1969 Honda CB750
|Also called||Honda Dream CB750 Four |
|Assembly||Wakō, Saitama, Japan
Hamamatsu, Shizuoka Prefecture, Japan
Suzuka, Mie, Japan 
|Class||Sport bike or standard|
|Engine||736 cm3 (44.9 cu in) SOHC air-cooled straight four (1969-1978) 
DOHC air-cooled straight 4 (1979–2003, 2007)
|Bore / stroke||61 mm × 63 mm (2.4 in × 2.5 in) |
|Top speed||125 mph (201 km/h)|
68 hp (51 kW) @ 8,500 rpm (1969) 67 hp (50 kW) @ 8,000 rpm(DIN) 
|Torque||44 lbf·ft (60 N·m) @ 7,000 rpm|
|Suspension||Front: telescopic forks
Rear: swingarm with two spring/shock units.
|Brakes||Front disc / Rear drum|
|Tires||Front: 3.25" x 19"
Rear: 4.00" x 18"
|Rake, trail||3.7 in (94 mm)|
|Wheelbase||57.3 in (1,460 mm)|
|Dimensions||L: 85 in (2,200 mm)
W: 35 in (890 mm)
H: 44 in (1,100 mm)
|Seat height||31 in (790 mm)|
|Weight||218 kg (481 lb)  (dry)
491 lb (223 kg) (wet)
|Fuel capacity||19 L (4.2 imp gal; 5.0 US gal) |
|Fuel consumption||34.3 mpg-US (6.86 L/100 km; 41.2 mpg-imp) |
The CB750 is an air-cooled, transverse, in-line, four cylinder engine motorcycle manufactured by Honda over several generations for year models 1969-2003 as well as 2007 with an upright or standard riding posture — in the format of a Universal Japanese Motorcycle or UJM.
Though other manufacturers had marketed the transverse, overhead camshaft, inline four-cylinder engine configuration and the layout had been used in racing engines prior to World War II, Honda popularized the configuration with the CB750, and the layout subsequently became the dominant sport bike engine layout.
The CB750 is included in the AMA Motorcycle Hall of Fame Classic Bikes; was named in the Discovery Channel's "Greatest Motorbikes Ever;" was in The Art of the Motorcycle exhibition, and is in the UK National Motor Museum. The Society of Automotive Engineers of Japan, Inc. rates the 1969 CB750 as one of the 240 Landmarks of Japanese Automotive Technology.
Honda of Japan introduced the CB750 motorcycle to the US and European markets in 1969 after experiencing success with its smaller motorcycles. In the late 1960s Honda motorcycles were, overall, the world's biggest sellers. There were the C100 Club step-through - the biggest selling motorcycle of all time - the C71, C72, C77 and CA77/8 Dreams; and the CB72/77 Super Hawks/Sports. A taste of what was ahead came with the introduction of the revolutionary CB450 DOHC twin-cylinder machine in 1966. Profits from these production bikes financed the successful racing machines of the 1960s, and lessons learned from racing were applied to the CB750. The CB750 was targeted directly at the US market after Honda officials, including founder Soichiro Honda, repeatedly met with US dealers and understood the opportunity for a larger bike.
In 1967 American Honda's service manager Bob Hansen flew to Japan and discussed with Soichiro Honda the possibility of using Grand Prix technology in bikes prepared for American motorcycle events. American racing's governing body, the AMA, had rules that allowed racing by production machines only. Honda knew that what won on the race track today, sold in the show rooms tomorrow, and a large engine capacity road machine would have to be built to compete with the Harley Davidson and Triumph twin-cylinder machines.
Hansen told Mr Honda that he should build a 'King of Motorcycles' and at the Tokyo Show of October 1968 and the Brighton Show of April 1969 the CB750 was launched. Hansen's race team's historical victory at the 1970 Daytona 200 with Dick Mann riding a tall-geared CB750 to victory saw Honda cease all motorcycle road-racing activities and the beginning of the era of the 'Superbike'.
Under development for a year, the CB750 offered two unprecedented features, a transverse straight-4 engine with a single overhead camshaft (SOHC) and a front disc brake, neither of which was previously available on a mainstream, affordable production motorcycle. These two features, along with the introductory price of US$1,495 (US$9,614 in current money), gave the CB750 a considerable advantage over its competition, particularly its British rivals.
Cycle magazine called the CB750 "the most sophisticated production bike ever" on the bike's introduction. Cycle World called it a masterpiece, highlighting Honda's painstaking durability testing, the bike's 120 mph (190 km/h) top speed, the fade-free performance of the braking, the comfortable ride and excellent instrumentation.
The CB750 was the first modern four-cylinder machine from a mainstream manufacturer, and the term superbike was coined to describe it. The bike offered other important features that added to its value: electric starter, kill switch, dual mirrors, flashing turn signals, easily maintained valves and overall smoothness and freedom from vibration both underway and at a standstill; later models (1991 on) included maintenance-free hydraulic valves.
Unable to accurately gauge demand for the new bike, Honda limited its initial investment in the production dies for the CB750 by using a technique called permanent mold casting (often erroneously referred to as sandcasting) rather than diecasting for the engines  – unsure of the bike's reception. The bike remained in the Honda line up for ten years, with a production total over 400,000.
Note: All CB750 engines are air/oil cooled, as opposed to liquid cooled
- 1969 CB750 (6 June), CB750K or CB750K0 (date unknown)
- 1970 CB750K1 (21 September)
- 1971 CB750K2 (USA 1 March)
- 1973 CB750K3 (USA only 1 February. K2 elsewhere)
- 1974 CB750K4 (US/Japan-only, K2 elsewhere)
- 1975 CB750K5 (US-only, K2/K4 elsewhere), CB750FO, CB750A (Canada-only) The 1975 CB750F had a more streamlined look, thanks in part to a 4-into-1 exhaust and cafe style seat with fiberglass rear. Other changes included the use of a rear disc brake and a lighter crankshaft and flywheel.
- 1976 CB750K6, CB750F1, CB750A
- 1977 CB750K7, CB750F2, CB750A1
- 1978 CB750K8 (US-only), CB750F3, CB750A2
Production (rounded figures)
- 1979–1982 CB750K
- 1979 CB750K 10th Anniversary Edition (5,000 produced for U.S.)
- 1979–1982 CB750F
- 1980–1982 CB750C "Custom"
- 1982–1983 CB750SC Nighthawk
- 1984-1985 CB750SC Nighthawk "S" in Canada
- 1984-1985 CB700SC Nighthawk "S" in U.S.
- 1984–1986 CB750SC Nighthawk (Horizon in Japan)
- 1992-1997 CB750F2
- 1991–2003 CB750 Nighthawk
- 2007 CB750 (Japan-only)
|Engine||736.6 cc (44.95 cu in) inline-four, SOHC air-cooled|
|Bore / stroke||61 mm × 63 mm (2.4 in × 2.5 in)|
|Power||47 hp (35 kW) @ 7,500 rpm|
|Torque||5.0 kg·m (49 N·m; 36 lbf·ft) @ 6,000 rpm|
|Transmission||Two speed, w/torque converter, chain|
|Brakes||Front: 296 mm (11.7 in) disc
Rear: 180 mm (7.1 in) drum
|Tires||Front: 3.5" x 19"
Rear: 4.5" x 17"
|Wheelbase||58.1 in (1,480 mm)|
|Dimensions||L: 89.0 in (2,260 mm)
W: 33.7 in (860 mm)
|Fuel capacity||18 l (4.0 imp gal; 4.8 US gal)|
In 1976, Honda introduced the CB750A to the United States, with the "A" suffix designating "automatic," for its automatic transmission. Although the two-speed transmission includes a torque converter typical of an automatic transmission, the transmission does not automatically change gears for the rider. Each gear is selected by a foot-controlled hydraulic valve/selector (similar in operation to a manual transmission motorcycle). The foot selector controls the application of high pressure oil to a single clutch pack (one clutch for each gear), causing the selected clutch (and gear) to engage. The selected gear remains selected until changed by the rider, or the kickstand is lowered (which shifts the transmission to neutral).
The CB750A was sold in the North American market only. The name Hondamatic was shared with Honda cars of the 1970s, but the motorcycle transmission was not fully automatic. The design of the transmission is similar in concept to the transmission in Honda's N360AT, a kei car sold in Japan from 1967 to 1972.
The CB750A uses the same engine as the CB750, but detuned with lower 7.7:1 compression and smaller carburetors producing a lower output, 47.0 hp (35.0 kW). The same oil is used for the engine and transmission, and the engine was changed to a wet sump instead of dry sump type. A lockout safety device prevents the transmission from moving out of neutral if the side stand is down. There is no tachometer but the instruments include a fuel gauge and gear indicator. For 1977 the gearing was revised, and the exhaust changed to a four-into-two with a silencer on either side. Due to slow sales the model was discontinued in 1978, though Honda did later introduce smaller Hondamatic motorcycles (namely the CB400A, CM400A, and CM450A).
From 1982 through 2003, with the exception of several years, Honda produced a CB750 known as the Nighthawk 750. Early models were designated the CB750SC Nighthawk while later models were simply known as the Nighthawk 750. The Nighthawk 750SC features a 4-stroke engine with a 5-speed manual transmission, shaft drive and has front disc and rear drum brakes.
In 2007, Honda Japan announced the sale of a new CB750 very similar to the models sold in the 1970s. Announced as the CB750 Special Edition which is in the silver colors of the CB50 AMA racer of the 1970s, and the CB750, offered in three color schemes reminiscent of CB750s previously sold. As of August 2007[update], these bikes were intended only for release in Japan .
|Model||Engine displacement||Fuel system||Cam||Valves per cylinder||Power||Torque||Weight||Drive|
|1969 CB750 Four ||736 cc (44.9 cu in) ||4 carburetors ||SOHC ||2||67 bhp (50 kW) @ 8,000 rpm ||59.8 Nm (44.12 ft·lbf) @ 7,000 rpm ||218 kilograms (481 lb) ||5 Speed, Constant Mesh, Gearbox, Final Drive Chain |
|1976–1978 CB750A ||736 cc (44.9 cu in)||4 carburetors||SOHC||2||47 hp (35 kW) @ 7,500 rpm ||5.0 kg·m (49 N·m; 36 lbf·ft) @ 6,000 rpm ||262 kg (578 lb) ||Two-speed w/torque converter, chain|
|1978 CB750K ||748 cc (45.6 cu in)||4 carburetors||DOHC||4||65 hp (48 kW) @ 9000 RPM||5.9 kg·m (58 N·m; 43 lbf·ft) @ 7000 RPM||231 kg (509 lb) Dry||5 Speed, Constant Mesh, Gearbox, Final Drive Chain|
|1979-1980 CB750F (RC04) ||748 cc (45.6 cu in)||4 carburetors ||DOHC ||4||68 hp (51 kW) @ 9000 RPM ||5.9 kg·m (58 N·m; 43 lbf·ft) @ 8000 RPM||228 kg (503 lb) Dry ||5 Speed, Constant Mesh, Gearbox, Final Drive Chain |
|1980–1982 CB750C Custom||748 cc (45.6 cu in)||4 carburetors ||DOHC ||4||65 hp (48 kW) @9000 RPM ||5.9 kg·m (58 N·m; 43 lbf·ft) @ 7000 RPM ||236 kg (520 lb) dry
 ~252 kg (556 lb) wet
|5 Speed, Constant Mesh, Gearbox, Final Drive Chain |
|1981 CB750F||748 cc (45.6 cu in)||4 carburetors||DOHC||4||70 hp (52 kW)||536 lb (243 kg)||Chain|
|1982–1983 CB750SC (Nighthawk)||749 cc (45.7 cu in)||4 carburetors||DOHC||4||66.57 hp (49.64 kW) @ 9,000 rpm||41.54 lbf·ft (56.32 N·m) @ 7,500 rpm||573.5 lb (260.1 kg) wet||5-speed, chain See also Honda CB700SC|
|1991–1993, 1995–2003 CB750 (Nighthawk)||747 cc (45.6 cu in)||4 Keihin 34 mm Constant Vacuum carburetors||DOHC||4||75 hp (56 kW) @ 8,500 rpm||64 N·m (47 lbf·ft) @ 7,500 rpm||463 lb (210 kg)||Chain|
|2007 CB750||747 cc (45.6 cu in)||VENAC||DOHC||4||74 hp (55 kW) @ 8,500 rpm||64 N·m (47 lbf·ft) @ 7,500 rpm||520 lb (240 kg)||Chain|
- "Honda Dream CB750". 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc. Retrieved 11 August 2013. "Developed with the goal of giving riders greater power with better safety, the Dream CB750 featured Honda's first double cradle frame and the world’s first hydraulic front disc brakes."
- Honda. "The Dream CB750 Four (Official history)".
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- Walker, Mick (2006), Motorcycle: Evolution, Design, Passion, JHU Press, p. 150, ISBN 0-8018-8530-2
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- "Greatest Motorbikes Ever". Discovery Channel. Archived from the original on October 3, 2009.
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- Classic Bike Glamorous and Glorious by Mick Duckworth June 2004 issue
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- Motorcycle Online Frugal Flyers Shootout
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