The motorcycle that gave motorcycling a new dimension. The first really strong, fast, heavy engine that was also reliable. The final blow to the British motorcycle industry. The 'engine of the (last) century'.
A revolutionary engine
A benchmark for entire generations of motorcyclists. A legend. Four cylinders. An overhead camshaft and a front disc brake. Just as quickly as he was reliable. The Honda CB 750 F from 1969 until now. Then a topper, now one of the most useful and stylish classics. And when you once feel brave, you still have a lot of fellow drivers on your Honda CB 750. Because a Honda CB 750 whose front and rear suspension have been fine-tuned and that is on modern tires? That is still an engine to be reckoned with. It is beautiful, fast enough, the handling is fine.
Buy a copy that is as original and complete as possible. The restoration of a classic Japanese is nowadays often doable thanks to suppliers such as global suppliers. But the prices for new parts for old Japanese are often very high. This certainly applies to color and chrome parts. A complete set of exhausts, for example, quickly costs more than € 2.000. And spraying the candy colors is not for everyone and therefore costs a lot of money.
Abuse Resistance 2.0
In their early days on campsites, there were gleefully tipsy people who let their Honda CB 750 roar at no load until the contact points floated. That led to a block whose ignition was so erratic that the exhaust sound sounded like a firing squad on a national holiday. But the blocks remained intact. The only point of pain was that the jets that provide the camshaft lubrication when using aftermarket oil filters and elastic maintenance intervals could get clogged. Then the crankshaft could break and the Honda CB 750 was suddenly a two-cylinder with half the displacement.
Sand casting as a test balloon
The very first generation had - because Honda did not yet know how the model would catch on - sand-cast crankcases. The scientists haven't decided yet, but thousands of copies have been made with those sand-cast crankcases, not 'a few dozen' as is also claimed. The rarity factor makes those copies more expensive. On early models, also take a look at the crankcase at the level of the sprocket. In the early 70s, a chain broke under all that brutal violence. Because at that time the gas only had two positions: 'open' or 'closed'. And the state of the art hadn't really kept up with developments at Honda. Hence the broken chains and patches of rubber that fell off the rear tire.
No K3, but K2
The most common, most practical Honda CB 750 are the candy yellow K2 and K3 models. When ordering parts, always state the year, number and type. In the course of production there have been quite a few (minor) changes in production, hence. And how can the K3 be recognized? That is on the mudguard near the brake disc.
Simple and key friendly
Maintenance of these machines is still simple. But for synchronizing the carburettors an absolute pitch is no longer enough, the vacuum gauges have to be added. Deviating from the original, but very sensible: the purchase of an electronic ignition.
Technical data Honda CB 750 Four (1969): air-cooled, four-stroke four-cylinder in-line, displacement: 736 cc, maximum power: 67 hp @ 8.000 rpm, gearbox: five-speed, secondary transmission: chain. Frame: double cradle frame. Brakes: front disc brake, rear simplex drum brake. Weight: 218 kg. Top speed: > 170 km/h.