• Honda Cb750 Service Manual
• Honda Cb750 Manual Rc42 Heading

Full Honda CB750 Seven Fifty Service Repair Manual available to download for free. Get the manual you need in minutes. “The engine is a cocktail of parts from a Honda CB750 RC42 and a Honda CBX 750 RC17. I couldn’t find carbs for the RC42 engine so I custom fit a set of Keihin CR 35mm to increase the engine’s power.

1969 Honda CB750 Manufacturer Also called Honda Dream CB750 Four Production 1969–2003 2007 Assembly, Japan, Japan, Japan Successor or 736 cc (44.9 cu in) (1969–1978) air-cooled straight 4 (1979–2003, 2007) / 61 mm × 63 mm (2.4 in × 2.5 in) Top speed 125 mph (201 km/h) 51 kW (68 hp) @ 8500 rpm (1969) 50 kW (67 hp) @ 8000 rpm (DIN) 44 lbf⋅ft (60 N⋅m) @ 7000 rpm 5-speed Front: telescopic forks Rear: swingarm with two spring/shock units. Front disc / Rear drum Front: 3.25' x 19' Rear: 4.00' x 18', 94 mm (3.7 in) 1,460 mm (57.3 in) Dimensions L: 2,200 mm (85 in) W: 890 mm (35 in) H: 1,100 mm (44 in) Seat height 790 mm (31 in) Weight 218 kg (481 lb) 233 kg (513 lb) 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 Honda CB750 is an, made by over several generations for year models 1969–2003 as well as 2007 with an upright or riding posture.

Honda Cb750 Service Manual

It is often called the original (UJM). Though other manufacturers had marketed the transverse, 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 engine layout. The CB750 is included in the Classic Bikes; was named in the 's 'Greatest Motorbikes Ever;' was in exhibition, and is in the UK. The rates the 1969 CB750 as one of the 240 Landmarks of Japanese Automotive Technology.

The CB750 was the first motorcycle to be called a 'superbike.' Contents. History 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 Cub step-through—the best-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, repeatedly met US dealers and understood the opportunity for a larger bike. Early racing In 1967 American Honda's service manager 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, had rules that allowed racing by production machines only, and restricted overhead-valve engines to 500 cc whilst allowing the side-valve Harley Davidsons to compete with 750 cc engines. 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 Soichiro Honda that he should build a 'King of Motorcycles' and the CB750 appeared at the Tokyo Show in November, 1968 and was publicly launched in UK at the, England motorcycle show held at the during April 1969, with an earlier press-launch at Honda's London headquarters, the pre-production versions appearing with a high and very wide handlebar intended for the US market. The AMA Competition Committee recognised the need for more variation of racing motorcycle and changed the rules from 1970, by standardizing a full 750 cc displacement for all engines regardless of valve location or number of cylinders, enabling to field their 750 cc triples instead of the 500 cc twins.

Annual and cumulative production statistics, separated by SOHC (to 1978) and DOHC (1979 and later) Note: All CB750 engines are air/oil-cooled, as opposed to liquid-cooled SOHC Year and model code:. 1969 CB750 (6 June), CB750K or CB750K0 (date unknown). 1970 CB750K1 (21 September). 1972 CB750K2 (US 1 March).

1973 CB750K3 (US-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. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc.

Archived from on 3 November 2013. 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., by Paul Crowe - 'The Kneeslider' on 5/1/2008. ^ (2006), JHU Press, p. 150,. 'Cycle World Road Test: Honda CB750', vol. 8 no. 8, pp. 44–51, August 1970.

^ Landon Hall (July–August 2006). Retrieved 17 November 2010. Frank, Aaron (2003), MotorBooks/MBI Publishing Company, p. 92, retrieved 20 February 2010. Motorcycle Hall of Fame, archived from on 2005-10-30.

^, archived from on January 13, 2010, retrieved 20 February 2010. Discovery Channel. Archived from on 3 October 2009. ^ Statnekov, Daniel K.; Guggenheim Museum Staff (1998), 'Honda CB750 Four', in Krens, Thomas; Drutt, Matthew, The Art of the Motorcycle, Harry N. Abrams, p. 312,., National Motor Museum Trust, retrieved 19 October 2010. Girdler, Alan. at the.

^ Retrieved 13 June 2015. ^ Motorcycle Sport, UK monthly magazine, April 1969, pp. Cover, 121, 132–133. Honda's 750-4 arrives.

'The wide, sweeping handlebars on the machines shown at Brighton are fitted in the US market, but before deciding on whether or not these will be the ones for this country some discussion will take place between Honda UK and dealers and prospective owners'. Accessed 15 June 2015. ^, May 1969, Showtime - 6-page-special. Cover, 38–39, Honda's Four. 'MM takes a close look at the new 4-pot Honda 750'.

Accessed 15 June 2015. Original Honda CB750 by John Wyatt - Bay View Books Ltd 1998. 1970 Production 750cc Results Retrieved 13 June 2015., December 1970, pp.36-37 John Cooper interview by Charles Deane (editor). Accessed 13 June 2015.

Retrieved 20 June 2015. ^ 'Honda's Fabulous 750 Four; Honda Launches the Ultimate Weapon in One-Upmanship — a Magnificent, Musclebound, Racer for the Road', pp. 36–39, January 1969,. ^ 'Cycle Road Test: Honda 750cc Four', pp. 33–39, 78–81, August 1969. Wilson, H. (1995), The Encyclopedia of the Motorcycle, Dorling Kindersley Limited, pp. 88–89,., retrieved 25 August 2014. Alexander, Jeffrey W. (2009), p. 206, retrieved 5 April 2011.

Mick Duckworth (June 2004), (PDF), Classic Bike, retrieved 15 January 2008. Richard Backus (May–June 2010).

Motorcycle Classics. Retrieved 21 May 2010. Classic Bike Glamorous and Glorious by Mick Duckworth June 2004 issue. ^ Bacon, Roy (1996), Honda: The Early Classic Motorcycles: All the Singles, Twins and Fours, Including Production Racers and Gold Wing-1947 to 1977, Niton Publishing, pp. 110, 112, 185, 192,. ^ 'Honda's CB750F Stick versus the CB750A Automatic', Newport Beach, California:, vol. 15 no. 9, pp. 60–65, September 1976,. ^, Honda EARA.

^ Ker, Rod (2007), Classic Japanese Motorcycle Guide,:, p. 81,. The Hondamatic Transmission, The Innovative Automatic Transmission: A Breakthrough in Original Thinking, 1968. Honda Shop Manual CB/CM400's.

Honda Motor Co. December 1980. Honda Shop Manual CB/CM450's. American Honda Motor Co. Andy Saunders. 31 May 2009 at the., Honda Dream 18 July 1969 CB750 FOUR.

^, The First Motorcycle to Offer Disc Brakes. Brown, Roland (2005), The ultimate history of fast motorcycles,:, pp. 114–115,., 1978 Honda CB750K. ^, 1979 Honda CB750F Released June 23, 1979. ^, 1980 Honda CB750C, CB750K, CB750F Press Release.

(2000), Honda Motorcycle Identification Guide, 1959-2000, pp. 254–255, 262–263, 278,. Falloon, Ian (2005), The Honda Story: Road and Racing Motorcycles from 1948 to the Present Day,:, pp. 79–82,. ^ (in Japanese).

Archived from on 21 October 2012. Retrieved 9 May 2010. External links Wikimedia Commons has media related to.

Honda Cb750 Manual Rc42 Heading

Boehm, Mitch (July 29, 2014).

“The world’s first superbike.” The Honda CB750 has also become one of the world’s most popular donors for customisation. Its classic looks, impressive performance and its legendary status in history are all a testament to this. By the mid-nineties, the CB750 had undergone a lot of changes, many of which make these models less attractive to custom builders. Ugly bodywork, chunky solid wheels and a less refined looking engine make it harder to see their potential, but to a builder with a solid set of skills and a good eye these bikes present much more potential than the older models. Boasting the highest power figure (75bhp) and weighing less than any other model in the CB’s 40+ years of production, these models not only outperform their predecessors they are also much more reliable. “The engine is a cocktail of parts from a Honda CB750 RC42 and a Honda CBX 750 RC17. I couldn’t find carbs for the RC42 engine so I custom fit a set of Keihin CR 35mm to increase the engine’s power.

With the increase in power, I also had to improve the engine’s lubrication of the cylinder head which was done using the solid brass lines that you can see running up the right of the engine. I also added an external Active ST13 oil cooler to keep internal temperatures down and complimented the carb upgrade with a complete titanium exhaust system by Asahina Racing.”. “The stock Honda forks have been replaced by a Showa 43/25 mm system which has been mounted using a custom top clamp. Renthal clip-on handlebars were installed along with a set of turn signal that I also made and the engine start switch was drilled into the top clamp rather than adding more clutter to the bars.” The tachometer was also designed and built by Mario along with the various supports and struts that hold the fenders and brake components in place.

To replace the hefty Honda cast rims a set of lightweight Ducati hubs were laced to Excel Takasago rims wrapped in Michelin rubber and the factory swingarm was replaced with a Kawasaki Zephyr 1100, which has also been modified to double as an oil breather catch can.