on the GL1100A, a 2.15x18" on the CM400C - a 1.85x18" on the '79-'80 CM400 which only takes one rotor and no holes on the other side of it's hub much like some CX500 hubs, but it's SPOKES..are of the '79 "SILVER" style, and hence would make for a beautiful 18" front wheel on a first year '78 style CBX1000 twin-shock or '79 CB900FZ - I've only got the "B-2H" middleweight profile "NERVI" rims in 2.50x18" but they're still fully 27% lighter than stock! And that's comparing to the 5-point wheels which have a hollow shoulder on each side, whereas the Boomerang type are solid single-layered and rather thick-walled at that! I haven't disassembled my one silver CB900F2C front Boomerang wheel, but I suspect the difference would be more like 40% or better - and this is the MIDDLEWEIGHT Akront profile, where the "H" in "B-2H" stands for "HEAVY" according to Akront's own catalog. There's a twin-shock CBX in Holland, by VAN-GEERT which has 3.0x18" Akront TR front and 6.0x18" TR rear. I'd be very curious to know of the wheel weights - But all the better if they'd swap out to the CM400 spokes for a proper '78 appearance rather than the 1980 style! Mmmmm...... And how about that CB250N Super-Hawk disc-brake type rear hub? It takes a FRONT disc, so you can have the single-piece non-slotted 276mm or even a 240mm front disc off CB250N front wheel or CX500 etc - in the same 5/10-spoke style off the CB750C Exclusive Edition, which paired a rear disc hub in 16" rear wheel with dual 240mm front discs one very weird DOHC-4 set-up to be sure but yeah, those same early CBX rear discs in 296mm you can have that style in 276mm or even as small as 240mm on the rear - I'd probably rather cut down the 276mm to 260mm or thereabouts. And then you'd combine the 18" "Silver" 1979 style front wheel with the 296mm dished one-piece rotors from CB1100RB, which are now available in replica form via Metalgear Australia - Even if you wanted some middle position between CB1100RB and CB1100RC type rotors you could have the conventional SOHC-4 9-rivet type which came in 5-bolt pattern off the '78 CB750A Hondamatic, OR rebuild the bigger 9-rivet center-carrier from CB1100F/CX-Turbo/Gold-Wing 276mm front rotors out to 296mm and beyond - proportionally, with the center-carrier's rivet circle increased from 155mm to 190mm you could proportionally increase the 296mm outer diameter up to 360mm-ish and they'd still seem quite proportional to the original SOHC-4 style item. Though 320mm-330mm would be sufficient?

[@水原ひかる]

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