1976 Honda CB

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FAST HANDLES GREAT LOOKS GREAT READ MORE BELOW I am selling my 1976 Honda CB750 that has been my project bike since 1998. I no longer have time for it due to family, school, and job so I am reluctantly selling it. It has been extensively modified, so much so that the only stock parts are: the frame; the bottom end of the engine; and the triple tree. I will start with the engine. The engine was completely rebuilt in 2009. While apart, the mains and rods were inspected and found to be well within spec. so they were not disturbed. The primary chains, cam chain, valves, valve springs, valve guides, and timing tensioner components were changed. A CB750F2 cam was installed (about .020” or so more lift on both sides with a little more duration). A Wiseco 836 kit was installed at that time and the head was ported and polished. Copper head and base gaskets were used. That engine had to breathe, so the carburetion and exhaust had to change as well. The exhaust is a 4 into 1 that is painted flat black. I honestly don’t know what brand, but it breathes better than the Kerker it replaced. The carburetors are off of an ’84-’86 CB700SC. They are CVs with a 34mm bore. A lot of people rip on CVs, but in this application they offer good throttle response along with great airflow. They use 125 main jets and breathe through K&N air filter assemblies. They even use the stock pull cable, thought the stock push cable has had the case shortened 1 ¼”. I have included the stock carbs for those who might wish to change them back. There are numerous chassis mods as well. The first and simplest is the conversion to tapered steering head bearings up front. The fork has been modified as well: progressively wound springs sit on top of cartridge emulators. The upper tubes have been replaced with fully chrome plated tubes and the gaiters have been eliminated. To accommodate the dual disc conversion, the fork leg lowers were reversed, placing the calipers to the inside of the legs and the adjuster tabs shaved off. The Paoli fork brace makes the front end stiffer than if it had a fender on it. At the rear, a tubular swing-arm is a drastic improvement in stiffness over the stamped steel mess that came stock. It is supported by two Progressive suspension shocks with progressively would springs. The braking system is amazing! This thing could stand on its face if you were crazy enough to try. It utilizes a 1st gen Goldwing master cylinder feeding two calipers up front through braided stainless lines to clamp on drilled stock diameter CB750 Rotors. Out back, a single rear disc from a CB550 is used with a CB750F2 caliper and braided stainless line that feeds off of an integral reservoir master cylinder. Both braking systems have been converted to DOT5 (silicone) brake fluid. This bike has beautiful Morris mag wheels. These are some of the lightest wheels you can find and it is extremely rare to find them set-up properly for a CB750. Those wheels, with their bearing carriers, rotors, sprocket, and Bridgestone Spitfires are probably worth a grand by themselves. The electrical system has been extensively modified as well. It utilizes a Porsche 906(I think) voltage regulator, a diode set from a late ‘80s GM CS alternator, an AGM battery, and I built my own electronic ignition system using pickups and rotor from a CB650 custom and 4-pin GM ignition modules working through Dyna 5 Ohm coils. This has all greatly improved performance of their respective systems. I recently put the ignition and dual-horn systems on relay circuits. This has made both systems work incredibly well; the horns are louder than on my car and I can run a .045’ plug gap. These circuits should have their own fuses, but I will not have time for that and anyone who is going to buy a performance enhanced classic should be able to do that with ease. If I can find them, I will include a stock voltage regulator and rectifier. I’ve had this machine for 15 years. I don’t know that I would consider it a true 55K mile motorcycle because it has seen so much modification and service, but it is definitely not new. I’m sure there are modifications that I have forgotten and flaws that I overlook. The flaws that I remember are that the paint around the engine is chipped, but not where you can see it. This happened getting the engine in and out by myself. There is some sort of dent in the right front down-tube near the cylinder head. The bike’s frame is true and it has never caused an issue. There are chips in the paint on the tank near the triple tree and there are cracks in the sidecovers. Those are the only flaws that I can remember. This is a great bike that has the classic look while offering modern(ish) performance in terms of engine performance, handling and electrical power. Please feel free to ask me any questions and thank you for looking. Happy bidding! I have added to the parts that will go with this bike. In addition to the sprocket and carbs listed above, I will include; a spare throttle cable; a stock voltage regulator; a stock rectifier; a stock starter solenoid; a standard style seat foam and cover; the original ignition switch; and the fusible links for the ignition and horn circuits.