The Honda CB750 of 1969-78 has already become a universally recognized milestone in motorcycle history and a blue chip collectible classic. The same cannot be said yet about the original CB750’s successor, the 1979-82 CB750F. Surviving CB750Fs are popular as a basis for custom café racers and are collectible in original form, but they exist in the shadow of the original CB750, in a sort of second-rank classic status. Finding a slightly rough but clearly coveted survivor curbside during a recent trip to Chicago, the Second City, therefore seemed appropriate in a way. Parked one block off of picturesque Lake Shore Drive in the affluent Near North Side area, this CB750F embodies the current status of the model quite well.
The CB750 was a sensation when introduced in 1969, bringing four cylinder power and smoothness, a front disc brake, and the quality and reliability that Honda had been establishing as its hallmark since the 1950s. The Kawasaki Z1 of 1972 elevated the performance bar further with a 900cc double overhead cam four rated at 81 horsepower, far surpassing the CB750’s 67 horsepower. Along with the smaller displacement fours from Honda, Kawasaki, Suzuki, and Yamaha, they established the Universal Japanese Motorcycle (UJM) as the new standard. The CB750 and Z1 both became sought-after classics after the usual depreciation cycle as used vehicles. Both also earned reputations as having more power than their chassis could handle, though, with flexible frames and single front disc brakes that were overtaxed by the bikes’ weight and speed potential.
The engines of the CB750 and its Japanese competition being ahead of their chassis design led during the 1970s to the emergence in multiple motorcycle-producing countries of high-end manufacturers that combined Japanese four cylinder engines with proprietary frames. Bimota in Italy, Rickman in the U.K., and Vetter in the U.S. each produced small numbers of sport bikes for customers with deep pockets wanting the ultimate in handling as well as speed. For riders of more average means, during the 1970s there continued to be viable reasons to choose a Norton or Triumph, which had well-established reputations for handling corners well.
The 1979 CB750F was a further step in the evolution of the UJM that introduced more sophisticated engine and chassis design. The inline four now had a cylinder head with double overhead cams and 16 valves, Honda’s first use of a four valve head in a mass-produced four cylinder motorcycle engine after earlier use of four valve heads in singles since 1972 and in the CBX1000 inline six and CX500 V-twin in 1978. The more advanced 750cc four was rated at 72 horsepower, an increase over the 67 horsepower of the SOHC 1969-78 CB750. A 900cc version introduced in the same year, the CB900F, produced 95 horsepower, trumping the 90 horsepower of the Kawasaki Z1000, the 1000cc successor to the Z1.
Chassis improvements were an equally important aspect of the 1979 CB750F. They used a new twin down tube frame that was significantly stiffer than the preceding CB750 frame, along with larger, air adjustable front forks and rear suspension with a needle bearing rear swing arm and fully adjustable shocks. Brakes advanced significantly as well, with dual front discs and a rear disc that were more than capable of arresting the bikes’ weight and speed. The wheels were the aluminum alloy composite ComStars that Honda had introduced in 1977, claimed to be significantly stiffer than existing spoked wheels and allowing the use of tubeless tires. Reviewers at the time judged the chassis of the new CB750F favorably, declaring it to be finally competitive in handling with the CB750’s rivals from Europe.
The 1979-82 CB750F brought Honda closer to making no-excuses all-around performance bikes that completely eclipsed the competition from Europe, which it and other Japanese manufacturers would do during the 1980s. During that decade, Honda and the other Japanese manufacturers released a succession of four cylinder sport bikes that established them as the undisputable leaders in high performance motorcycles: the Suzuki Katana in 1981, the Kawasaki Ninja and the V4 Honda Interceptor in 1984, the Yamaha FZ series in 1986, and the inline four Honda Hurricane in 1987. The CB750F with its DOHC 16 valve four, improved frame and suspension, and triple disc brakes represented a step from the 1970s UJMs to these sport bikes of the 1980s.
The CB750F found curbside in Chicago shows some wear and tear sustained over the years – small dents in the fuel tank, flaking chrome on an exhaust pipe, a replacement seat cover wrinkled from extensive solo riding –but also subtle upgrades to its rolling stock. Slightly oversized dual sport tires (Shinko 705s), 110/80-19 in front instead of the original 3.50 H19, are an unconventional choice that look beefier than the original size tires and may be of some benefit in low traction conditions. The ComStar wheels are all silver instead of their original black and silver, matching the silver paint of the bodywork. Otherwise, the bike looks original, straight out of the early 1980s.
The neighborhood where this CB750F was found is one of the most affluent in the city of Chicago, so it is unlikely that its owner is keeping it because he or she cannot afford to buy something more desirable. Keeping a Japanese motorcycle of this era on the road can be a challenge, with parts being far less available than for the original CB750 and other classics with larger followings and aftermarket support, so riding this CB750F probably requires an especially dedicated owner. The owner most likely understands and appreciates the CB750F’s place in history and its performance improvements over the CB750. He or she may also like that its inconspicuous style, which to most will look like any 1980s UJM, and its existing dents and wear make it a classic motorcycle that can be parked on the street without much fear. Regardless of the details, this CB750F in the Second City deserves to be considered second to none as a classic in everyday use.
Related Reading:
Sunday Salon: 1969 Honda CB750 — The First Modern Superbike
Not as popular as the GS 750 Suzuki or Kawasaki Z 650/750 at the time in the UK. It wasn’t up to Honda’s usual standard of reliability either, quite a few were blown up with snapped cam chains though they were a bit longer lived than the 900.
I admit I never liked them as it looked too much like the dull Super Dream 400 twin.
The Universal Japanese Motorcycle, from the era when they finally figured out handling. These are still kind of heavy and not that much more powerful than a BMW Airhead so I remain loyal to the roundel.
I had some friends who ran similar vintage Suzukis in the early 90s but back then the ultimate cockroach motorcycle for city use was the Honda CX500/CX650 because the water cooled engine was more tolerant of traffic jams and their oddness made them almost theft proof. I like the CB750F but the only big Japanese bike from the era I would want is a Suzuki Katana because they are so stylish.
I could not agree more on all points. For all of those reasons, I have just (literally a few days ago) delved back into BMW Airhead ownership for the first time in almost 20 years. I appreciate UJMs, but I would rather borrow one than own one — maintenance and repairs are the polar opposite of BMW simplicity.
Good call on the CX500/CX650 — it is legendary for its endurance as a city bike. I knew a CX650 owner in New York City, and I was impressed by its smoothness and quirky engineering.
Hmmm … when I had my CB900F I rode with several guys that had contemporary airheads (R100’s). The Honda was far more powerful and far more stable at speed, and required less maintenance Sure, adjusting the valves on an airhead was easy, or syncing the carbs: whereas the Honda could go 10’s of thousands of miles with just an oil change and it didn’t need valve adjustments after the initial break in, or carb synchronization. Agree that the cam chain was a problem, and obviously major engine work, when needed, was usually more difficult. The huge advantage to airheads, aside from a certain aesthetic and functional elegance, is the continued availability of parts and knowledge. Whereas, except to a small clique, and old UJM is just an old bike. Or a Curbside Classic 🙂
I had a GL500 standard once upon a time.
Cockroach bike…I like that term. Here’s a few more of them:
Honda NT650
Honda Transalp
Honda ST1100
Suzuki SV650
Didn’t help that whatever classic-ness the second generation 750 had got really watered down by the 750 Nighthawk, which they continued to make until something like 2009. Not that it was a bad bike.
Rating it against an airhead: I too, will always dive for a nice /6 or /7 instead. They have the ability to be fixed on the side of the road, and tools are usually included. Any four cylinder UJM is built for ease of production, not ease of maintenance. The Bimmer is more comfortable on the long haul.
CX500 story: Last year at the shop a guy comes in with a ’78 wanting to have a cam chain guide modification done. This is a recall dating back to 6 Dec 78 (well, that’s the copy I have in my recall folder) and is still in effect since its considered a safety recall. Which means Honda has to keep the parts kit available. Which they did . . . . they had two on the shelf in the warehouse in Japan! Took a month or so to get the kit in, but the guy got his recall. And a couple of other minor things the the engine needed done, since the case had to be split (which I think was his main reason for claiming the recall, saved himself a hell of a lot of labor on that job). Those engines do last forever. Only downside is that you have to split the cases to do just about anything and everything on them.
Blech, and with the vertical split case they leak oil too. Don’t miss my CX’s
Good find … I see a few of this generation either rat bike/cafe’d (in the modern pseudo-retro fashion) or rat bike/low-budget student transport. I never had much interest in the single-cam 750’s, but by 1981 I felt I had enough experience, desire and funds to upgrade from my hot-rodded CB400F. I test rode all three of the sporty Japanese 750’s (now considered UJM, but the Honda, Suzuki and Kawasaki were far more sporting than the odd Yamaha Seca 750) but by then the CB900F was available in the US. It offered beefier adjustable forks, more adjustable rear shocks, and most importantly a rubber mounted engine. One ride, and the extra power and smoothness had me sold. I put over 20K miles on my 900 the first year, added the Euro-market “Sport Control Kit” and specially ordered Krauser hard luggage to create a sport tourer before its time. I put 48K miles on it and moved to a BMW K100RS, which was a fine bike, but my memories of the 900F are still perhaps the best of any bike I’ve owned. If the new retro CB1100 were more F style than K style, and available in silver (like my 900 and the factory AMA race bikes of the time) there’d probably be one in my garage now.
oooorrrrgh…isn’t that castings quality a treat??!! :))) …especially after the last of Meriden’s ‘rough ole sand castings’ on the ’79 Bonne range . .
I own a 14 CB1100 DLX. It was designed to be the reincarnation of the original CB750. This is the finest, best made motorcycle I have ever owned. I never rode an original CB750, but if the quality and smoothness were anything like it’s reincarnation I can understand why it turned the motorcycle world upside down.
Thank you for this article. A few months ago I bought a 1979 CB750F Super Sport from a neighbor. The bike is very clean but has not run in years. I search the internet for information but most of it had to do with the ’69-’78 versions. So this article fills in a lot of holes. I am a novice to motorcycles and I am trying to figure out what is collectible and what isn’t. I also bought a 1998 GSXR1100 which appears to live in the shadow of the Hayabusa. Please keep the motorcycle articles coming I need the education.
“Keeping a Japanese motorcycle of this era on the road can be a challenge, with parts being far less available than for the original CB750 and other classics with larger followings and aftermarket support, so riding this CB750F probably requires an especially dedicated owner.”
yep. buddy of mine has an ’81 XJ650 Maxim. Needs carb joints. Good luck finding any for less than $100 each.
Before my 74 Norton Commando entered my garage, a 79 CB650 was my ride. These were almost disposable transportation 20 years ago but easy to work on and cheap to fix (if you could find parts). These next gen Honda Fours look too trendy compared to the classic look of the first gen.
Came across a 79 CB900F near the office with less than 700 original miles on the clock. It’s been sitting in heated storage since 1982!
Once you ride a 850 Commando, it’s hard to go back…
Count me in the boxer air head group .
I loved my old BMW /5’s , sold them all off and now ride a Ural and have some Honda trail 90’s , plus the CB400F just sitting out back rotting away……
I don’t really like four cylinder motocycles .
Any So. Cal. Riders here ? this Sunday November first , is the annual ” Best Ride By A Dam Site ” The Hansen Dam Ride , mostly vintage British crocks , everyone is welcome , just off the I-210 freeway in Lakeview Terrace , Ca.
I’ll be there riding a red boxer twin , pre celebrating my birthday .
-Nate
Suzuki and Kawasaki did the dual overhead cam four cylinder engines best. I came close to buying a CB900 but instead went for a Suzy GS1000. What an outstanding engine (and motorcycle) that was. The Honda’s were not over designed like the Kaw’s and Suzy’s so they did not take abuse. The GS Suzy’s were drag raced for years and could be built to produce 300+ hp. They had built-up crankshafts with roller bearings, can anyone enlighten me on the Honda crank?
The cb750s were Babbitt bearing on crank and rods. Nice sorta. Could remove rods without splitting crank.
I owned a ’79 in the exact same silver color. I loved that bike, and rode it through the mountains on many occasions.
I’d like to offer a couple of clarifications: first, the silver ComStar wheels on the ’79s were OEM; the spokes are aluminum, and Honda went to painted, reversed steel spokes on later models to cut costs. Second, the wheels were probably cheapened to pay for the swingarm needle bearing upgrade, as the ’79 also came stock with nylon bushings. I upgraded to aftermarket bronze bushings, which helped to tame the high speed wobble that also came stock.
In my opinion, the styling was a grand slam for the time it was introduced. The flowing, integrated body panels, the instruments that had the same “fighter jet” look as the CBX, and other numerous details that were well thought out lent a feeling of refinement to this bike that made my ’95 750 Nighthawk appear crude in comparison.
I really wish this bike were still in my garage. Perhaps I wax nostalgic because my original was stolen. Grrrr….
I have been riding a 1979 Honda CB750F for over 18 years now and it is everything I could ever want. It looks and sounds great and I get asked about it all the time. Sure the SOHC bikes are more desirable but the DOHC bikes are great too. These bikes are getting more popular and there are alot of aftermarket parts being made now. Lets keep these bikes on the road.