Honda CB750-K0 Diecast for sale
1970 Honda CB750-K0 SOLD
Honda CB750 front three-quarter dynamic action
Pouring molten aluminum into sand forms is a cheapskate way to make engine parts when companies aren’t ready or able to write the checks for durable high-pressure casting dies. By 1969, Honda had become the house of small cycles characterized by deep fenders, color palettes of black and chrome, and other naked hijackings of European design. But the company wasn’t sure that its new big-bore sports, the CB750 Four—with its silky motor turned sideways in a bobtail bike that was lacquered for the hippie generation in candy blues and reds—could bust open the upper echelons of a market dominated by Euro-thumpers.
The Honda CB750 is the world’s first superbike. This machine is loved by collectors and Honda motorcycle aficionados all over the globe. If have one of these period machines then you probably have more than one. Honda wasn’t the first to build a transverse-mounted overhead, cam inline four-cylinder that distinction goes to MV Agusta with their 600 in 1966. It would, however, be Soichiro Honda that would take an idea proposed by Bob Hansen. Hansen would propose to him in 1967 that Honda should build a machine that would sweep the U.S. Hansen would go on to prepare a Honda CB750 for Dick Mann in 1969. It would be Mann who’d take that machine to win Daytona in 1969. This would put Honda and the CB750 in the history books as the world’s first super-bike.
The CB750 Honda’s didn’t leak oil like the AMF Harley’s of the day. Sure they would if a side-cover was miss-aligned or the mechanic didn’t take the time to remove all of the old gasket material they would leek. However, as a rule, the CB750 didn’t leak oil unless it was broken. The CB750 for being state-of-the-art in 1969. The engine was simple in its design and easy to work on making it a cult classic. Honda for their part still to this day makes replacement parts for these machines some fifty years after they were originally produced. Especially coveted are the Sandcast version of the CB750-K0 these were identical to the Die-cast machines, but only the first seven thousand or so were Sandcast.
Who would have believed that a Japanese-manufactured motorcycle could be so loved by its riders six decades later. Many of the original machines are gone discarded after years of use and abuse. Some were transformed into what became an Amen Chopper. While others were salvaged and the parts used for the survivors of this generation. The first group of CB750Ks were produced from 1969 – 1976 with other variants to follow. Honda designed the CB750K for dual front disks. However, only those produce as Café Racers were manufactured with dual front-disk.
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.
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.
Honda CB750 front three-quarter
A CB750 owner since 1973 Skeeter Wesingers’ sublime ’70 revealed a heavy and planted highway tourer thrust forward by velvety torque from the willing revver at your knees and will pull you from the handlebars if you let it. These early K-series had a single-cable throttle that required the rider to twist open four individual carb sliders against the pull of four stout springs. Always searching for improvement, Honda quickly switched to a wrist-friendlier throttle. Skeeter commissioned this restoration from a bike found in pieces, then hauled it up to Florida from Nevada—proving that you do indeed 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
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
|1969-1970 Black Widow 5-1970 production date. Rebuild dates 11-2019 – 7-2021 SOLD
|In 1969 the first (7,400) were sand-cast.
The first K0 frame is 100001 the last K0 frame is 1044649
|1000001 Black Widow 10368XX
|E1000001 Black Widow E1036616
|Candy Blue Green metallic for this Black Widow build.
This Honda was assembled by hand, no power tools were used during the re-assemble. Built-in America from Japanese parts by a true American craftsman, if you find a cleaner better-built machine buy it! The tank, side covers, fork uppers, and headlight shell were painted the same color (Blue Green Candy) and are new. There’s no rust in this gas tank. The throttle linkage uses separate cables for each carburetor this is a new cable assembly 17910-300-030. All carburetors have been fully rebuilt while paying close attention to detail, also they have been expertly synced. New wheel bearings were installed both front and rear along with seals. Also, both tires were new, Dunlop K87 rear Dunlop F11 front no tire shine has been applied they have a couple of hundred miles on them. The original rear axle and rear axle nut have both been re-chromed and re-installed. This machine has a new speedometer cable. New front caliper and brake seals along with new front brake pads. The original front caliper arm was disassembled service with fresh grease and new o-ring seals and then reattached. The speedometer and tachometer have been fully reconditioned to where they look new. The original mileage was left as it was when I purchased it.
The Front Brake, the master cylinder are both new along with a new seal. All-new exterior engine seals have been replaced with new Honda seals not Chinese seals. All side covers and valve cover were polished and re-installed with new gaskets. The engine oil pump has been fully rebuilt with new seals, o-rings, and springs. The two oil lines between the oil tank and the engine have been both replaced with new parts. The main wiring harness is new, along with the points harness, oil pressure harness, headlight harness, neutral safety switch harness, and the dynamo harness, along with its connector. New rear tail light harness, and new Rear tail light from Honda not from China. New rear shocks and newly rebuilt front forks along with new fork tubes and fork seals. The fork oil used was new from Honda. New compression washers in front fork drain and lower leg attachment. New low-profile crash bars have been installed and can easily be removed. In the end, a new front caliper was installed along with new brake lines, new compression washers, and new rear brake shoes. A new rear stop switch was installed.
The triple tree has been rebuilt with new tapered roller bearings and seals. These are not the original stock ball bearings. It has a new Honda handlebar and switches. Re-chromed original kickstart arm along with re-chromed original starter motor cover. The points cover was new from Honda. New wires, points, condensers, and new NGK D-8ES spark plugs have all been installed. New clutch cable from Honda. New clutch disks from (CycleX) and re-chromed original clutch plate cover along with a re-chromed original Honda rear brake arm. The HM-300 exhaust and baffles are new from Honda and still sound great. Honda rims front and rear are both DID are were new from Honda. The center-stand spring, bolts, kickstand springs were all new from Honda. The footpeg rubbers front and rear are both new from Honda. The fuel lines, drain lines, and vacuum lines are all new. The crankcase breather is new from Honda and has a new filter this is (not stock) and can be easily removed. Best of all this bike offers the original K0 front and rear fenders that have been re-chromed by a top American plating company. 95% of all nuts, bolts, screws, and washers have been replaced with new Honda parts. 95% of those parts made from rubber have been replaced with new Honda replacements. All of the aluminum has been polished fork-legs, and this includes all engine covers. The bike has a new DID 530 Chain from Japan new along with a new 17T front sprocket and 48T rear sprocket. The oil pressure switch and neutral safety switch have both been replaced, new from Honda. New Exhaust manifold gaskets. New, old stock original Honda K0 mirrors have been installed.
I was asked about what I did to the engine: I’ve pulled the oil pump and rebuilt it along with new seals o-ring and springs. The inside of the oil pump looked like a Jewell box it was all new and shiny before I rebuilt it. I have had the valve cover off I replaced the camshaft, and adjusted the valves. I don’t think a shop could yank the engine inspect the top-end set the valves for less than a couple grand. I went ahead and put in new points plugs along with a couple of condensers, set a new clutch in place, and adjusted it. I replace every nut and bolt on the engine. Put in a new pressure oil sensor and seal, along with a new sensor cable and boot. I even installed a new neutral sensor and neutral sensor cable. Then I add a new stator harness. I replace all shaft seals with new Japanese seals, gearbox, shift lever, kick start, and clutch seal. Tossed in a new set of oil lines and what would the total bill be? That’s just the engine. Then I re-chromed the Kick start lever, the brake lever, the starter motor cover the clutch cover, and replaced the points cover with a factory-new cover. Had the valve cover, stator cover, gearbox cover, sprocket cover, and clutch cover all buffed and polished.
Hell, I’ve included a copy of the Shop Manual and Parts List Manual just click on and download. I’m selling it below my cost but I’ve been riding it.
|Foot Peg Height
|Curb weight with Fuel
|Weight distribution L/R
|Frame & Suspension
|Double cradle tubular steel
|Telescopic fork, travel 5.6 in., 143mm
|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
|Disk brake, lining area 2.9in2x2, 19cm2x2
|Internal expanding shoe, lining area 8.2in2x2, 53cm2x2
|4.7 US gal, 3.9 Imp. gal
|Fuel Reserve Capacity
|1.3 US gal, 1.1 Imp. gal
|Front Fork oil capacity
|7.0-7.3 oz Honda fork oil
|Air-cooled, 4-stroke, O.H.C. engine
|Bore and Stroke
|44.93 cu in
|67 BHP@8,000 rpm
|44.12 lb-ft@7,000 rpm
|6.1 kg-m@7,000 rpm
|Carburetor, Venturi Dia.
|4x28mm Keihin, slide type
|Chain-driven overhead camshaft
|7.39 US pt, 6.16 Imp. pt Honda GN4 oil
|Oil Tank Capacity
|4.22 US pt., 3.55 Imp. pt
|Forced pressure and dry-sump
|Valve Tappet Clearance
|Engine weight (Wet)
|1 1/8 turn
|Carb main bore
|Wet, multi-plate Cycle-X
|5-speed, constant mesh
|Gear Ratio I
|Gear Ratio II
|Gear Ratio III
|Gear Ratio IV
|Gear Ratio V
|2.824:1 (17T x 48T) This is the K0 current setup cb750_gearing_chart workbook format
|12v, negative earth
|Coil and contact breaker, spare spark
|Electrical motor and kick start
|3-phase 12 V 0.21kW@5,000 rpm
|12V – 14 amp hour
|Spark plug gap
|0.024 ~ 0.028 in.
|0.6 ~ 0.7 mm
|0.012 ~ 0.016 in.
|0.3 ~ 0.4 mm