Little bro gains favour
The DOHC CB750 should no longer be ignored
The first four-pipe KZ version of Honda’s DOHC 750 was an ill-handling 1970s pig, and everyone gravitated towards the sporty CB900F. Honda revamped the 750 to resemble the 900, and everyone just yawned and continued to buy the 900, because you were always going to buy the faster one, weren’t you?
But the 750 hides its light under a bushel. For a start, it had an exactly square engine (bore and stroke were both 62mm) whereas the 900 had a long-stroke engine (64.5 x 69mm). This made it smoother, revvier and sweeter, and maybe coincidentally, it was never subject to the bottom-end blow ups that afflicted the 900s if they were tuned without fitting beefier rods.
It still wasn’t light, at 230kg dry, but that was 12kg less than the 900.
So what’s made folk take an interest in the 750 now? One reason is people have started to remember the one Freddie Spencer raced in the AMA Superbike series: there was never a cooler bike, even it took a man of Spencer’s talent to make it go as well as it did, especially in corners.
Secondly, air-cooled Honda fours are in huge demand now, from collectors and custom fans who think they looked better with plank seats, no mudguards, wrapped pipes and a numberplate bolted to one side of the rear wheel. And the DOHC bike is being dragged up in the wake of the soaring values of the SOHC fours.
Ignore the faired version, buy a naked one.
In standard trim or customised, the CB750 is a banker
Side-mounted oil tank, you dipstick...
Sweet motor has equal bore and stroke