1969 Honda CB

CB750-1009912

Clear

0 false 18 pt 18 pt 0 0 false false false Welcome to the auction of my 1969 Honda CB750. 10/69 build date on the VIN tag and titled as a ’69. Not sandcast, but one of the first ten thousand made; has many of the desirable “sandcast” parts original to this bike. I purchased the rolling chassis and a box of parts from a motorcycle shop owning friend that acquired a large number of vintage bikes in an estate sale. It still had a 1972 N.C. license plate and a 1970-71 N.C. inspection sticker on the left fork as well as a heavy protective layer of sawdust. Speedo had 3571 miles on the odometer. I know nothing of the history, but it seems the original owner rode it for a year or so and robbed the engine, electrics, and tach for a chopper or drag bike. Here’s what came with that purchase: -Frame # CB750-1009912. Paint has a few chips but is too nice to consider repainting. -Candy Blue-Green Metallic Wrinkle tank, side covers, headlight bucket, fork ears, and air box. There’s a smudge on the right front of the tank that could be a brake fluid mishap, but no paint is missing, just smudged. Anyway, it’s not visible in daylight unless you search for it. Original petcock has been rebuilt with OEM parts. Side covers have the gold emblems, a few pin sized spots of paint missing and repaired cracks (You have to LOOK for them; mount tabs are intact). Airbox has a few internally repaired cracks as well as a K&N (OE style foam) filter. -Double cut front fender -No number/no stamp pipes. Small JB Weld repair on #1 where header meets muffler. NOS Clamps and spigots were used to install them. -K1 seat. Excellent shape. I have the original ducktail K0 seat as well but the original red foam has deflated to the point of adding a new dimension to the term “iron butt”. ONLY ONE SEAT IS INCLUDED WITH THIS AUCTION. The winning bidder has the option of seats; The K1 seat will be included if option isn’t addressed. -Swing arm, lower triple clamp, and oil tank are chromed. And not the normal, crappy 70’s peeling off, ill prepped looking chrome. Looks good and period correct so I left it. -Plastic chain guard. -Here’s the other chassis info, in no order: -Hagon Shocks -New Continental TKV11/12 (Conti Ultra) and Metzler natural rubber tubes mounted on original wheels. -Wheel bearings replaced with Nachi (made in Japan). Rear has new OEM cush drive dampers and Sunstar 45 tooth sprocket. Front sprocket is NOS Honda 17 tooth. Chain is Drag Specialties branded EK/Enuma O-ring. -Brake system: Tokico1 caliper repainted. OG piston used as it had perfect chrome. New OEM Honda seal and pads. Later (’72) master cylinder painted. New OEM Honda rebuild kit, diaphragm, crush washers, banjo bolts, and boot. Stainless steel brake lines and pipe from Slingshot Cycle. This thing stops WELL. -OEM Honda fork seals in the original lowers. Lowers not polished ‘cause I wanted to preserve the 70-71 inspection sticker and they look cooler as is. They are further mounted on tubes from Frank’s Engineering (Forking By Frank) as the OG had some questionable rust. Also OEM gaitors. -Flanders Superbike bars. Mounted on these are K1 (ish?) controls with CB350F cables (perfect length for short bars) and NOS grips. -Clutch cable is new OEM. Tach and speedo are Motion Pro. -All Balls tapered steering bearings. -NOS tail light on original fender and mount bracket. -NOS rider footpeg rubbers. So on to the engine… I found #CB750E-1026349 (which dates it somewhere after 1/70) with a cat that moves a lot of 750’s in and out of his possession. He told me this mill had around 10k miles on it. You never can tell so I had to check it out… After opening it up I believed him- very little needed addressing. I tore it down to the cases anyway to paint them, the cylinder, and head with Duplicolor Engine Enamel and hot rod it a tad. I sent the head to American Performance Engineering (APE) (check them out: http://cbrzone.com/sohc.html ) for a valve job. They installed: -APE bronze valve guides -APE heavy duty valve springs and resurfaced the original valves. I installed: -APE adjustable cam sprocket -APE heavy duty cylinder studs -Tsubaki heavy duty cam chain -Webcam 41 grind cam (.360 lift/270° duration) -Cycle X 1st over pistons (.25mm) -NOS cam chain roller/ guide -Vesrah gaskets -all new oil seals- There isn’t an o-ring or seal that’s not been replaced. The keen-eyed will notice the carbs aren’t K0. They are K1 and later (stamped 657b)… ‘cause that’s what I had in my parts stash. Completely torn down, cleaned, and reassembled with new Honda o-ring/seal/gasket kits. All original Keihin parts (120 main, 40 slow). Intake manifolds are also new OEM. Electrics: I completely rewired the main harness. Mostly new connections. Retaped with 3M 333. Modern blade fuse holder wired in. -New NKG plug caps. -OE coils, regulator, rectifier. -OE points, plate, and condenser (TEC) -Transistorized ignition by Hondaman. This is basically an electronic ignition that uses the points as triggers and saves wear on them. Read about it here: http://sohc4shop.com/catalog/product_info.php?cPath=23&products_id=32 -New Interstate battery Here’s the area I skimped on: -The points cover is scratched and dented. The bike hasn’t been on it’s side; this was the best I had cosmetically when I built the engine. I think that covers it. Build was completed October of ’10. Clear SC title. The odometer, as of this writing, reads 15,353. I ran this speedo on another K0 for a few years as the needle on this one doesn’t bounce so bad that you can’t tell if you’re doing 35 or 90mph. I removed it from that bike and reinstalled on this ‘un at around 13,900 and some change. So this build has covered a little less than 1500 miles- just enough time to break the new top end in nicely and begin to enjoy it, really. It’s currently in an excellent state of tune. A bit cold natured at first start of the day, but most are. I’ll pass along my cold start-up ritual to the winning bidder (it’s not really that involved). Starts with a light bump of the button when warm. The oil has been changed religiously with Castrol 4T 20w50 with a new K&N filter every time. I’m fairly confident that anyone looking for a first production year CB750 would be hard-pressed to find one for sale in this aesthetic and mechanical condition, at least without the bodywork having been repainted. A word about my mechanical ability: I’ve been riding and wrenching on CB 750’s since 1997 and have performed differing levels of rebuilding, restoring, and keeping several on the road. I execute ALL of my work meticulously and with a great deal of pride. I don’t want to be stranded across town, let alone 3000 miles from home. I would have no qualms riding this bike to the west coast from the mountains of NC. All that said, I have tons of photos documenting the build and receipts for most of the new parts mentioned (unfortunately not the stuff I got on ebay). Terms stuff: $500 (five hundred U.S. dollars) due via Paypal 48 hours after auction close. For the balance, due in 7 days, I PREFER CASH AND YOU PICK UP. I’m old fashioned that way but somewhat flexible. Ultimately, the buyer is responsible for getting this motorcycle to wherever it is that he or she wants this motorcycle to live once the transaction is completed. I will accept a cashier’s check drawn on a U.S. bank with a branch within 10 miles of zip 28803. I ENCOURAGE EVERYONE THAT IS SERIOUS ABOUT PLACING A BID TO CONTACT ME. Got less than 100% feedback? Please contact me; I may cancel your bid. (843) 9zero6-nine312 or contact me thru ebay. Happy bidding and thank you for looking. On Sep-01-12 at 15:47:50 PDT, seller added the following information: I need to add that the oil pressure switch weeps. This is the second (used) one that I've installed. It still works and I've tested the oil pressure with a gauge. It's a simple fix, not indicative of any other problem, and only mildly annoying (to me, anyway) so I haven't addressed it. Rest of engine is oil tight.On Sep-25-12 at 10:03:45 PDT, seller added the following information: It may be a little late in the game to add this, but I have to: Pick up needs to happen within 2 weeks of cleared payment. If absolutely necessary, arrangements can be made for a little later, but sooner is better. Thanks.