Lit­tle bro gains favour

The DOHC CB750 should no longer be ig­nored

Motorcycle News (UK) - - Buying & Selling -

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

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