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Messages - honda-san
1
« on: December 20, 2025, 05:49:02 PM »
I think I heard somewhere that these are made by Busso in Italy. Certainly cheap, but no idea of the quality.
2
« on: November 30, 2025, 06:56:56 PM »
Just spotted a genuine Honda shop manual for the CB750 K8 and F3 on eBay - might be of interest?
Ebay item number is 406419338743
3
« on: November 18, 2025, 07:11:59 PM »
400/4 breather covers were not painted (nor even clear coat / lacquered that I can tell from the ten or so examples owned over the years).
I believe the original finish was therefore "as-cast", similar to sump / carbs on the same
Chris R.
4
« on: October 02, 2025, 08:59:38 PM »
Whether or not asking prices are reasonable or otherwise is always subjective. Very often the asking price is set as a starting point for negotiations between seller and buyer.
However, as to the un-informed comment that HM300 stamped exhausts are not genuine and must be reproduction because genuine would be stamped HMCB750 HM300, REALLY!!- You would do well to do some research and get your facts straight (or try a different brand of dope!).......
The very first exhausts fitted to CB750 Hondas back in 1969 did not carry ANY stampings whatsoever.
Then factory fitted exhausts as fitted to UK and US market bikes built in 1970 and up to the end of K1 production were stamped simply with HM300. These will have a baffle fitted with a vertical bar in the outlet.
I believe that exhausts stamped HMCB750 HM300 were fitted to some European markets during 1970 – 1971, and did NOT have the vertical bar at the outlet. These European exhausts are possible the least common type encountered on bikes these days.
Hopefully others will offer further comment.
5
« on: September 11, 2025, 06:04:40 PM »
Still using my Morgan Carbtune mercury gauges, 30 or so years on. I believe Morgan still sell "vacuum" gauges just not with Mercury in them.
6
« on: May 27, 2025, 05:49:27 PM »
Curiosity got the better of me today, so I went searching out my spare rear CB750 mudguards.
Found three of them in a box. One is a plastic repro. One is a US style K6 mudguard in good solid condition, albeit with some marks / dents.
The other one is actually a UK spec (80100-300-600XW) in nice solid presentable condition. Shame someone has drilled it at the rear lower edge in a couple of places (for a mudflap possibly); also a couple of extra holes as if a different rear light bracket was fitted at some time. I guess the holes could be welded by those skilled at such things, and then re-chromed - though perhaps just cheaper to buy a US spec repro.
7
« on: May 25, 2025, 05:45:57 PM »
For exactly the same reason I have a US spec k2-K6 rear mudguard fitted to a 1970 UK CB750 - and the original black painted UK rear light bracket bolted straight on (the spacing of the four bracket mounting holes is the same). The bracket does appear to sit very slightly further up the mudguard such that the number plate is now slightly angled. The US rear mudguard also has an extra single hole at the rear for a rubber bump stop which (I think) is supposed to support the bottom edge of the US license plate (number plate). Pictures attached - the one with wet patio is the bike as bought with rotten original UK rear mudguard, the other with the US spec K6 mudguard fitted. Maybe it helps?
8
« on: May 21, 2025, 08:14:23 PM »
K1 carbs are different to the earlier CB750 (K0) type - that said, the early type K1 float bowls are the same as the earlier K0 type.
Difference between early / late K1 bowls is the drain screw - small screw head with aluminium washer on early, larger screw head with o-ring seal on later ones. The bowls are interchangeable as the carb bodies theirselves are the same an all K1 and will be marked 7A on the top of the mounting flange.
So, buy the cheaper NOS bowl or find a used one of any k series bike up to the K6.
9
« on: May 12, 2025, 07:29:47 PM »
FWIW, our 400/4's (which all have standard fuel tap arrangements) have pretty well exactly 3 litres reserve, 11 litres main (so 14 litres total).
10
« on: March 04, 2025, 07:01:57 PM »
I bought all my bikes from Coupland's back in the 70's / 80's. Curiously I spoke to Jim Morley who owned Coupland's only yesterday. Jim will be 80 this year, and sold the business just over 20 years ago now. Unfortunately the people that took the business over did not make a success of it hence its closure fairly soon afterwards.
Jim still does rebores and a few other things, working from home. He has done all my rebores (about ten now over the last 30 years), and will be doing another CB750 set in the very near future.
11
« on: December 19, 2024, 08:06:05 PM »
As I suggested, the manual does need to be read carefully as it covers both the 350/4 and 400/4.
Data specific to the 400/4 starts on page 87 in the "CB400F supplement" part of the manual.
Page 111 contains the relevant specifications. The Haynes manual is also correct in this respect as it covers only the 400/4.
12
« on: December 19, 2024, 07:44:54 PM »
The genuine Honda shop manual needs to be read carefully as it covers both the 350/4 and 400/4.
400/4 takes 145 /150cc of oil per fork leg at oil change, 160/165cc if completely stripped (the 105 and 125 cc figures suggested previously are for the 350/4).
I have always (well, every 6000 miles over a total of 250,000) simply drained one leg at a time and re-filled with 145cc, and not worried about removing the spring nor about the air gap - just put the correct amount in.
As to which way round springs go, variable pitch springs should always be fitted with the closely spaced coils at the non-moving end. In the case of valve springs this means against the cylinder head to minimise the spring mass that is moving as the cam operates, and therefore to minimise inertia effects at very high rpm's which contribute to possible valve bounce. For fork springs it is much less important as the change in moving mass due to spring orientation pales into insignificance against the mass of the rest of the bike and rider which is going up and down. Still best practice though to fit the close coil end of the spring into the fork leg first.
FWIW, my day job for 35 years was as a design / test / calibration engineer at a company that provided consultancy services relating to spring technology.
13
« on: June 25, 2024, 08:46:14 PM »
That nylon spacer is only used on the 350 - 400 - 500/4's which have a solid caliper piston surely?
The CB750 (up to K6 at least) should as pointed out have the (missing) seat pad which fits in the end of the hollow caliper piston. At least that's how my fours have been configured these last forty years.
Chris R.
14
« on: January 27, 2024, 05:53:27 PM »
Update regarding application for UK reg:-
As this bike came to me with a VJMC issued dating certificate and NOVA number, I sent in an application to DVLA for a UK re. number by regular first class post on 10th January.
On 17th January an e-mail was received from DVLA telling me it would need to be inspected, and for me to contact the vehicle inspection company directly to arrange this. I did this immediately, and the inspector visited me on 19th January. He was here for no more than ten minutes during which time he simply asked if it ran ("No") and then proceeded to take a series of pictures from all four sides and also of the frame and engine numbers.
Today, 27th January the V5C was received confirming the UK reg. number.
Seems the system can work if the paperwork is correct, and maybe with a little luck.....
And thanks to Tony B, I now have the necessary missing parts to enable me to move forward with this one.
Chris R.
15
« on: January 16, 2024, 06:11:57 PM »
Thanks for the various encouraging comments. In no particular order....
Ash, yes, the chrome tank panels are satin polished at the knee cut-outs where later bikes would have rubber knee grips.
I have been a VJMC member since 1987 - gradually putting the word out via any source I can think of - with patience, most parts turn up eventually.
Exhausts - Later C72 exhausts do turn up every now and again, and can probably be used on the earlier C71, but correct C71 items are another matter.
Julie, I suspect this year for that cuppa (on the C71 Dream) would be quite an achievement; but who knows.....
Tony B. - Interesting 1960 - 1962 Dream (well, pre "A" registration anyway). I have to ask, what are your plans for your C72 project?
Move it on (perhaps PM me?), or do something with it?
Thanks all for your interest - Chris R
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