Honda CB 750 OHC - K3? Not the girls.

Honda CB 750
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The time that you bought a reasonable CB 1.500 OHC for 750 guilders is now over. But 'the' Honda CB 750 OHC does not exist. Small adjustments were made during production and then you also had the timeline of: K2, K3, K3 up to and including K8. Then came the F1 and F2, as is known.

Here in Europe the K2 was the common type

Compared to the pioneer models, that Honda CB 750 K2 had quieter dampers, different rear shocks, a steel chain rim. And the warning lights were between the counters.

Also interesting: Also classic: The Honda CB750 K6

The Honda CB 750 K3 was made for the USA market. That machine had a better front fork and five-way adjustable shock absorbers, different 'graphics' on the tank, a smaller air intake from the air filter and a plastic rain cover on the front disc. Because they were for the USA they had running lights. They were banned in Europe. While driving, lights were on in the indicators. The K4 (from 1974) was for sale in the States and Japan itself. They had different cylinder heads and gearbox indicators.

The 750 Honda CB 5 K1975 had larger turn signals and a rubber lip on the side stand. 1976 was the year the Honda lost its splashy chain lubrication and got a firmer rear fork. The 7 K1977 had the same engine that would be used in the Honda CB 750 F1 and was equipped with acceleration pumps. The K8 is now the least sought after CB 750 OHC, but it is the last classic 'four-pipe'. But the Real European Honda CB 750 OHCs? Those are the K2 models

And that generation of Hondas that once baffled the world with its four mufflers is now recognized as classic

And that is why the exact originality is highly valued in enthusiasts' circles. For the serious approach it is always important that when parts are searched for, the year of construction, the frame number and the block number are always used. Because a K2 with the plastic brake disc fender of a Honda CB 750 K3? That is of course not possible.

Also interesting: Honda CB 750 Hondamatic: Rare

The parts supply for these giants back then is very good. There are a few major suppliers of NOS (new old stock) and / or well (up to and including the correct letter insertions) remanufactured parts worldwide. The sites contain all drawings (also useful for assembly!) Plus the official part numbers. One downside: production-wise Honda had a huge lead at the time. Many parts are pressed into very thoughtful shapes. And press molds are very expensive things. For the Honda CB 750 OHCs, the various types of mufflers are now for sale. And a set of original dampers will cost you around € 3.600. You will spend around € 1.000 for neat replicas.

A new buddy seat no longer costs 50 guilders like ever on the Car, but about € 750. A replica tank can quickly put you back € 1.000. The spraying in the candy colors is also not every car sprayer around the corner. But luckily there are replica tank stickers where you have to check if they are type correct. However?

The older, the more expensive

Just 8000 Honda CB 750s with sand-cast crankcases have been made. In the somewhat later K0 the air filter was made of a smooth plastic sprayed in the body color. And the buddy had a characteristic tip on the back. The carburettors were operated with four separate cables. And there are still a whole series of differences and adjustments that either simply fell under the product development or were the result of environmental requirements and measures in particular. Very early specimens had an error in the press mold for the tank bottom. That caused some ridges there. This can be seen if you look into the tank through the filling opening. So extremely important. Such a tank recently sold for $ 3.500. And then it still had to be painted and stickered.

Especially for lovers of classic Honda motorcycles

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Give a reaction
  1. The k7 block is not the same as the f1. The k7 had a bulge at the front sprocket and the f1 does not, so if a k7 block is placed in an f1 frame, the secondary chain does not align, vice versa.

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