Honda CB750-K0 Diecast
1970 Honda CB750-K0
“The CB750 wasn’t just a motorcycle. It was a cultural icon of the 1970s.” — Skeeter Wesinger
Pouring molten aluminum into sand molds is a cheapskate’s way to make engine parts when a company isn’t yet ready—or able—to bankroll the high-pressure casting dies required for mass production. Yet in 1969, Honda stood at the crossroads between its small-bike roots and something entirely new. Known then for humble commuters with deep fenders and chrome trimmings borrowed from European designs, Honda wasn’t sure its new big-bore experiment—the CB750 Four—could crack the elite ranks dominated by the British and Italian thumpers of the day.
But the Four did more than that—it changed motorcycling forever.
The CB750’s transverse, overhead-cam inline four was a revelation: smooth, balanced, and civilized, yet powerful enough to redefine performance. Its candy-colored tank and side covers reflected the spirit of the late ’60s, shimmering like lacquered optimism for the hippie generation. When Dick Mann rode a CB750 to victory at Daytona in 1969—on a machine prepared by Bob Hansen, the man who first convinced Soichiro Honda to build it—the superbike era was born.
The CB750 didn’t drip oil, didn’t rattle itself apart, and didn’t need a monk’s patience to tune. Compared to the AMF Harleys of the day, it was a revelation in reliability and refinement. Sure, a misaligned side cover or lazy mechanic could make one weep a little, but the truth was simple: the CB750 ran clean, ran hard, and ran long.
Its engine was simplicity itself—accessible, durable, and beautifully balanced. Honda’s design foresight means that, even half a century later, the company still produces replacement parts for these machines. Among collectors, the earliest sandcast CB750K0 models—about seven thousand built before Honda transitioned to die-cast production—are the most coveted of all.
Who could have imagined that a Japanese motorcycle would inspire such lasting affection? Many early CB750s were ridden into the ground, chopped into Amen frames, or lost to time. Yet the survivors endure, cherished by riders who remember when the future had four cylinders and a front disc brake. The CB750K series, built from 1969 through 1976, remains the first true superbike—equal parts engineering triumph and cultural touchstone.
Movie of CB750K0 build complete
This bike as in every bike that I sell has been gone through personally by me, not by someone else. I am the owner-operator of this small motorcycle shop and I take pride in the work that I do. I also personally inspect every nut, bolt, and connector ensuring that it’s tightened to specification or that it has been properly installed.
If you are serious about buying a true museum piece from someone who has a passion for these bikes. Someone who ridden them for a half-century. I am passionate about my work and because of this you won’t find a cleaner better-built Honda CB750-K0 anywhere in the world I guarantee it!
Skeeter Wesinger
Honda CB750 speedometer gauge detail
Alas, starved for quality, the market went nuts for the dependable, push button-start on CB750, and an elated Honda sprang for better tooling after making the first 7414 bikes using sand cores. Then Honda produced an additional 30,000 K0’s with everything the same as the sand core except the engines were made in a die as opposed to sand. Naturally, these early bikes, identified by the rough texture of their engine castings, are desirable in the same way that off-color Hot Wheels and misprinted postage stamps are desirable: They are cool (and more than twice the price) if no better or more functional than the other 400,000 K-series CB750s produced between 1969 and 1978.
CB750 K0 Gauges
Honda CB750 front three-quarter
A CB750 Owner Since 1973
Skeeter Wesinger’s sublime ’70 CB750 reveals itself as a heavy, planted highway tourer—thrust forward by velvety torque that seems to rise from your knees and pull you from the handlebars if you let it. These early K-series machines featured a single-cable throttle, forcing the rider to twist open four carb sliders against the pull of four stout springs. Ever the perfectionist, Honda soon adopted a more wrist-friendly dual-cable system. Wesinger’s example was resurrected from boxes of scattered parts and hauled from Nevada to Florida for restoration—proof, once again, that you really do meet the nicest people on a Honda.
Honda CB750 Engine Detail
Like a storm rising from the east, Honda smashed to pieces the leaky fleet of Europe’s motorcycle industry in the 1960s, in part with the smooth and reliable CB750 Four. Owner SKeeter Wesingers’ early diecast example is worth twice as much as the other 400,000 made.
1970 Honda CB750 (Diecast)
Engine: 736cc I-4
Transmission: 5-speed manual
Power: 68 hp @ 8000 rpm
Torque: 44 lb-ft @ 7000 rpm
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Honda CB750-K0 for sale
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CB750-K0 Front disk brake the caliper is new and the brake pads are new the rim is new from Honda with new chrome spokes new from wheel bearings and seals.
CB750-K0: 1969 – 1970
CB750 Shop Manual
CB750 Static_and_Strobe_Timing
| Production Dates | 1969-1970 Black Widow 5-1970 production date. Rebuild dates 11-2019 – 7-2021 SOLD |
|---|---|
| Production Numbers | In 1969 the first (7,400) were sand-cast. The first K0 frame is 100001 the last K0 frame is 1044649 |
| Starting Frame# | 1000001 Black Widow 10368XX |
| Starting Engine# | E1000001 Black Widow E1036616 |
| Colors | Candy Blue Green metallic for this Black Widow build. |
| Features |
1970 Honda CB750 K0 — Restored by Skeeter Wesinger
This CB750 K0 was assembled entirely by hand—no power tools used—by lifelong Honda enthusiast Skeeter Wesinger, a CB750 owner since 1973. The restoration began with a disassembled machine sourced in Nevada and was completed in Florida to a level of precision that honors both the spirit and engineering of the world’s first superbike. Paint and FinishThe tank, side covers, fork uppers, and headlight shell were refinished in Blue Green Candy, matching the factory’s 1970 palette. All are new, rust-free, and meticulously prepared. The original K0 front and rear fenders were re-chromed by a top American plating company, preserving their authenticity while restoring their shine. Engine and DrivetrainThe inline-four engine was stripped and rebuilt from the inside out. Every nut, bolt, and washer was replaced—95% with new OEM Honda hardware.
Every aluminum engine cover—including the valve, stator, gearbox, sprocket, and clutch covers—was polished to a mirror finish. The kickstart arm, starter motor cover, clutch plate cover, and brake arm were re-chromed originals. Chassis and Suspension
Controls, Brakes, and Electrical
Detailing and AssemblyEvery fastener was hand-torqued; no power tools were used during assembly.
DocumentationIncluded with the sale are digital copies of the Honda Factory Shop Manual and Parts List Manual, downloadable for reference and maintenance. SummaryThis 1970 Honda CB750 K0 represents a painstaking restoration that marries authenticity with craftsmanship. Every component was either rebuilt, re-chromed, or replaced with new OEM parts sourced directly from Honda. With its sandcast heritage, shimmering Blue Green Candy finish, and factory-correct detailing, this machine stands as a testament to the CB750’s legacy—and to the dedication of one man who understood what made it great in the first place.
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| Dimensions | ||
|---|---|---|
| Item | English | Metric |
| Overall length | 85.0 in. | 2,160 mm |
| Overall width | 34.8 in. | 885 mm |
| Overall height | 45.5 in. | 1,155 mm |
| Wheel base | 57.3 in | 1,455 mm |
| Seat height | 31.5 in. | 800 mm |
| Foot Peg Height | 12.2 in. | 310 mm |
| Ground Clearance | 5.5 in. | 160 mm |
| Curb weight with Fuel | 517.3 lb | 235 kg |
| Weight distribution L/R | 271.1/209.5 lb | 123/205 kg |
| Frame & Suspension | ||
|---|---|---|
| Type | Double cradle tubular steel | |
| Front Suspension | Telescopic fork, travel 5.6 in., 143mm | |
| Rear Suspension | Swingarm, travel 3.3 in., 85mm | |
| Front Tire Size, Type | 3.25-19 (4PR) Rib tire, tire air pressure 2.0 kg/cm2, 28-32 psi 111577 Dunlop F11 | |
| Rear Tire Size, Type | 4.00-18 (4 PR) Block tire, tire air pressure 2.0 kg/cm2, 28-32 psi) 122371 Dunlop K87 | |
| Front Brake | Disk brake, lining area 2.9in2x2, 19cm2x2 | |
| Rear Brake | Internal expanding shoe, lining area 8.2in2x2, 53cm2x2 | |
| Fuel Capacity | 4.7 US gal, 3.9 Imp. gal | 18 liter |
| Fuel Reserve Capacity | 1.3 US gal, 1.1 Imp. gal | 5 liter |
| Caster Angle | 63º | |
| Trail Length | 3.74 in. | 95mm |
| Front Fork oil capacity | 7.0-7.3 oz Honda fork oil | 220-230 cc |
| Engine | ||
|---|---|---|
| Item | English | Metric |
| Type | Air-cooled, 4-stroke, O.H.C. engine | |
| Cylinder Arrangement | 4-cylinder inline | |
| Bore and Stroke | 2.401×2.408 in. | 61×63 mm |
| Displacement | 44.93 cu in | 736 cc |
| Compression Ratio | 9.0 | |
| Maximum Horsepower | 67 BHP@8,000 rpm | |
| Maximum Torque | 44.12 lb-ft@7,000 rpm | 6.1 kg-m@7,000 rpm |
| Carburetor, Venturi Dia. | 4x28mm Keihin, slide type | |
| Valvetrain | Chain-driven overhead camshaft | |
| Oil Capacity | 7.39 US pt, 6.16 Imp. pt Honda GN4 oil | 3.5 liter |
| Oil Tank Capacity | 4.22 US pt., 3.55 Imp. pt | 2 liter |
| Lubrication System | Forced pressure and dry-sump | |
| Air filtration | Paper element | |
| Valve Tappet Clearance | Intake: 0.002in./0.05mm | Exhaust: 0.003in./0.08mm |
| Engine weight (Wet) | 176.3 lb | 80 kg |
| Airscrew opening | 1 1/8 turn | |
| Idle speed | 900 rpm | |
| Main jet | #120 | |
| Idle jet | #40 | |
| Air jet | #100 | |
| Carb main bore | 1.102in. | 28mm |
| Drive Train | |
|---|---|
| Clutch | Wet, multi-plate Cycle-X |
| Transmission | 5-speed, constant mesh |
| Gear Ratio I | 2.500:1 |
| Gear Ratio II | 1.708:1 |
| Gear Ratio III | 1.333:1 |
| Gear Ratio IV | 1.097:1 |
| Gear Ratio V | 0.939:1 |
| Primary reduction | 1.708:1 |
| Secondary reduction | 1.167:1 |
| Final Reduction | 2.824:1 (17T x 48T) This is the K0 current setup cb750_gearing_chart workbook format |
Electrical |
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|---|---|---|
| Type | 12v, negative earth | |
| Ignition | Coil and contact breaker, spare spark | |
| Starting system | Electrical motor and kick start | |
| Alternator | 3-phase 12 V 0.21kW@5,000 rpm | |
| Battery Capacity | 12V – 14 amp hour | |
| Spark plug | NGK D-8ES | |
| Spark plug gap | 0.024 ~ 0.028 in. | 0.6 ~ 0.7 mm |
| Points gap | 0.012 ~ 0.016 in. | 0.3 ~ 0.4 mm |
Tommy Lee Jones & Goldie Hawn