1979 Honda Gl 500 Motorcycles for sale

Honda : Gold Wing Restored 1979 Honda Goldwing GL1000

$2,450

Spring, Texas

Fully restored 1979 Honda GL1000. 1979 was the last year for the GL1000. Valve covers have been removed, oxide sanded, polished and clear coat sprayed. Front forks have been sanded, polished and clear coated as well. Grips have been changed back to new original style. Everything on this bike has been serviced (oil & filter, air filter, fuel filter, radiator flushed and new coolant, brakes flushed & new fluid). Front & rear brake master cylinders have been rebuilt. Drivers floor boards with toe/heal shifter. New passenger floor boards. Engine crash bars and new highway pegs. New clutch and brake handles. Fairly new battery, new tires (still have new tire strings on them). New plugs & Dynatek electronic ignition. New Saddlemen King/Queen seat. Windjammer fairing as sold by Honda. Honda original 3 removable luggage set. Passenger back rest. Internal engine belts changed. New chrome timing chain cover. New valves, clearance adjusted (signs of lower end rebuild). Wired for Tom Tom GPS. Has original style windjammer radio unit with new radio. Recently added a trailer hitch. Shows 31, xxx on the odometer but, most likely is 131,xxx. Doubt there is a better Goldwing out there. Yes you can buy one for $1,500 (maybe) but, plan on adding another $1,500 to get up to par.

1979 Honda Gold Wing GL1100

$15,999

Callahan, Florida

2012 Harley-Davidson Road King CLASSIC, 2012 Harley Davidson Roadking Classic FLHRC 103. 15,999 OBO. Two-Tone color Big Blue Pearl / Vivid Black. Clear title in hand. All reasonable offers will be considered. The bike has always been garage kept and is in excellent condition. Has 21,811 miles. Bike has ABS braking system, remote key fob start up (includes 2 key fobs), cruise control, alarm system and many more futures. Over 2,500 in Harley Davidson upgrades which include Boom audio cruiser amp and speaker kit, Led turn signals and brake lights, detachable luggage rack, chrome cup holder, customs dynamic horn, detachable sissy bar, chrome locking detachable latch kit, 4 point docking hardware etc. All service is up to date and just put in a new battery. Serious inquires only. (904) 238-4997 $15,999.00 9042384997

1979 Honda Gold Wing

$3,500

Austin, Texas

1979 Honda Gold Wing , ere's my '79 GL1000. It has the Hondaline optional Vetter Windjammer fairing and hardbag luggage. The bike was a police parade bike and was white when I got it. It has since been painted with blue green metallic base coat/ clear coat and the striping is gold paint and not vinyl pinstriping. It has several coats of clear coat and has been meticulously wet sanded and buffed. The bike has new head/top end gaskets, new valve seals and the valves have been freshly lapped in. The carbs have been thoroughly cleaned, synced and have new o rings and float valves. Fork seals are new and the tires are in fine shape. The bike has a Dynatek Dyna S electronic ignition so no fussing with points. The bike has 63k miles and all the mechanicals work perfectly. $3,500.00 5127996237

Honda : Gold Wing 2002 honda goldwing gl 1800 one owner 2004 escapade trailer used bike many extras

$10,500

Dayton, Ohio

2002 Honda Goldwing GL1800 One Owner 2004 Escapade Trailer Used Bike Many Extras Great Deal on a Ready to Ride, Goldwing with Matching Trailer! This motorcycle is in Great running condition as it has been meticulously maintained. The bike has too many extras to list (as seen in the pictures) and also has a half bike cover and Factory Honda Service Manual. The trailer is equally clean and maintained. The trailer is a 2004 Escapade with over $1200 in optional equipment! Trailer has factory mudflaps, new spare wheel and tire, fully lined interior, Garment Bag, Spoiler, Matching Tailights, Front Bra, Air Pump/Guage, Cover, Chromed Swivel Hitch and Matching Pinstripes! A $500.00 deposit via PayPal is required within 24 hours of commitment to purchase. Balance due within 7 days.NOTE: Bike and trailer for sale locally, therefore ad may end without notice.Buyer is responsible for picking up vehicle in Dayton, Ohio or we can assist with delivery and/or shipping however, any and all shipping fees will be the responsibility of the buyer. Vehicle will be released to buyer once funds have cleared our bank. We are a local licensed motor vehicle dealer in Ohio. Therefore, if buyer resides in Ohio, we must collect appropriate sales tax for their county. Also, if buyer resides in the following states we must collect sales tax as well. Arizona 6%, South Carolina 6%, California 6.25%, Florida 6%, Indiana 6%, Massachusetts 6.25%, Michigan 6%, and Washington 6.5%. If buyer resides outside these states no sales tax will be charged providing buyer shows proof of out of state address (ex: Drivers License). We will overnight title papers to buyer (once paid in full) for signature and will process title within 5 working days of receiving signed papers in return. We can also issue a temporary license plate if buyer needs, for an additional $18.50. PAYMENTWe accept and welcome PayPal for deposit and Bank Finance or Cash for balance. NO cashiers checks or personal checks.SHIPPINGShipping is the responsibility of the buyer however, we can assist with pick up by shipping company. We can crate vehicle for international shipping for an additional fee.TERMS OF SALEThis vehicle has no warranty and we are selling it "AS-IS". No warranty expressed or implied. However, we guarantee everything works as it should at the time of this listing.ABOUT USAttention: We Are Adding More Items "Daily"... Please Visit Our eBay Store And Sign-Up For Our FREE Newsletter to Find Great Savings, Discounts, and Timely Deals. If You Need Hard To Find Harley-Davidson Accessories, Collectables, Antique Motorcycles, Parts, Clothing, Race Parts, Household Items, and more... Drop Us An Email With Your List And We'll Do Our Best For You. Mission Our entire business philosophy can be summed up in just a few, very important words; Satisfy the Customer. We have access to most any kind of part or accessory for any motorcycle! Whatever you're looking for, you'll find it FS-Worldwide! F&S was founded in 1961 by Gary Stolzenburg and Edgar Fuhr in Dayton, Ohio. The primary focus of the business was racing. Over the years, F&S has sponsored some great racers, and although the emphasis has been on flat track, F&S has been affiliated with every kind of two-wheeled racing. In 1979, Gary and his wife Mary purchased the Harley-Davidson franchise and have seen it grow steadily ever since. In March, 2011, Gary sold the franchise to concentrate on his racing efforts and hobby of collecting antique motorcycles and motorcycle memorabilia. Thank You So Much For Viewing Our Listing.CONTACT USSee our eBay store often as we are adding items daily! And, don’t forget to sign up for our newsletter!

Trim GL1800

Honda : Gold Wing 1975 honda goldwing gl 1000 1 st year 40 th year goldwing now out sn 1139

$1,475

Rockford, Illinois

FIRST YEAR GOLDWING. The 40th ANNIVERSARY Goldwing just came out with Special Badging and Paint.Own the Inaugural bike. Low serial # 1139 bike out the door for Honda, Build date 2/75 EVERY THING WORKS. Ride it home, even to the West Coast or Key West. New rear tire and battery. We are including Replacement SPEEDOMETER and Tachometer since the original ones are weak, no extra charge. They are perfect, keep the original since the early bikes all had a problem with the meter faces. Honda's Goldwing GL1000. The Honda Goldwing first saw the light of day at the Cologne Motorcycle Show in October 1974, as the flat-four cylinder, 999cc GL1000. While this first production version of the now famous Goldwing was ultimately deemed to be a success (it was after all the birth of a legend), it's place in the world of motorcycling was not entirely cast in stone at the beginning. Part of the reason for this was the fact that the GL1000 didn't really fit properly into any particular motorcycle class, even though it was officially tagged as a tourer. Weighing in at 584lbs dry, it was far too heavy to be called a sports bike and the upright sitting position also helped to kill of any such sporting pretensions. The rear coil spring suspension wasn't up to the job of handling all the weight when the rider was pushing it through heavy going, such as the winding country roads that all bikers love (at least occasionally) to tackle. The total absence of touring kit fitted as standard didn't help the official touring image either, although Honda did offer a top fairing as an accessory throughout the production life of the GL1000. Nevertheless and in spite of all the confusion about the Goldwings role in life, the GL1000 proved to be a very reliable motorcycle, quite capable of going very long distances without missing a beat and after a while the aftermarket fairing & pannier suppliers started to cater for the requests of those who wanted to use the GL1000 for more than just popping down to the shops or Sunday morning posing at the local meet. This is what finally gave the Goldwing it's place in the motorcycling world, it became a touring motorcycle more by accident than design and Honda, always keen to keep an ear to the ground, listened to what the customers wanted (just as well too or they might have killed the Goldwing off before long, not least because expected sales of the Goldwing in the first year of production were less than 10% of what Honda had predicted) and started planning the next incarnation of what has turned into a legend in the world of touring motorcycles. 40 Years of Premier Sport Touring Performance AUTHOR American HondaPOSTED Sep 04, 2014POSTED IN Street Gold Wing Timeline In the world of motorcycling, technology presses forward at such a furious pace that very few models survive a span of a couple dozen years. But for more than three-and-a-half decades, the Gold Wing® has done much more than merely survive: This remarkable machine has continued to create and define an entire segment of the motorcycling experience, raising standards and expectations time and time again. The following timeline provides a glimpse into the many milestones that have made the Gold Wing the icon it is today. 1975 GL1000 GOLD WING The original Gold Wing was much, much more than just a new motorcycle. Powered by a revolutionary 999cc liquid-cooled horizontally opposed four-cylinder engine, the Gold Wing opened new possibilities never before considered by the experts in the enthusiast press, much less the consumer public in general. What to make of this open-class machine with world-class power and cross-country capabilities? Gold Wing customers took to the open road in droves, and helped inspire an industry-wide paradigm shift toward long-distance motorcycling. 1976 GL1000 GOLD WING LTD A new model marks the Gold Wing’s second year as Honda graces the GL1000 Limited Edition with an assortment of special features, including gold striping, special LTD sidecover badges, chromed radiator shroud and screen, quilt-patterned seat, plus gold wheels and spokes. 1979 With more than 80 percent of Gold Wing production being exported to North America, a vital need arose to build a production plant in the U.S. Although Honda had been building overseas plants for more than 25 years, the move to America in the 1970s was risky. To most consumers, Honda’s quality was its strongest selling point, and building in America could jeopardize this hard-earned reputation—not just for the Gold Wing, but for all Honda products for decades to come. Nevertheless, Honda forged ahead, and on September 10, 1979, the first Honda of America Manufacturing (HAM) plant begins production as a group of 64 associates completes the first 10 Honda motorcycles built in Marysville, Ohio. Within three months, Honda’s top managers had sufficient confidence in HAM’s capabilities to proceed with building an automobile plant in 1979—the first Japanese car builder to do so in the U.S. 1980 GL1100 GOLD WING Five years of continuous consumer input culminate in the introduction of the GL1100. More than a rehashed GL1000 with 10 percent greater displacement, the new Wing incorporates deliberately planned modifications that guide it away from the superbike realm and place it squarely into the touring category. The new 1085cc engine now favors torque rather than horsepower, a longer wheelbase provides more room for both pilot and passenger, and a new air-assisted suspension system gives the Gold Wing its most supple, comfortable ride to date. GL1100 GOLD WING INTERSTATE The GL1100 also introduced another innovation that was arguably more important than its mechanical changes. Since the Gold Wing’s long-distance prowess had inspired the creation of an entire aftermarket of bolt-on touring accessories, Honda’s engineers clearly envisioned a new direction toward a turnkey, fully dressed luxury machine. In 1980, the innovative Interstate fulfilled that vision as the first Gold Wing available fully equipped with factory-installed fairing, saddlebags and trunk, plus the option of a stereo sound system. Turnkey touring, Gold Wing style, is born. 1982 GL1100 GOLD WING ASPENCADE In quick succession, Honda introduces the concept of luxury touring with the Aspencade. Amenities abound in standard trim, including LCD instrumentation, stereo, CB, on-board air-compressor and thoughtful touches such as the handy storage pouches in the passenger backrest. At the same time, through the use of Redpages in its advertising, Honda underscores its technological edge. 1984 GL1200 GOLD WING ASPENCADE The GL1200 brought the Gold Wing to the outer limits of the four-cylinder engine’s performance and sophistication. The added power and torque of the larger 1182cc engine made the Gold Wing the king of its class in 1984, with a combination of smoothness and low-rpm acceleration that couldn’t be matched. The addition of hydraulic valve adjustment now made the Wing virtually maintenance-free. At the same time, chassis improvements made the big Wing feel amazingly agile, and open-road comfort was superlative. 1985 GL1200 LIMITED EDITION Honda marks the Wing’s 10th anniversary in two significant ways. First, with the Gold Wing so firmly entrenched within the touring realm, Honda decides to drop the standard, unfaired GL1200. Second, an ultra-luxurious Limited Edition arrives, complete with computerized fuel injection, four-speaker sound system, cruise control, auto-leveling rear suspension, a comprehensive electronic travel computer and special two-tone metallic gold paint. Following the success of its Marysville Motorcycle Plant, Honda constructs an engine plant in nearby Anna, Ohio, to build Gold Wing engines. Just as Marysville’s success paved the way for Honda’s auto manufacturing in America, the Anna Engine Plant moved from manufacturing GL engines alone to building powerplants for Civics and Accords. At Anna, all the casting, forging, machining and heat-treating processes necessary to turn raw materials into finished, sophisticated engines reside under one roof. As one associate proudly observes, “We do what seven Honda plants do in Japan.” 1988 GL1500 GOLD WING In 1984 a new design team began planning the next Wing. The new machine had to be superior in every aspect: extremely quiet and silky smooth, yet extremely powerful with superior handling. The GL1500 got there—the hard way. Thousands of hours were spent in testing 15 different machines in 60 prototype stages—the most comprehensive model development project in Honda’s history. These efforts culminated in a six-cylinder luxury motorcycle of such surpassing excellence it would establish a touring benchmark that would dominate motorcycling for more than a decade. 1993 The next-generation GL begins to take shape under the guidance of Masanori Aoki, a sportbike enthusiast who has already headed up development of high-performance bikes including the CBR250RR, CBR400RR and the CBR®600F3. “We set out to keep 80 percent of the Gold Wing’s touring capability,” Aoki said. But he also added, “My job is to add more fun factor, to build a Gold Wing with the kind of acceleration and handling people normally associate with sporting machines.” After considering flat-four, flat-six and flat-eight engine configurations and displacements up to 2000cc, customer response overwhelmingly points to a flat-six of about 1800cc displacement. In 1998, a full-scale model is created. 1996 The one-millionth Honda motorcycle made in America rolls off the Marysville assembly line. Appropriately enough, the millionth model is a Gold Wing; this commemoration is altogether fitting, since the success of the Gold Wing and that of Honda in America are inextricably intertwined. 2000 In January 2000, the Marysville Motorcycle Plant is thoroughly redesigned to build the new Gold Wing. As part of this process, the engine production line is transferred from Anna to Marysville to facilitate the new Gold Wing production. The Gold Wing’s new era officially begins when the first complete GL1800 rolls off the Marysville assembly line on October 10, 2000. 2001 GL1800 GOLD WING The word “new” cannot do justice to the GL1800. Two numbers alone tell a big story: 118 bhp and 125 lb./ft. of torque. Don’t try to find other bikes that compare, because there aren’t any. In terms of power, the new Gold Wing is literally in a class of one. Likewise, the list of long-legged mounts offering a box-section aluminum frame begins with the word “Gold” and ends with “Wing.” And that’s only the beginning. Before the GL1800 was completed, Honda would patent no less than 20 technological innovations that were incorporated into this amazing high-performance luxury motorcycle. 2005 GL1800 GOLD WING The 30th anniversary Gold Wing comes in a slew of colors, including Pearl Yellow, White, Metallic Silver, Dark Gray Metallic, Bright Blue Metallic and Candy Black Cherry. Special 30th anniversary color-matched badging on the front fairing, rear trunk and dash cover also distinguish the ’05 model, as does a 30th anniversary color-matched key, 30th anniversary opening ceremony on the LCD display, and unique carbon-fiber seat pattern on pearl yellow and metallic silver colors. To date, more than 500,000 Gold Wings have been produced. 2006 GL1800 GOLD WING In 2006, the most potent Gold Wing ever produced now elevates luxury motorcycling to unprecedented highs. A six-speaker premium audio system with 80 watts per channel comes standard on every new GL1800, and riders may also opt for a satellite navigation system with color screen, a Cold-Weather Comfort Package and an industry-first fully integrated motorcycle airbag. 2012 Manufacture of the Gold Wing shifts to the ultra-modern facility in Kumamoto, Japan, where production on a gigantic scale will see as many as 1800 motorcycles produced in a single day. The new 2012 Gold Wing brings upgraded styling along with a dazzling array of sophisticated electronic amenities including a next-generation GPS navigation system with user-friendly programmability for sharing favorite ride routes, which can be accessed online via computer, plus a built-in MP3/iPod® interface for the new SRS CS Auto™ technology surround-sound system. The 2012 Gold Wing also boasts increased luggage capacity, greater protection from wind and weather, revised suspension settings for enhanced ride compliance, and unparalleled comfort for both rider and passenger. In addition to its power-laden yet refined drivetrain and delightfully sporty handling, packages for ABS and airbag do much to further the Gold Wing’s reputation as the most celebrated touring machine in motorcycle history.2015 To celebrate 40 years of this incredible machine, all 2015 Gold Wing models come with special badging and embossed seats. Also, our two-tone Red/Black model features special blacked-out trim and all models get a redesigned front fascia and air intake, blacked-out headlight garnish and new instrument panel fonts Manufacturer: Honda......Model: Gold Wing GL1000, GL1000LTD, GL1000 StandardYears Made: 1975-1980 (- 1983 Australia)Luxury Tourer 999cc Boxer-FourSeat: mm/"Weight: 584+lbsHP: 78-84Torque: 76Top Speed: 120mphMPG: 40New Cost: $2,470 (1975) - $3,250 (1978) - $3,499 (1980) - $3,649 (1983)Average Used Costs:Low$1,678Medium$2,350High$2,800

Trim GL1000

1979 Honda Gold Wing

$4,500

Carlsbad, California

1979 Honda Gold Wing , 1979 HONDA GOLDWING GL 1000. EXCELLENT CONDITION. ALL STOCK AND OEM ORIGINAL! NEW TIRES, BATTERY AND TIMING BELTS. 11,700-ORIGINAL MILES. $4,500.00 BIKE IS SOLD!

Honda : Gold Wing Honda Gold Wing, GL 1000, Classic Touring

$2,600

Raymond, New Hampshire

1979 Honda GL1000 Gold Wing Submitting a winning bid is a contract to purchase. 1979 Honda GL1000 Gold Wing This 1979 Honda GL1000 Gold Wing is in real nice, ready to ride condition. 27,141 miles with optional saddlebags and aftermarket windshield. Engine runs good with no apparent noises or leaks. THIS IS NOT A SALVAGE VEHICLE AND DOES NOT APPEAR TO HAVE EVER BEEN IN AN ACCIDENT. Please contact Shawn with any questions. 603-645-0010 or email [email protected] This bike runs and rides. As always we include photos to help you see the condition of the vehicle but we always encourage prospective buyers to come view the vehicle in person. Specifications VIN: GL1-4115815 Title Type: Bill of sale Mileage: 27,141 mi (43,680 km) Engine / Fuel:1000cc 4cyl Drive Line: shaft drive All descriptions are completed accurately to the best of our experience and knowledge. Please examine pictures closely before placing your bid. Good Luck! Vehicles are sold AS-IS. We are open Monday -Saturday from 9-5 EST. These are the only times you may pick up the vehicle. NO PICKUPS ON SUNDAY All fees, registration, and tax are the sole responsibility of the buyer. Because we sell our vehicles at wholesale prices, a buyer service fee of $182.50 will be added to the winning bid to complete the sale. Some services include, the purchase and sales agreement, odometer disclosure, title transfer, notary stamp, title reassignment form, orignal copies of the insurance estimate, postage, Fedex and overnight mail where applicable. This fee applies to all vehicles we sell, even if you feel you do not need all of the services available where applicable. Salvage Disclosure Stuff: This vehicle has been in an accident, it has sustained damage that will need to be repaired before the vehicle can be registered. Please check with your local DMV about your State's Salvage Laws. We do the best we can do describe the damage, but we are human and occasionally will miss something. We do not measure frames, but when it appears bent it will be mentioned. We take lots of pictures so that you can see what we are talking about. It is not our intent to not disclose all we know about the vehicle. We make sure the vehicle runs and drives before listing unless otherwise noted. When we say run, that means that we have gotten it running, usually with a jump pack, if there are no keys we will hotwire it to make sure it starts. When it drives, we have driven it in the yard, not at highway speeds. We do not encourage anyone to ride or drive our vehicles home. They should be shipped or trailered until it can be checked over for safety and roadworthyness. We encourage any bidder to come to our facility to view the vehicle in person if there are any doubts. We are located off of Route 101 in NH. Take exit 5, take a right at the end of the exit, at the end take a left and we are across from Cumberland Farms to the left of the fork. We are open Tuesday-Friday from 10-6 and Saturday from 10-4. Please feel free to call 603-645-0010 if you have any questions, extension 201 will get you ebay bike sales directly. Please check our feed back, we have thousands of positive feedbacks and we are one of the largest salvage dealers in the country. Legal Stuff: This vehicle is being sold as is, where is with no warranty, expressed written or implied. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. All descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. Some parts may have been resecured in order to make the vehicle roll, stand up, and/or for shipping purposes. Please bid with confidence! We are one of the largest Salvage dealers in the country we have over 800 salvage motorcycles, please give us a call if you have any questions! 603-645-0010. Buyers with less than 5 positive feedbacks must contact Argocycles at (603) 645-0010 prior to bidding. Argocycles will cancel bids from buyers with less than 5 positive feedbacks who do not contact us before bidding. SHIPPING We offer shipping across the US and in special cases all over the world. For motorcycles please call 603-645-0010 for a freight quote. All Motorcycles shipped will require a crate to be accepted by our shipping company. The crate costs $100 on top of the freight quote you are given. We ship motorcycles fully crated. The best part about it is that it's quick and easy... For an estimated shipping quote please call us at (603) 645-0010. Payment Terms: The successful high bidder will submit a $500.00 deposit within 2 business days of the close of the auction to secure the vehicle. Buyer agrees to pay remaining balance due (plus applicable fees) within 5 business days of the close of the auction. All financial transactions must be completed before delivery of the vehicle. Payment Methods: certified check, money order, or wire transfer. Credit Card (IN PERSON ONLY) or Paypal is accepted for initial $500 deposit only. Salvage Titles: This is a wrecked vehicle that may have other problems that we don't know about and it is sold AS IS. Some states have strict laws pertaining to salvage vehicles, if you are not familiar with your state salvage laws contact your local DMV before you bid on this vehicle. We will not be responsible for problems that may arise due to your state's salvage laws and regulations. Argo Cycles, Inc. 63 Epping Street Raymond, NH 03077 Contact Sales p. (603) 645-0010 f. (603) 619-5550

Honda : Gold Wing 1975 HONDA GOLDWING GL1000 1st Year 40th year Goldwing now 4 sale

$1,875

Rockford, Illinois

FIRST YEAR GOLDWING. The 40th ANNIVERSARY Goldwing just came out with Special Badging and Paint.Own the Inaugural bike. Low serial # 1139 bike out the door for Honda, Build date 2/75 EVERY THING WORKS. Ride it home, even to the West Coast or Key West. New rear tire and battery. Honda's Goldwing GL1000. The Honda Goldwing first saw the light of day at the Cologne Motorcycle Show in October 1974, as the flat-four cylinder, 999cc GL1000. While this first production version of the now famous Goldwing was ultimately deemed to be a success (it was after all the birth of a legend), it's place in the world of motorcycling was not entirely cast in stone at the beginning. Part of the reason for this was the fact that the GL1000 didn't really fit properly into any particular motorcycle class, even though it was officially tagged as a tourer. Weighing in at 584lbs dry, it was far too heavy to be called a sports bike and the upright sitting position also helped to kill of any such sporting pretensions. The rear coil spring suspension wasn't up to the job of handling all the weight when the rider was pushing it through heavy going, such as the winding country roads that all bikers love (at least occasionally) to tackle. The total absence of touring kit fitted as standard didn't help the official touring image either, although Honda did offer a top fairing as an accessory throughout the production life of the GL1000. Nevertheless and in spite of all the confusion about the Goldwings role in life, the GL1000 proved to be a very reliable motorcycle, quite capable of going very long distances without missing a beat and after a while the aftermarket fairing & pannier suppliers started to cater for the requests of those who wanted to use the GL1000 for more than just popping down to the shops or Sunday morning posing at the local meet. This is what finally gave the Goldwing it's place in the motorcycling world, it became a touring motorcycle more by accident than design and Honda, always keen to keep an ear to the ground, listened to what the customers wanted (just as well too or they might have killed the Goldwing off before long, not least because expected sales of the Goldwing in the first year of production were less than 10% of what Honda had predicted) and started planning the next incarnation of what has turned into a legend in the world of touring motorcycles. 40 Years of Premier Sport Touring Performance AUTHOR American HondaPOSTED Sep 04, 2014POSTED IN Street Gold Wing Timeline In the world of motorcycling, technology presses forward at such a furious pace that very few models survive a span of a couple dozen years. But for more than three-and-a-half decades, the Gold Wing® has done much more than merely survive: This remarkable machine has continued to create and define an entire segment of the motorcycling experience, raising standards and expectations time and time again. The following timeline provides a glimpse into the many milestones that have made the Gold Wing the icon it is today. 1975 GL1000 GOLD WING The original Gold Wing was much, much more than just a new motorcycle. Powered by a revolutionary 999cc liquid-cooled horizontally opposed four-cylinder engine, the Gold Wing opened new possibilities never before considered by the experts in the enthusiast press, much less the consumer public in general. What to make of this open-class machine with world-class power and cross-country capabilities? Gold Wing customers took to the open road in droves, and helped inspire an industry-wide paradigm shift toward long-distance motorcycling. 1976 GL1000 GOLD WING LTD A new model marks the Gold Wing’s second year as Honda graces the GL1000 Limited Edition with an assortment of special features, including gold striping, special LTD sidecover badges, chromed radiator shroud and screen, quilt-patterned seat, plus gold wheels and spokes. 1979 With more than 80 percent of Gold Wing production being exported to North America, a vital need arose to build a production plant in the U.S. Although Honda had been building overseas plants for more than 25 years, the move to America in the 1970s was risky. To most consumers, Honda’s quality was its strongest selling point, and building in America could jeopardize this hard-earned reputation—not just for the Gold Wing, but for all Honda products for decades to come. Nevertheless, Honda forged ahead, and on September 10, 1979, the first Honda of America Manufacturing (HAM) plant begins production as a group of 64 associates completes the first 10 Honda motorcycles built in Marysville, Ohio. Within three months, Honda’s top managers had sufficient confidence in HAM’s capabilities to proceed with building an automobile plant in 1979—the first Japanese car builder to do so in the U.S. 1980 GL1100 GOLD WING Five years of continuous consumer input culminate in the introduction of the GL1100. More than a rehashed GL1000 with 10 percent greater displacement, the new Wing incorporates deliberately planned modifications that guide it away from the superbike realm and place it squarely into the touring category. The new 1085cc engine now favors torque rather than horsepower, a longer wheelbase provides more room for both pilot and passenger, and a new air-assisted suspension system gives the Gold Wing its most supple, comfortable ride to date. GL1100 GOLD WING INTERSTATE The GL1100 also introduced another innovation that was arguably more important than its mechanical changes. Since the Gold Wing’s long-distance prowess had inspired the creation of an entire aftermarket of bolt-on touring accessories, Honda’s engineers clearly envisioned a new direction toward a turnkey, fully dressed luxury machine. In 1980, the innovative Interstate fulfilled that vision as the first Gold Wing available fully equipped with factory-installed fairing, saddlebags and trunk, plus the option of a stereo sound system. Turnkey touring, Gold Wing style, is born. 1982 GL1100 GOLD WING ASPENCADE In quick succession, Honda introduces the concept of luxury touring with the Aspencade. Amenities abound in standard trim, including LCD instrumentation, stereo, CB, on-board air-compressor and thoughtful touches such as the handy storage pouches in the passenger backrest. At the same time, through the use of Redpages in its advertising, Honda underscores its technological edge. 1984 GL1200 GOLD WING ASPENCADE The GL1200 brought the Gold Wing to the outer limits of the four-cylinder engine’s performance and sophistication. The added power and torque of the larger 1182cc engine made the Gold Wing the king of its class in 1984, with a combination of smoothness and low-rpm acceleration that couldn’t be matched. The addition of hydraulic valve adjustment now made the Wing virtually maintenance-free. At the same time, chassis improvements made the big Wing feel amazingly agile, and open-road comfort was superlative. 1985 GL1200 LIMITED EDITION Honda marks the Wing’s 10th anniversary in two significant ways. First, with the Gold Wing so firmly entrenched within the touring realm, Honda decides to drop the standard, unfaired GL1200. Second, an ultra-luxurious Limited Edition arrives, complete with computerized fuel injection, four-speaker sound system, cruise control, auto-leveling rear suspension, a comprehensive electronic travel computer and special two-tone metallic gold paint. Following the success of its Marysville Motorcycle Plant, Honda constructs an engine plant in nearby Anna, Ohio, to build Gold Wing engines. Just as Marysville’s success paved the way for Honda’s auto manufacturing in America, the Anna Engine Plant moved from manufacturing GL engines alone to building powerplants for Civics and Accords. At Anna, all the casting, forging, machining and heat-treating processes necessary to turn raw materials into finished, sophisticated engines reside under one roof. As one associate proudly observes, “We do what seven Honda plants do in Japan.” 1988 GL1500 GOLD WING In 1984 a new design team began planning the next Wing. The new machine had to be superior in every aspect: extremely quiet and silky smooth, yet extremely powerful with superior handling. The GL1500 got there—the hard way. Thousands of hours were spent in testing 15 different machines in 60 prototype stages—the most comprehensive model development project in Honda’s history. These efforts culminated in a six-cylinder luxury motorcycle of such surpassing excellence it would establish a touring benchmark that would dominate motorcycling for more than a decade. 1993 The next-generation GL begins to take shape under the guidance of Masanori Aoki, a sportbike enthusiast who has already headed up development of high-performance bikes including the CBR250RR, CBR400RR and the CBR®600F3. “We set out to keep 80 percent of the Gold Wing’s touring capability,” Aoki said. But he also added, “My job is to add more fun factor, to build a Gold Wing with the kind of acceleration and handling people normally associate with sporting machines.” After considering flat-four, flat-six and flat-eight engine configurations and displacements up to 2000cc, customer response overwhelmingly points to a flat-six of about 1800cc displacement. In 1998, a full-scale model is created. 1996 The one-millionth Honda motorcycle made in America rolls off the Marysville assembly line. Appropriately enough, the millionth model is a Gold Wing; this commemoration is altogether fitting, since the success of the Gold Wing and that of Honda in America are inextricably intertwined. 2000 In January 2000, the Marysville Motorcycle Plant is thoroughly redesigned to build the new Gold Wing. As part of this process, the engine production line is transferred from Anna to Marysville to facilitate the new Gold Wing production. The Gold Wing’s new era officially begins when the first complete GL1800 rolls off the Marysville assembly line on October 10, 2000. 2001 GL1800 GOLD WING The word “new” cannot do justice to the GL1800. Two numbers alone tell a big story: 118 bhp and 125 lb./ft. of torque. Don’t try to find other bikes that compare, because there aren’t any. In terms of power, the new Gold Wing is literally in a class of one. Likewise, the list of long-legged mounts offering a box-section aluminum frame begins with the word “Gold” and ends with “Wing.” And that’s only the beginning. Before the GL1800 was completed, Honda would patent no less than 20 technological innovations that were incorporated into this amazing high-performance luxury motorcycle. 2005 GL1800 GOLD WING The 30th anniversary Gold Wing comes in a slew of colors, including Pearl Yellow, White, Metallic Silver, Dark Gray Metallic, Bright Blue Metallic and Candy Black Cherry. Special 30th anniversary color-matched badging on the front fairing, rear trunk and dash cover also distinguish the ’05 model, as does a 30th anniversary color-matched key, 30th anniversary opening ceremony on the LCD display, and unique carbon-fiber seat pattern on pearl yellow and metallic silver colors. To date, more than 500,000 Gold Wings have been produced. 2006 GL1800 GOLD WING In 2006, the most potent Gold Wing ever produced now elevates luxury motorcycling to unprecedented highs. A six-speaker premium audio system with 80 watts per channel comes standard on every new GL1800, and riders may also opt for a satellite navigation system with color screen, a Cold-Weather Comfort Package and an industry-first fully integrated motorcycle airbag. 2012 Manufacture of the Gold Wing shifts to the ultra-modern facility in Kumamoto, Japan, where production on a gigantic scale will see as many as 1800 motorcycles produced in a single day. The new 2012 Gold Wing brings upgraded styling along with a dazzling array of sophisticated electronic amenities including a next-generation GPS navigation system with user-friendly programmability for sharing favorite ride routes, which can be accessed online via computer, plus a built-in MP3/iPod® interface for the new SRS CS Auto™ technology surround-sound system. The 2012 Gold Wing also boasts increased luggage capacity, greater protection from wind and weather, revised suspension settings for enhanced ride compliance, and unparalleled comfort for both rider and passenger. In addition to its power-laden yet refined drivetrain and delightfully sporty handling, packages for ABS and airbag do much to further the Gold Wing’s reputation as the most celebrated touring machine in motorcycle history.2015 To celebrate 40 years of this incredible machine, all 2015 Gold Wing models come with special badging and embossed seats. Also, our two-tone Red/Black model features special blacked-out trim and all models get a redesigned front fascia and air intake, blacked-out headlight garnish and new instrument panel fonts Manufacturer: Honda......Model: Gold Wing GL1000, GL1000LTD, GL1000 StandardYears Made: 1975-1980 (- 1983 Australia)Luxury Tourer 999cc Boxer-FourSeat: mm/"Weight: 584+lbsHP: 78-84Torque: 76Top Speed: 120mphMPG: 40New Cost: $2,470 (1975) - $3,250 (1978) - $3,499 (1980) - $3,649 (1983)Average Used Costs:Low$1,678Medium$2,350High$2,800

Honda : CB 1975 honda cb 750 f super sport 3 126 original miles 1 owner from new

$9,900

Chicago, Illinois

800x600 1975 HONDA CB750F SUPER SPORT – ALL ORIGINAL SURVIVOR! 3,126 ORIGINAL MILES, FRAME # CB750F-1007544, Manufactured 2/75 800x600 This Honda 750 Super Sport epitomizes the late 1970’s sportbike/cruiser that became a permanent part of Honda’s reputation and still represents the classic style… Please scroll past the description and terms for more photos! The condition of this machine is highly original and un-restored. It has 3,126 original miles from new. The frame and engine numbers are factory correct and original. It is the 750 cc engine. The gearbox is also original to the machine. This Honda 750 Super Sport is completely original and has never been apart. It is in un-restored and in very nice condition, and is a true historical document that should be preserved and ridden. This machine has been in my collection, is started on a regular basis, and ridden occasionally to make sure everything still works. When I purchased the bike, it had been sitting for some time in completely original condition. I went through the machine top to bottom and checked all of the major engine, transmission, and braking components for functionality and safety. The gas tank was still in beautiful condition, with no wear evident, the carburetors were inspected, cleaned, and re-installed, the air filter checked, all fluids changed, and both front and rear brakes were taken apart cleaned, re-built, and re-installed, the consequence of the bike sitting idle for a long period of time. The tires on the front and rear are the original type and size for the machine and appear to be the original tires to the machine. The tires and tubes have NOT been replaced and, while not as soft and pliable as when they were new, are in amazing original condition. The rims are also the original Honda rims, as are the spokes, and overall, the wheels are in very nice original condition. The seat is original and the upholstery is in perfect condition with no rips, tears, or wear of any kind, and the Honda script on the rear of the seat is sharp and clear. The engine and transmission are in excellent interior condition due to the low mileage and absence of any type of harsh conditions or abuse throughout its life. The 4 into 1 Honda exhaust is also original to the machine, and is in beautiful condition. A complete cleaning and detailing was performed, and although detailing on an original machine is never completed, the overall condition of the finishes is remarkable considering the age of the machine, and is in line with the low original mileage. The aluminum parts are in excellent condition overall, but due to the originality, I did not want to go too far polishing any parts. The paint is the original Candy Sapphire Blue, and is visually stunning. The original decals and badges are still applied to the gas tank, fairing and sidecovers. All of the plastic fairings, covers, etc. are in excellent condition and not in need of any type of repair. The 750 Super Sport on the road is very easy to handle, and rides down the road very tight, with no shakes, shimmies, or rattles. It shifts and accelerates smoothly and holds the road as it should. This bike is really great to ride and very fast for the period. There is absolutely NOTHING that needs to be done to this machine to ride it occasionally and enjoy it as a showpiece. Unlike a lot of collector motorcycles for sale on the internet, this 750 is ready to ride and not in need of any expensive service once you get it home. I am always looking for new machines to add to my collection. Please contact me if you have something interesting available! TERMS: $500 DEPOSIT WITHIN 48 HOURS OF AUCTION CLOSE. BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, BANK TO BANK TRANSFER, OR CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE. SORRY, NO C.O.D. AND NO PAYPAL. The description of this motorcycle is written to the best of my knowledge. However, I am by no means an expert on vintage Honda motorcycles. Please don’t hesitate to ask for more photos and, if possible, come and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, please contact me before the auction ends. If you have any questions, please contact me. If you live close to Chicago, I encourage you to come and inspect the motorcycle in person! In an effort to protect the eBay user information and to help ensure the authenticity of correspondence between sellers and bidders, eBay’s new listing format does NOT display any bidder information. Nevertheless, I STRONGLY encourage bidders to contact me directly to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a zero or negative eBay feedback rating. This motorcycle is being sold as is, where is with no warranty, expressed, written or implied. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the motorcycle and to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this motorcycle at the buyer's request PRIOR to the close of sale. Seller assumes no responsibility for any statements regardless of any oral statements about the motorcycle. Please remember that your bid constitutes a legally binding contract to purchase this item. If you require an inspection, have it done prior to bidding. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional inspector prior to placing a bid. After the sale, inspections are not recognized as a contingency to completing your obligation to your winning bid. If there are any questions regarding the above terms, please e-mail prior to bidding. Please do not waste my time or yours bidding on an item you do not intend to pay for. If you bid on this item and win, you are expected to pay for the item and pick it up in a timely manner! I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can also arrange crating for shipment on my end for a nominal extra charge. If you are an international buyer, I understand it can take some time to arrange shipping, so I do not mind keeping the motorcycle for a longer period of time until pick up. Please contact me before the sale ends, if possible, to discuss the specifics. Thanks for your interest! For more on the Honda 750 Super Sport, read on past the photos… 800x600 CB750F Super Sport History: Honda of Japan introduced the CB750 motorcycle to the US and European markets in 1969 after experiencing success with their smaller motorcycles. The bike 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. Under development for a year, the CB750 offered two unprecedented features, a front disc brake and a transverse straight-4 engine with an overhead camshaft, neither of which was previously available on a mainstream, affordable production bike. These two features, along with the introductory price of $1,495 ($9,475 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" upon its 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 compelling 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. On the other hand, the bike was difficult to get on its center stand and tended to throw chain oil onto its muffler. Unable to gauge demand for the new bike accurately, 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 – the factory being unsure of the bike's reception. The bike remained in the Honda lineup for ten years, with sales totaling over 400,000 in its life span. The CB750 is sometimes referred to as a Universal Japanese Motorcycle or UJM. The Discovery Channel ranked the Honda CB750 third among the top ten greatest motorbikes of all time. Specifications: Claimed power: 58hp @ 8,000rpm Top speed: 114mph (period test) Engine: 736cc air-cooled SOHC transverse-mounted inline four Weight (dry): 449lb (227kg) Fuel capacity/MPG: 4.8gal / 35-55mpg Price then: $2,152 And more insight from articles on the 750 SS… The Honda CB750F Super Sport was born out of Honda's desire to regain its position as a motorcycle pacemaker. When Henry Ford launched the Model T in 1908, there was nothing else like it, and the T established a design template that defined the automobile for more than a decade. The problem? Ford was still building the T in 1928, and the market had moved on. By continuing to manufacture the same basic car, Ford maximized the benefits of mass production, but at the cost of market leadership. After years of snapping at Henry’s heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out front. Something similar happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And like the Model T, it stayed in production for just a little too long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged ahead of the CB750. And waiting in the wings were The Suzuki GS750 and the Kawasaki KZ750, both aimed squarely at the market Honda had built, and creating along the way what was to become known as the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC across-the-frame inline four. Honda’s response to the challenge was conservative. In 1975, the 750 K5 with its distinctive stacked mufflers was joined by the Honda CB750F Super Sport with a sportier 4-into-1 exhaust. The Honda CB750F also wore a new, slimmer-looking (but 0.3-gallon larger) gas tank with a recessed filler covered by a lockable plate, and a disc brake replaced the rear wheel’s mediocre drum brake. In spite of its radical-looking (for Honda) exhaust, changes to the basic 750 Four plot were minor. Reduced trail and a longer swingarm improved straight-line stability, while a stiffer frame and suspension changes improved handling in the corners. And although the engine was claimed to be unchanged, the new exhaust system brought minor adjustments to valve timing and carburetion, which, according to Cycle magazine, also eliminated the K-bike’s off-idle flat spot. Whether it was the new exhaust (and revised air box) or some undisclosed engine modifications, the F produced considerably more power than the K-bike. Cycle magazine recorded 58hp at the rear wheel compared with 49hp for the 1973 K3. This, combined with lower gearing, meant a standing quarter in the high 12s instead of the 13s. On the road, the improvements made for a comfortable ride and precise steering: “… it handles better than any of the other Japanese superbikes,” said Cycle. Fuel consumption was slightly worse at 43mpg versus the K’s 45mpg, perhaps because of the lower gearing and a 12-pound weight increase. Then the 1977 Honda CB750F2 Super Sport, the CB750F2, was introduced in 1977. The F2 featured Honda’s ComStar wheels with dual disc brakes at the front while the 4-into-1 exhaust exited through a new muffler with a slightly deeper exhaust note. Changes inside the engine (larger valves and more radical cams) improved power to around 60hp at the rear wheel, but at higher rpm (now 8,500 compared with the F’s 8,000rpm) and with the redline stretched to 9,500rpm. To emphasize its sportiness, the engine was powder coated black. At over 540 pounds with a half tank of gas, the F2 was also the heaviest 750 so far (with the exception of the 750A automatic), and 10 pounds heavier than the 4-pipe touring K model. Yet in spite of the extra weight, and the fact that the 28mm Keihins now had accelerator pumps, fuel consumption improved slightly to 45mpg. Most testers considered the F2 to be the best Honda 750 so far, the result of continual refinement and improvement that had created a comfortable, fine handling motorcycle with performance that just about kept pace with the GS750. All was not perfect in paradise, however. During a 10,000-mile extended test, Cycle Guide’s F2 dropped a valve, destroying a piston and the cylinder head. The cause, they speculated, was insufficient heat treatment of the valve. Testers also emphasized some problems with the 750’s transmission, notably missed shifts, false neutrals and a tendency to drop out of gear. Also noted was a lack of steering stability. The life of a test mule includes some pretty vigorous riding, and the dropped valve occurred after a series of full throttle drag strip takeoffs attempting to verify Honda’s claim that the F2 was capable of sub-13 second standing quarters. “We didn’t abuse the CB750,” concluded Cycle Guide’s review, “but we pushed it to its limits — and then just past.” Further, the F2’s ComStar wheels — light alloy rims riveted to pressed steel struts — were largely unloved. Honda claimed they embodied the advantages of both cast and spoke wheels without any of the disadvantages. Few liked the appearance of the struts or the rivets, and the latter would prove to be troublesome. Rivets can loosen over time, compromising the integrity of the wheels. If you’re considering buying any Honda with ComStar wheels, check them carefully. While used Super Sports aren’t exactly rare, good ones are. As the sportiest bike in Honda’s mid-1970s stable, they seem to have received more than their fair share of abuse, victims, perhaps, of over-enthusiastic owners. But parts are plentiful, and thanks to their simple build they’re easy to work on and generally hugely reliable, making them a great usable classic. MC Motorcycle Classics magazine, by Richard Backus, May/June 2010 It could certainly be argued, that the progenitor of the 1970s superbikes was the four-cylinder Honda CB750, a machine first introduced in 1969 and the precursor to the 1976 Honda CB750F Super Sport featured here. Honda definitely wowed the motorcycling community with the CB750, but it didn’t hold the top spot for long. By the time Honda was marketing the CB750 K4 in 1974, plenty of luster had worn off the model. For one thing, competing manufacturers were producing faster motorcycles — like the aforementioned Z1. And thanks to the 1973 Arab oil embargo, fuel economy had become an important concern in the North American market. In response, Honda detuned the CB’s 736cc power plant — increasing efficiency, but decreasing horsepower. Where the 1969 CB750 produced around 67 horses, for 1974 there were only about 50 ponies at the rear wheel. By comparison, the 1974 Z1 produced a claimed 82 horsepower. The CB750, once the lightning rod for a new generation of Superbikes, had suddenly become the old man in the group. Much of the performance market Honda had created was lost to them, and in 1975 Honda wasn’t even going to offer a standard CB750. Instead, Honda planned to spice things up by replacing the four-pipe CB750 with the 1975 Honda CB750F Super Sport. The Super Sport was an improved machine, complete with a four-into-one header and muffler system, revised frame geometry featuring a lengthened rear swingarm, a rear disc brake and a longer gas tank with a new seat and rear cowl. There were yet more changes. Honda returned some of the lost horsepower to the 736cc engine through various internal improvements, including an increased compression ratio (from 9:1 to 9.2:1) and revised cam timing. In Honda’s world, the Super Sport, with 58 horsepower, would be the company road burner while the newly introduced liquid-cooled, horizontally-opposed four-cylinder Honda GL1000 Gold Wing would take over as Honda’s big touring bike. CB loyalists weren’t going to let the four-pipe CB750 disappear, however, and for 1975 Honda ended up offering all three big models. Enter the Super Sport Marcos Markoulatos, a mechanic at Baron MINI in Merriam, Kan., is a fan of 1970s Japanese motorcycles. Born one year after the Honda CB750F Super Sport was introduced, Marcos got his first motorcycle, a 1984 Yamaha Maxim 700, when he was 22. He had put an extra $1,000 down on a house he and a friend were buying, and his friend gave him the Yamaha. And while the Yamaha was his first “motorcycle,” it definitely was not his first powered two-wheeler. When he was 14, and for the two years after, he could regularly be seen riding a Honda Express moped around his hometown. Marcos didn’t like the Maxim 700’s upright, cruiser-style handlebar, so he swapped it for a flat, straight drag bar and rode the Yam for three or four years. But then he discovered offroading and started spending more time playing with a Jeep, and the Maxim saw less and less use. It wasn’t long before the motorcycle was for sale. “I’d had my fun with the Yamaha, and even though it was a great bike, I wasn’t really in love with it,” Marcos says. A couple of years later, though, and Marcos was itching to ride again. “Motorcycling was something I couldn’t kick, and I started to look around on the Internet,” he explains. Not entirely sure what he was looking for, Marcos found himself researching 1970s Japanese motorcycles. “Japanese machines of that era seem to be plentiful and dependable — economical to own and purchase,” Marcos says. Eventually, he decided what he really wanted was a Suzuki GS1000S Wes Cooley Replica, a particularly rare machine manufactured for only two years, in 1979 and 1980. When Marcos couldn’t find one, he looked into building his own version of a Wes Cooley Replica, but learned that would be a costly proposition. And then, as fate would have it, he was talking motorcycles with a co-worker who said he had a 1972 Honda CB750K2 sitting in warehouse storage. It had been stored for 15 years, Marcos says, and he bought it for pennies on the dollar, but there was no title and the engine was stuck. None of that really worried Marcos, however, and he set about getting the Honda running, installing a used but clean set of Flame Sunrise Orange side covers and a matching gas tank. Marcos got the bike tuned up and ready to ride just in time to have to put it away for the winter late in 2008; he didn’t get to ride it until the spring of 2009. Lucking out In the interim, still searching Craigslist and other Internet sites, Marcos discovered our feature 1976 Honda CB750F Super Sport for sale in Chanute, Kan., just two hours southeast of his home in Lawrence, Kan. “Basically, I was addicted to searching Craigslist, and the (CB750F) was close and the price was right,” he says. At $1,800 the price wasn’t bottom dollar, but the seller was the second owner and the bike was obviously very well cared for. All of the factory decals are in place, the plastic lenses are crystal clear, and many of the yellow paint dots, applied at the factory during assembly, are still clearly visible on various nuts and bolts. Surprisingly, the CB750F gained some weight over the standard CB750 — a little bit more than 12 pounds. Yet a few extra pounds didn’t bother Cycle magazine’s tester, and they were quite happy with how the machine handled. In its May 1975 issue, Cycle said: “The CB750F, tighter gearing not withstanding, is going to get shaded in a straight-line contest of speed with, say a Z-1. But it handles better than any of the other Japanese Superbikes. Despite the longer wheelbase and stability-oriented steering geometry, the Honda CB750F handles like a bike at least a hundred pounds lighter.” Press Reports “The fact remains that it will just whip the tires off your typical, tricked-out café racer. Highbars, turn-indicators and all, it really is a super sporting motorcycle.” — Cycle, May 1975 “Performance-conscious riders will enjoy the added power and acceleration which have brought the machine back to the fringes of the Superbike category, with the added benefit of improved handling.” — Cycle Guide, July 1975 “It handles better than any other standard large Japanese bike I know, which makes it more fun than Honda 750s have ever been.” — Cycle World, November 1975 “The Honda 750F aims to please on too broad a scale to be a truly great motorcycle in any single category. But to label that as bad would go against the fact that Honda has a sold a huge number of K models since 1971.” — Rider, Winter 1976 “The acceleration, handling and braking are spirited enough to keep your adrenaline pumping.” — Cycle Guide, March, 1977 Normal 0 false false false EN-US X-NONE X-NONE MicrosoftInternetExplorer4 The Honda CB750F Super Sport was born out of Honda's desire to regain its position as a motorcycle pacemaker. When Henry Ford launched the Model T in 1908, there was nothing else like it, and the T established a design template that defined the automobile for more than a decade. The problem? Ford was still building the T in 1928, and the market had moved on. By continuing to manufacture the same basic car, Ford maximized the benefits of mass production, but at the cost of market leadership. After years of snapping at Henry’s heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out front. Something similar happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And like the Model T, it stayed in production for just a little too long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged ahead of the CB750. And waiting in the wings were The Suzuki GS750 and the Kawasaki KZ750, both aimed squarely at the market Honda had built, and creating along the way what was to become known as the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC across-the-frame inline four. Honda’s response to the challenge was conservative. In 1975, the 750 K5 with its distinctive stacked mufflers was joined by the Honda CB750F Super Sport with a sportier 4-into-1 exhaust. The Honda CB750F also wore a new, slimmer-looking (but 0.3-gallon larger) gas tank with a recessed filler covered by a lockable plate, and a disc brake replaced the rear wheel’s mediocre drum brake. In spite of its radical-looking (for Honda) exhaust, changes to the basic 750 Four plot were minor. Reduced trail and a longer swingarm improved straight-line stability, while a stiffer frame and suspension changes improved handling in the corners. And although the engine was claimed to be unchanged, the new exhaust system brought minor adjustments to valve timing and carburetion, which, according to Cycle magazine, also eliminated the K-bike’s off-idle flat spot. Whether it was the new exhaust (and revised air box) or some undisclosed engine modifications, the F produced considerably more power than the K-bike. Cycle magazine recorded 58hp at the rear wheel compared with 49hp for the 1973 K3. This, combined with lower gearing, meant a standing quarter in the high 12s instead of the 13s. On the road, the improvements made for a comfortable ride and precise steering: “… it handles better than any of the other Japanese superbikes,” said Cycle. Fuel consumption was slightly worse at 43mpg versus the K’s 45mpg, perhaps because of the lower gearing and a 12-pound weight increase.

Honda : CB 1975 HONDA CB 750F SUPER SPORT, 3,126 ORIGINAL MILES, 1 OWNER FROM NEW

$9,900

Chicago, Illinois

800x600 1975 HONDA CB750F SUPER SPORT – ALL ORIGINAL SURVIVOR! 3,126 ORIGINAL MILES, FRAME # CB750F-1007544, Manufactured 2/75 800x600 This Honda 750 Automatic epitomizes the late 1970’s sportbike/cruiser that became a permanent part of Honda’s reputation and still represents the classic style… Please scroll past the description and terms for more photos! The condition of this machine is highly original and un-restored. It has 3,126 original miles from new. The frame and engine numbers are factory correct and original. It is the 750 cc engine. The gearbox is also original to the machine. This Honda 750 Super Sport is completely original and has never been apart. It is in un-restored and in very nice condition, and is a true historical document that should be preserved and ridden. This machine has been in my collection, is started on a regular basis, and ridden occasionally to make sure everything still works. When I purchased the bike, it had been sitting for some time in completely original condition. I went through the machine top to bottom and checked all of the major engine, transmission, and braking components for functionality and safety. The gas tank was still in beautiful condition, with no wear evident, the carburetors were inspected, cleaned, and re-installed, the air filter checked, all fluids changed, and both front and rear brakes were taken apart cleaned, re-built, and re-installed, the consequence of the bike sitting idle for a long period of time. The tires on the front and rear are the original type and size for the machine and appear to be the original tires to the machine. The tires and tubes have NOT been replaced and, while not as soft and pliable as when they were new, are in amazing original condition. The rims are also the original Honda rims, as are the spokes, and overall, the wheels are in very nice original condition. The seat is original and the upholstery is in perfect condition with no rips, tears, or wear of any kind, and the Honda script on the rear of the seat is sharp and clear. The engine and transmission are in excellent interior condition due to the low mileage and absence of any type of harsh conditions or abuse throughout its life. The 4 into 1 Honda exhaust is also original to the machine, and is in beautiful condition. A complete cleaning and detailing was performed, and although detailing on an original machine is never completed, the overall condition of the finishes is remarkable considering the age of the machine, and is in line with the low original mileage. The aluminum parts are in excellent condition overall, but due to the originality, I did not want to go too far polishing any parts. The paint is the original Candy Sapphire Blue, and is visually stunning. The original decals and badges are still applied to the gas tank, fairing and sidecovers. All of the plastic fairings, covers, etc. are in excellent condition and not in need of any type of repair. The 750 Super Sport on the road is very easy to handle, and rides down the road very tight, with no shakes, shimmies, or rattles. It shifts and accelerates smoothly and holds the road as it should. This bike is really great to ride and very fast for the period. There is absolutely NOTHING that needs to be done to this machine to ride it occasionally and enjoy it as a showpiece. Unlike a lot of collector motorcycles for sale on the internet, this 750 is ready to ride and not in need of any expensive service once you get it home. I am always looking for new machines to add to my collection. Please contact me if you have something interesting available! TERMS: $500 DEPOSIT WITHIN 48 HOURS OF AUCTION CLOSE. BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, BANK TO BANK TRANSFER, OR CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE. SORRY, NO C.O.D. AND NO PAYPAL. The description of this motorcycle is written to the best of my knowledge. However, I am by no means an expert on vintage Honda motorcycles. Please don’t hesitate to ask for more photos and, if possible, come and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, please contact me before the auction ends. If you have any questions, please contact me. If you live close to Chicago, I encourage you to come and inspect the motorcycle in person! In an effort to protect the eBay user information and to help ensure the authenticity of correspondence between sellers and bidders, eBay’s new listing format does NOT display any bidder information. Nevertheless, I STRONGLY encourage bidders to contact me directly to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a zero or negative eBay feedback rating. This motorcycle is being sold as is, where is with no warranty, expressed, written or implied. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the motorcycle and to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this motorcycle at the buyer's request PRIOR to the close of sale. Seller assumes no responsibility for any statements regardless of any oral statements about the motorcycle. Please remember that your bid constitutes a legally binding contract to purchase this item. If you require an inspection, have it done prior to bidding. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional inspector prior to placing a bid. After the sale, inspections are not recognized as a contingency to completing your obligation to your winning bid. If there are any questions regarding the above terms, please e-mail prior to bidding. Please do not waste my time or yours bidding on an item you do not intend to pay for. If you bid on this item and win, you are expected to pay for the item and pick it up in a timely manner! I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can also arrange crating for shipment on my end for a nominal extra charge. If you are an international buyer, I understand it can take some time to arrange shipping, so I do not mind keeping the motorcycle for a longer period of time until pick up. Please contact me before the sale ends, if possible, to discuss the specifics. Thanks for your interest! For more on the Honda 750 Super Sport, read on past the photos… 800x600 CB750F Super Sport History: Honda of Japan introduced the CB750 motorcycle to the US and European markets in 1969 after experiencing success with their smaller motorcycles. The bike 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. Under development for a year, the CB750 offered two unprecedented features, a front disc brake and a transverse straight-4 engine with an overhead camshaft, neither of which was previously available on a mainstream, affordable production bike. These two features, along with the introductory price of $1,495 ($9,475 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" upon its 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 compelling 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. On the other hand, the bike was difficult to get on its center stand and tended to throw chain oil onto its muffler. Unable to gauge demand for the new bike accurately, 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 – the factory being unsure of the bike's reception. The bike remained in the Honda lineup for ten years, with sales totaling over 400,000 in its life span. The CB750 is sometimes referred to as a Universal Japanese Motorcycle or UJM. The Discovery Channel ranked the Honda CB750 third among the top ten greatest motorbikes of all time. Specifications: Claimed power: 58hp @ 8,000rpm Top speed: 114mph (period test) Engine: 736cc air-cooled SOHC transverse-mounted inline four Weight (dry): 449lb (227kg) Fuel capacity/MPG: 4.8gal / 35-55mpg Price then: $2,152 And more insight from articles on the 750 SS… The Honda CB750F Super Sport was born out of Honda's desire to regain its position as a motorcycle pacemaker. When Henry Ford launched the Model T in 1908, there was nothing else like it, and the T established a design template that defined the automobile for more than a decade. The problem? Ford was still building the T in 1928, and the market had moved on. By continuing to manufacture the same basic car, Ford maximized the benefits of mass production, but at the cost of market leadership. After years of snapping at Henry’s heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out front. Something similar happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And like the Model T, it stayed in production for just a little too long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged ahead of the CB750. And waiting in the wings were The Suzuki GS750 and the Kawasaki KZ750, both aimed squarely at the market Honda had built, and creating along the way what was to become known as the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC across-the-frame inline four. Honda’s response to the challenge was conservative. In 1975, the 750 K5 with its distinctive stacked mufflers was joined by the Honda CB750F Super Sport with a sportier 4-into-1 exhaust. The Honda CB750F also wore a new, slimmer-looking (but 0.3-gallon larger) gas tank with a recessed filler covered by a lockable plate, and a disc brake replaced the rear wheel’s mediocre drum brake. In spite of its radical-looking (for Honda) exhaust, changes to the basic 750 Four plot were minor. Reduced trail and a longer swingarm improved straight-line stability, while a stiffer frame and suspension changes improved handling in the corners. And although the engine was claimed to be unchanged, the new exhaust system brought minor adjustments to valve timing and carburetion, which, according to Cycle magazine, also eliminated the K-bike’s off-idle flat spot. Whether it was the new exhaust (and revised air box) or some undisclosed engine modifications, the F produced considerably more power than the K-bike. Cycle magazine recorded 58hp at the rear wheel compared with 49hp for the 1973 K3. This, combined with lower gearing, meant a standing quarter in the high 12s instead of the 13s. On the road, the improvements made for a comfortable ride and precise steering: “… it handles better than any of the other Japanese superbikes,” said Cycle. Fuel consumption was slightly worse at 43mpg versus the K’s 45mpg, perhaps because of the lower gearing and a 12-pound weight increase. Then the 1977 Honda CB750F2 Super Sport, the CB750F2, was introduced in 1977. The F2 featured Honda’s ComStar wheels with dual disc brakes at the front while the 4-into-1 exhaust exited through a new muffler with a slightly deeper exhaust note. Changes inside the engine (larger valves and more radical cams) improved power to around 60hp at the rear wheel, but at higher rpm (now 8,500 compared with the F’s 8,000rpm) and with the redline stretched to 9,500rpm. To emphasize its sportiness, the engine was powder coated black. At over 540 pounds with a half tank of gas, the F2 was also the heaviest 750 so far (with the exception of the 750A automatic), and 10 pounds heavier than the 4-pipe touring K model. Yet in spite of the extra weight, and the fact that the 28mm Keihins now had accelerator pumps, fuel consumption improved slightly to 45mpg. Most testers considered the F2 to be the best Honda 750 so far, the result of continual refinement and improvement that had created a comfortable, fine handling motorcycle with performance that just about kept pace with the GS750. All was not perfect in paradise, however. During a 10,000-mile extended test, Cycle Guide’s F2 dropped a valve, destroying a piston and the cylinder head. The cause, they speculated, was insufficient heat treatment of the valve. Testers also emphasized some problems with the 750’s transmission, notably missed shifts, false neutrals and a tendency to drop out of gear. Also noted was a lack of steering stability. The life of a test mule includes some pretty vigorous riding, and the dropped valve occurred after a series of full throttle drag strip takeoffs attempting to verify Honda’s claim that the F2 was capable of sub-13 second standing quarters. “We didn’t abuse the CB750,” concluded Cycle Guide’s review, “but we pushed it to its limits — and then just past.” Further, the F2’s ComStar wheels — light alloy rims riveted to pressed steel struts — were largely unloved. Honda claimed they embodied the advantages of both cast and spoke wheels without any of the disadvantages. Few liked the appearance of the struts or the rivets, and the latter would prove to be troublesome. Rivets can loosen over time, compromising the integrity of the wheels. If you’re considering buying any Honda with ComStar wheels, check them carefully. While used Super Sports aren’t exactly rare, good ones are. As the sportiest bike in Honda’s mid-1970s stable, they seem to have received more than their fair share of abuse, victims, perhaps, of over-enthusiastic owners. But parts are plentiful, and thanks to their simple build they’re easy to work on and generally hugely reliable, making them a great usable classic. MC Motorcycle Classics magazine, by Richard Backus, May/June 2010 It could certainly be argued, that the progenitor of the 1970s superbikes was the four-cylinder Honda CB750, a machine first introduced in 1969 and the precursor to the 1976 Honda CB750F Super Sport featured here. Honda definitely wowed the motorcycling community with the CB750, but it didn’t hold the top spot for long. By the time Honda was marketing the CB750 K4 in 1974, plenty of luster had worn off the model. For one thing, competing manufacturers were producing faster motorcycles — like the aforementioned Z1. And thanks to the 1973 Arab oil embargo, fuel economy had become an important concern in the North American market. In response, Honda detuned the CB’s 736cc power plant — increasing efficiency, but decreasing horsepower. Where the 1969 CB750 produced around 67 horses, for 1974 there were only about 50 ponies at the rear wheel. By comparison, the 1974 Z1 produced a claimed 82 horsepower. The CB750, once the lightning rod for a new generation of Superbikes, had suddenly become the old man in the group. Much of the performance market Honda had created was lost to them, and in 1975 Honda wasn’t even going to offer a standard CB750. Instead, Honda planned to spice things up by replacing the four-pipe CB750 with the 1975 Honda CB750F Super Sport. The Super Sport was an improved machine, complete with a four-into-one header and muffler system, revised frame geometry featuring a lengthened rear swingarm, a rear disc brake and a longer gas tank with a new seat and rear cowl. There were yet more changes. Honda returned some of the lost horsepower to the 736cc engine through various internal improvements, including an increased compression ratio (from 9:1 to 9.2:1) and revised cam timing. In Honda’s world, the Super Sport, with 58 horsepower, would be the company road burner while the newly introduced liquid-cooled, horizontally-opposed four-cylinder Honda GL1000 Gold Wing would take over as Honda’s big touring bike. CB loyalists weren’t going to let the four-pipe CB750 disappear, however, and for 1975 Honda ended up offering all three big models. Enter the Super Sport Marcos Markoulatos, a mechanic at Baron MINI in Merriam, Kan., is a fan of 1970s Japanese motorcycles. Born one year after the Honda CB750F Super Sport was introduced, Marcos got his first motorcycle, a 1984 Yamaha Maxim 700, when he was 22. He had put an extra $1,000 down on a house he and a friend were buying, and his friend gave him the Yamaha. And while the Yamaha was his first “motorcycle,” it definitely was not his first powered two-wheeler. When he was 14, and for the two years after, he could regularly be seen riding a Honda Express moped around his hometown. Marcos didn’t like the Maxim 700’s upright, cruiser-style handlebar, so he swapped it for a flat, straight drag bar and rode the Yam for three or four years. But then he discovered offroading and started spending more time playing with a Jeep, and the Maxim saw less and less use. It wasn’t long before the motorcycle was for sale. “I’d had my fun with the Yamaha, and even though it was a great bike, I wasn’t really in love with it,” Marcos says. A couple of years later, though, and Marcos was itching to ride again. “Motorcycling was something I couldn’t kick, and I started to look around on the Internet,” he explains. Not entirely sure what he was looking for, Marcos found himself researching 1970s Japanese motorcycles. “Japanese machines of that era seem to be plentiful and dependable — economical to own and purchase,” Marcos says. Eventually, he decided what he really wanted was a Suzuki GS1000S Wes Cooley Replica, a particularly rare machine manufactured for only two years, in 1979 and 1980. When Marcos couldn’t find one, he looked into building his own version of a Wes Cooley Replica, but learned that would be a costly proposition. And then, as fate would have it, he was talking motorcycles with a co-worker who said he had a 1972 Honda CB750K2 sitting in warehouse storage. It had been stored for 15 years, Marcos says, and he bought it for pennies on the dollar, but there was no title and the engine was stuck. None of that really worried Marcos, however, and he set about getting the Honda running, installing a used but clean set of Flame Sunrise Orange side covers and a matching gas tank. Marcos got the bike tuned up and ready to ride just in time to have to put it away for the winter late in 2008; he didn’t get to ride it until the spring of 2009. Lucking out In the interim, still searching Craigslist and other Internet sites, Marcos discovered our feature 1976 Honda CB750F Super Sport for sale in Chanute, Kan., just two hours southeast of his home in Lawrence, Kan. “Basically, I was addicted to searching Craigslist, and the (CB750F) was close and the price was right,” he says. At $1,800 the price wasn’t bottom dollar, but the seller was the second owner and the bike was obviously very well cared for. All of the factory decals are in place, the plastic lenses are crystal clear, and many of the yellow paint dots, applied at the factory during assembly, are still clearly visible on various nuts and bolts. Surprisingly, the CB750F gained some weight over the standard CB750 — a little bit more than 12 pounds. Yet a few extra pounds didn’t bother Cycle magazine’s tester, and they were quite happy with how the machine handled. In its May 1975 issue, Cycle said: “The CB750F, tighter gearing not withstanding, is going to get shaded in a straight-line contest of speed with, say a Z-1. But it handles better than any of the other Japanese Superbikes. Despite the longer wheelbase and stability-oriented steering geometry, the Honda CB750F handles like a bike at least a hundred pounds lighter.” Press Reports “The fact remains that it will just whip the tires off your typical, tricked-out café racer. Highbars, turn-indicators and all, it really is a super sporting motorcycle.” — Cycle, May 1975 “Performance-conscious riders will enjoy the added power and acceleration which have brought the machine back to the fringes of the Superbike category, with the added benefit of improved handling.” — Cycle Guide, July 1975 “It handles better than any other standard large Japanese bike I know, which makes it more fun than Honda 750s have ever been.” — Cycle World, November 1975 “The Honda 750F aims to please on too broad a scale to be a truly great motorcycle in any single category. But to label that as bad would go against the fact that Honda has a sold a huge number of K models since 1971.” — Rider, Winter 1976 “The acceleration, handling and braking are spirited enough to keep your adrenaline pumping.” — Cycle Guide, March, 1977 Normal 0 false false false EN-US X-NONE X-NONE MicrosoftInternetExplorer4 The Honda CB750F Super Sport was born out of Honda's desire to regain its position as a motorcycle pacemaker. When Henry Ford launched the Model T in 1908, there was nothing else like it, and the T established a design template that defined the automobile for more than a decade. The problem? Ford was still building the T in 1928, and the market had moved on. By continuing to manufacture the same basic car, Ford maximized the benefits of mass production, but at the cost of market leadership. After years of snapping at Henry’s heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out front. Something similar happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And like the Model T, it stayed in production for just a little too long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged ahead of the CB750. And waiting in the wings were The Suzuki GS750 and the Kawasaki KZ750, both aimed squarely at the market Honda had built, and creating along the way what was to become known as the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC across-the-frame inline four. Honda’s response to the challenge was conservative. In 1975, the 750 K5 with its distinctive stacked mufflers was joined by the Honda CB750F Super Sport with a sportier 4-into-1 exhaust. The Honda CB750F also wore a new, slimmer-looking (but 0.3-gallon larger) gas tank with a recessed filler covered by a lockable plate, and a disc brake replaced the rear wheel’s mediocre drum brake. In spite of its radical-looking (for Honda) exhaust, changes to the basic 750 Four plot were minor. Reduced trail and a longer swingarm improved straight-line stability, while a stiffer frame and suspension changes improved handling in the corners. And although the engine was claimed to be unchanged, the new exhaust system brought minor adjustments to valve timing and carburetion, which, according to Cycle magazine, also eliminated the K-bike’s off-idle flat spot. Whether it was the new exhaust (and revised air box) or some undisclosed engine modifications, the F produced considerably more power than the K-bike. Cycle magazine recorded 58hp at the rear wheel compared with 49hp for the 1973 K3. This, combined with lower gearing, meant a standing quarter in the high 12s instead of the 13s. On the road, the improvements made for a comfortable ride and precise steering: “… it handles better than any of the other Japanese superbikes,” said Cycle. Fuel consumption was slightly worse at 43mpg versus the K’s 45mpg, perhaps because of the lower gearing and a 12-pound weight increase.