1975 Honda CB

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800x600 1975 HONDA CB 750K – ALL ORIGINAL, 7,553 ORIGINAL MILES, FRAME NUMBER CB750-2521451, ENGINE NUMBER CB750E-2402331, MANUFACTURED 9/74 800x600 1975 HONDA CB 750K – ALL ORIGINAL, 7,553 ORIGINAL MILES, FRAME NUMBER 800x600 CB750-2521451, ENGINE NUMBER CB750E-2402331, MANUFACTURED 9/74 This Honda CB750K epitomizes the big iconic machines that became a permanent part of Honda history… The condition of this machine is highly original and un-restored down to the original airbox, exhaust, and paint. The frame and engine numbers are factory correct and original. It is the 750 cc engine. The gearbox is also original to the machine. This Honda CB 750 is completely original and has never been apart. I believe I am the fourth owner from new. It is in un-restored and original condition, and would make a perfect rider or an idea candidate for an easy restoration. This machine has been in my collection, is started on a regular basis, and is ridden occasionally. When I purchased the bike, it had been on display for some time in original condition, and while the previous owner rode it every few months, it just wasn’t running the way it should. I went through the entire machine and checked all of the major engine, transmission, and braking components for wear and safety. The gas tank was cleaned, and the original Kei Hin carburetors inspected, cleaned, and re-installed along with a new air filter, all fluids were changed, and both front and rear brakes were replaced. The battery has also been recently replaced. The bike now runs flawlessly. The tires on the front and rear are correct size and type that originally came standard on the 750, 3.25 x 19 on the front and 4.00 x 18 on the rear. The wheels are also original to the machine and are in excellent overall condition. The seat is original and in beautiful condition, and the Honda stencil on the rear of the seat is sharp and clear. The engine and transmission are in excellent interior condition due to the low mileage and absence of any type of harsh conditions or abuse throughout its life. A complete cleaning and detailing was performed, and although detailing on an original machine is never completed, the overall condition of the finishes is remarkable considering the age of the machine, and is in line with the original mileage. The aluminum parts are also in very good condition overall, but due to the originality, I did not want to go too far polishing any parts. The Planet Blue Metallic paint is original, and while it does have slight imperfections as I’ve tried to show in the photos, it is in very good original condition overall. The original decals and badges are still applied to the gas tank. The plastic side covers and badges are also in excellent condition and are not in need of any type of repair. The exhaust pipes, an almost impossible item to find intact on one of these machines, are in very nice original condition, with no rust or corrosion evident. The 750 on the road is very easy to handle, and rides down the road very tight, with no shakes, shimmies, or rattles. It shifts and accelerates smoothly and holds the road as it should. There is absolutely NOTHING that needs to be done to this machine to ride it and enjoy it. It is also the perfect candidate for an easy cosmetic restoration, as all of the hard to find original parts are accounted for. As I mentioned before, the one thing the new owner might want to do is replace the tires upon purchase. Unlike other 750’s for sale on the internet, this one is ready to ride and not in need of any expensive service once you get it home. I am always looking for new machines to add to my collection and love talking shop about bikes, so if you have something interesting, please let me know. TERMS: $500 DEPOSIT WITHIN 48 HOURS OF AUCTION CLOSE. BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, BANK TO BANK WIRE TRANSFER, OR CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE. SORRY, NO C.O.D. AND NO PAYPAL. The description of this motorcycle is written to the best of my knowledge. However, I am by no means an expert on vintage Honda motorcycles. Please don’t hesitate to ask for more photos and, if possible, come and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, please contact me before the auction ends. If you have any questions, please contact me. If you live close to Chicago, I encourage you to come and inspect the motorcycle in person! In an effort to protect the eBay user information and to help ensure the authenticity of correspondence between sellers and bidders, eBay’s new listing format does NOT display any bidder information. Nevertheless, I STRONGLY encourage bidders to contact me directly to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a zero or negative eBay feedback rating. This motorcycle is being sold as is, where is with no warranty, expressed, written or implied unless there is a warranty in effect from the factory. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the motorcycle and to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this motorcycle at the buyer's request PRIOR to the close of sale. Seller assumes no responsibility for any statements regardless of any oral statements about the part. Please remember that your bid constitutes a legally binding contract to purchase this item. If you require an inspection, have it done prior to bidding. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional inspector prior to placing a bid. After the sale, inspections are not recognized as a contingency to completing your obligation to your winning bid. If there are any questions regarding the above terms, please e-mail prior to bidding. Please do not waste my time or yours bidding on an item you do not intend to pay for. If you bid on this part and win, you are expected to pay for the part and pick it up in a timely manner! I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can also arrange crating for shipment on my end for a nominal extra charge. If you are an international buyer, I understand it can take some time to arrange shipping, so I do not mind keeping the motorcycle for a longer period of time until pick up. Please contact me before the sale ends, if possible, to discuss the specifics. Thanks for your interest! For more on the Honda CB750 K, please read on past the photos… 800x600 800x600 Introduction: In 1969 Honda was known as the inventor of the Super Cub. The bike was small, useful and it was well-received. But let’s face it: that was not the kind of bike that would develop into a legend in the States and within that very same decade Honda satisfied Americans’ demands for big, beefy bikes with something that would change the course of motorcycle history and create the powerful legacy for the next generations of straight fours- Introducing the CB750! History: The CB750 was a big and rather heavy bike with high handlebars, intended as an all-rounder. But it still whistled to a top speed of about 125mph (201kph), handled reasonably well and sold in huge numbers worldwide. In the 1970s, Honda did relatively little to uprate the CB750, which meant that it lost ground to newer rivals including Kawasaki’s 900cc ZI, which arrived in 1973. The Honda actually lost some performance, as its engine was detuned to reduce emissions. When it was given a facelift to produce the CB750F in 1976, the new bike’s Hat handlebars, racier styling, vivid yellow paintwork and four-into-one exhaust system were let down by a top speed of below 120mph (193kph). The DOHC, 16-valve CB750K of 1979 had an unreliable engine and poor handling, all of which seemed a far cry from the brilliance of the original CB750. Although the CB750’s engine formed the basis for many specials and racebikes throughout the 1970’s, the Honda made less of an impact on the track that in the showrooms. In 1969 the original version of the CB750 was released. The bike had louvered side panels, all-cable throttles, a tiny seat hump and plastic instrument lenses. Also, first 7400 or so have the now desirable “sand cast” crankcase. The 1971 version had beam-operated throttles, restyled airbox and oil tank with new emblems. The bike also received the white tank lettering and the black front brake caliper. Let’s not forget something: this is the year with the biggest-selling CB750 The following year, the bike (K2) was improved with restricted silencers, altered rear shocks and a metal chainguard instead of plastic. In 1973 it’s K3 for U.S. The bike got improved front fork and five-way adjustable shocks. The K3 also features new tank graphics, restricted air intake, front disc water guard and running lights in indicators. In 1974 the bike (K4) didn’t improve too much. Only three vertical braces in cylinder head side fins. Next year the K5 had bigger indicators and rubber-tipped “flip-up” side stands. 1976 is the year when the CB750 got its stronger swingarm and in 1977 the K7 featured a F1-type engine and single carburetor accelerator pump. Plainer silencers, 17in rear wheel width wider tire, 0-ring chain and flush fuel filter also were added that year. In its final year of production (1978) the bike remained the same besides the two-tier seat and some minor engine tweaks. Competition: When the CB750 was unveiled in 1968 everybody said:” This is it! ”. Honda broke the mold and this was a bike for enthusiasts- technically (if only by a month) the second true modern Superbike behind the Triumph Trident (aka BSA Rocket 3). The CB750 was the first modern four cylinder machine from a mainstream manufacturer. Other novel features included, an electric starter and an overhead camshaft. By comparison the triple cylinder Triumph Trident was an extension of an older engine in a far better handling frame. The CB750 and Rocket3/Trident sold well against each other up until 1971, with the CB750 trading on price and reliability, while the Rocket 3/Trident traded on its racing ability. However, as the price of the Honda dropped and the extras increased, the Trident failed to develop as quickly and Honda was eventually outselling the British bikes by five to one in 1976, the last year of production of the Triumph Trident. Exterior: This motorcycle made a statement with the technical features that presented at the time but let’s not forget the beauty of it: it had a simple design and a nice, clean look which also attracted customers all around the United States and Europe. The bike was very reliable and versatile and we can say it developed into a legend. But let’s talk about the paint scheme when the bike was launched in 1969. The first CB750 four was sold from 1969 to 1970 and was available in one of three colors: Candy Blue Green, Candy Gold, or Candy Ruby Red. The tank, side covers and upper forks had the basic color. The CB750 is all about the nice clean design combined with tasty paintjob covering the beast below. Technical: Try not to say WOW while reading the following! The dazzling four-cylinder machine represented one of the greatest technical leaps since motorcycling began. Why? Just think about it: until then, there had only been a handful of four-cylinder motorcycles and none had offered the power, sophistication and availability presented by the CB750. Not only did it boast a potent overhead camshaft engine, the big four also outpaced everything else in its class by offering a front disc brake, a five-speed gearbox and stunning looks as well as usual Honda features like electric starting and a superb finish. Able to top 120mph while still being docile at city speeds the inexhaustible CB750 delivered its power more smoothly than any big sportster before it. Test Drive: Riding a Honda CB750 is a great experience for any kind of rider and it certainly was for me. If I would have to choose one bike for a test drive, this will be it each and every time. Size and weight are the things that strike you when you first approach the CB750, yet Honda is far from being unmanageable. The bike doesn’t feel so heavy and it rides smoothly, offering the greatest riding experience in collaboration with its sound, of course. Except when making tight turns, when top heaviness is apparent, the four’s bulk can be largely forgotten. But, although the front disc and rear drum offer effective braking for leisurely riding, when the machine’s 480lb-plus weight is rolling at speed it’s a mistake to expect too much from the disc. The seat is very comfortable, although tingly high frequency vibes penetrate the filling across a fair span of the rpm range. The bars and footrest are well placed for brisk, rather than frenetic road riding, with windblast inevitably becoming an issue at motorway velocity. The bike presents over-firm fork action and poorly-damped rear units so the ride can become bouncy on some occasions. But who cares about that when he has underneath him the best motorcycle engine produced in the late 60s and improved in the following years of production? The bike simply attracts you with its roughness and classic look. You feel like you’re writing history with the throttle and by going smoothly through all 5-speeds of the bike. Price: At the time, large models were sold for between $2800 and $4000 in the U.S. but not the CB750. This bike had a retail price of $1495 making the dealers burst into thunderous applause when they heard the price. While the bike ended up selling for $1800 to $2000, it was well worth it. Conclusion: This is a bike that everybody loved and wanted to have. Nobody cared about anything else besides Honda’s CB750. This is probably the most important machine in the history of motorcycling, so important that a line was established before and after the CB750. Way to go Honda! Specifications: Engine: Air-cooled, 4-stroke, parallel-4 SOHC Displacement: 736.0cc Bore x Stroke: 61.0 x 63.0mm Max Power: 67.0hp@8,000rpm Transmission: 5-speed Clutch: Wet multi plate Starter: Electric & Kick Frame Type: Double cradle steel tube Front Suspension: Telescopic Rear Suspension: Swingarm Front Brake: Single Disc Rear Brake: Leading trailing drum Dry weight: 218.0kg Top speed: 125mph (201kph) *Article courtesy of TopSpeed.com motorcycle reviews Normal 0 false false false EN-US X-NONE X-NONE MicrosoftInternetExplorer4 On Jul-22-14 at 15:58:02 PDT, seller added the following information: There is a typo in the item specifics section of the description regarding the mileage. The motorcycle has 7,553 original miles, not 3,000. The correct mileage is stated in the body of the description at the top of the page and the photos show the correct mileage as well, but I don't want there to be any confusion. Thanks for your interest!