What Is The Maxim Cc You Could Have On A Scooter/ Moped Before It Has To Be Register In Pa

Honda : Other 1980 honda moped pa 50

$475

Houston, Pennsylvania

Year 1980

Make Honda

Model -

Category Mopeds

Engine -

Posted Over 1 Month

GOOD CONDITION NEW CARBURETOR AND Melody-UP By HONDA Shop GOOD TIRES AND BRAKES RUNS Corking NO TITLE ... SOLD ON Bill OF Sale Simply

Vintage 1980 Honda Express NC50 Scooter Moped Barn Found Very Cool

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

$9,900

Chicago, Illinois

Category -

Engine -

Posted Over one Month

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'due south sportbike/cruiser that became a permanent part of Honda's reputation and still represents the archetype style… Please gyre past the description and terms for more photos! The condition of this auto is highly original and united nations-restored. Information technology 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 too original to the machine. This Honda 750 Super Sport is completely original and has never been apart. Information technology is in united nations-restored and in very nice condition, and is a truthful historical document that should exist preserved and ridden. This machine has been in my drove, is started on a regular basis, and ridden occasionally to make sure everything yet works. When I purchased the wheel, information technology 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 rubber. 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 event of the bike sitting idle for a long period of fourth dimension. The tires on the forepart and rear are the original type and size for the machine and appear to exist 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 astonishing original condition. The rims are also the original Honda rims, as are the spokes, and overall, the wheels are in very overnice original condition. The seat is original and the upholstery is in perfect status 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 fantabulous interior condition due to the low mileage and absence of any blazon of harsh weather condition or abuse throughout its life. The four into one Honda exhaust is as well original to the machine, and is in beautiful condition. A consummate 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 first-class condition overall, but due to the originality, I did not want to get too far polishing whatsoever parts. The pigment is the original Candy Sapphire Bluish, 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 non 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 information technology should. This bike is really great to ride and very fast for the period. There is absolutely NOTHING that needs to exist washed to this motorcar to ride it occasionally and enjoy information technology as a showpiece. Unlike a lot of collector motorcycles for sale on the cyberspace, this 750 is gear up to ride and non in need of whatever expensive service once y'all get it domicile. I am always looking for new machines to add to my collection. Please contact me if you take something interesting available! TERMS: $500 DEPOSIT WITHIN 48 HOURS OF Sale Close. Rest OF AUCTION Amount MUST BE PAID Past CASH IN PERSON, Bank TO BANK TRANSFER, OR CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION Shut. Lamentable, NO C.O.D. AND NO PAYPAL. The description of this motorcycle is written to the best of my knowledge. Notwithstanding, I am by no means an skillful on vintage Honda motorcycles. Please don't hesitate to enquire for more photos and, if possible, come and expect in person earlier the auction ends. ALL SALES ARE Concluding! If you lot have whatever questions, please contact me before the auction ends. If you lot accept whatever questions, please contact me. If you live close to Chicago, I encourage you to come and inspect the motorbike in person! In an effort to protect the eBay user information and to help ensure the actuality of correspondence betwixt sellers and bidders, eBay's new listing format does NOT brandish any bidder information. However, I STRONGLY encourage bidders to contact me direct to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a aught or negative eBay feedback rating. This motorcycle is existence sold as is, where is with no warranty, expressed, written or implied. The seller shall not exist responsible for the right clarification, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or gear up aside volition be fabricated on business relationship of any incorrectness, imperfection, defect or harm. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibleness of the buyer to have thoroughly inspected the motorcycle and to accept satisfied himself or herself every bit to the condition and value and to bid based upon that judgment solely. The seller shall and volition make every reasonable effort to disclose any known defects associated with this motorbike 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 motorbike. Please remember that your bid constitutes a legally bounden contract to buy this item. If you lot require an inspection, have it washed prior to bidding. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional person inspector prior to placing a bid. After the sale, inspections are not recognized equally a contingency to completing your obligation to your winning bid. If in that location are any questions regarding the higher up terms, delight east-post prior to bidding. Please exercise not waste product my time or yours bidding on an item yous do non intend to pay for. If yous bid on this detail and win, you are expected to pay for the item and pick it upwardly in a timely manner! I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can too arrange crating for shipment on my stop for a nominal actress charge. If you are an international buyer, I empathise information technology can take some fourth dimension to arrange shipping, and then I do non mind keeping the motorcycle for a longer period of time until pick upwards. 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 The states and European markets in 1969 after experiencing success with their smaller motorcycles. The bike was targeted directly at the The states market afterward Honda officials, including founder Soichiro Honda, repeatedly met with US dealers and understood the opportunity for a larger wheel. Nether development for a twelvemonth, the CB750 offered two unprecedented features, a front disc brake and a transverse direct-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 $1,495 ($nine,475 in current money), gave the CB750 a considerable advantage over its competition, particularly its British rivals. Cycle magazine chosen the CB750 "the most sophisticated production bike e'er" upon its introduction. Wheel World called it a masterpiece, highlighting Honda's painstaking durability testing, the cycle's 120 mph (190 km/h) top speed, the fade-free performance of the braking, the comfy 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 of import features that added to its compelling value: electric starter, impale switch, dual mirrors, flashing turn signals, hands maintained valves and overall smoothness and freedom from vibration both underway and at a standstill; after models (1991 on) included maintenance-free hydraulic valves. On the other hand, the bike was difficult to go on its center stand and tended to throw chain oil onto its muffler. Unable to gauge need 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 (frequently erroneously referred to every bit sandcasting) rather than diecasting for the engines – the factory being unsure of the bicycle's reception. The bike remained in the Honda lineup for x years, with sales totaling over 400,000 in its life span. The CB750 is sometimes referred to as a Universal Japanese Motorbike or UJM. The Discovery Channel ranked the Honda CB750 tertiary among the height ten greatest motorbikes of all fourth dimension. Specifications: Claimed ability: 58hp @ 8,000rpm Summit 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: $ii,152 And more than insight from manufactures on the 750 SS… The Honda CB750F Super Sport was built-in out of Honda's desire to regain its position equally a motorbike pacemaker. When Henry Ford launched the Model T in 1908, there was zero else like it, and the T established a blueprint template that divers the automobile for more than than a decade. The trouble? 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 product, merely at the cost of market place leadership. After years of snapping at Henry'south heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out front. Something like happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And like the Model T, information technology stayed in production for just a petty too long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged alee 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 fashion what was to go 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-one exhaust. The Honda CB750F too wore a new, slimmer-looking (just 0.three-gallon larger) gas tank with a recessed filler covered by a lockable plate, and a disc brake replaced the rear bike's mediocre drum brake. In spite of its radical-looking (for Honda) exhaust, changes to the bones 750 Four plot were minor. Reduced trail and a longer swingarm improved directly-line stability, while a stiffer frame and pause changes improved handling in the corners. And although the engine was claimed to be unchanged, the new exhaust system brought small-scale adjustments to valve timing and carburetion, which, according to Cycle magazine, also eliminated the Chiliad-bike's off-idle apartment spot. Whether it was the new frazzle (and revised air box) or some undisclosed engine modifications, the F produced considerably more than ability than the K-cycle. 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 loftier 12s instead of the 13s. On the route, the improvements made for a comfortable ride and precise steering: "… it handles better than whatsoever of the other Japanese superbikes," said Wheel. Fuel consumption was slightly worse at 43mpg versus the G's 45mpg, perhaps because of the lower gearing and a 12-pound weight increment. 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 frazzle note. Changes inside the engine (larger valves and more than radical cams) improved power to around 60hp at the rear wheel, but at college 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 one-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-piping touring K model. Still 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 all-time Honda 750 and then far, the event of continual refinement and comeback that had created a comfortable, fine handling motorcycle with performance that simply virtually kept step with the GS750. All was not perfect in paradise, even so. During a 10,000-mile extended test, Cycle Guide'south F2 dropped a valve, destroying a piston and the cylinder head. The cause, they speculated, was insufficient heat handling of the valve. Testers too emphasized some issues with the 750'due south transmission, notably missed shifts, false neutrals and a tendency to drop out of gear. Likewise noted was a lack of steering stability. The life of a test mule includes some pretty vigorous riding, and the dropped valve occurred later a serial of total throttle drag strip takeoffs attempting to verify Honda'due south claim that the F2 was capable of sub-xiii 2d standing quarters. "We didn't abuse the CB750," ended Cycle Guide's review, "but we pushed information technology to its limits — and so just past." Further, the F2's ComStar wheels — low-cal blend rims riveted to pressed steel struts — were largely unloved. Honda claimed they embodied the advantages of both bandage and spoke wheels without whatsoever of the disadvantages. Few liked the appearance of the struts or the rivets, and the latter would prove to exist 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. Every bit 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. Just parts are plentiful, and cheers to their uncomplicated build they're easy to work on and generally hugely reliable, making them a nifty 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 get-go introduced in 1969 and the forerunner to the 1976 Honda CB750F Super Sport featured here. Honda definitely wowed the motorcycling community with the CB750, but information technology didn't agree the tiptop spot for long. By the time Honda was marketing the CB750 K4 in 1974, plenty of luster had worn off the model. For 1 thing, competing manufacturers were producing faster motorcycles — like the aforementioned Z1. And cheers to the 1973 Arab oil embargo, fuel economy had go an important business in the North American market place. In response, Honda detuned the CB'due south 736cc power plant — increasing efficiency, but decreasing horsepower. Where the 1969 CB750 produced around 67 horses, for 1974 there were just about fifty 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 of a sudden 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 fifty-fifty going to offer a standard CB750. Instead, Honda planned to spice things up past 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 organization, revised frame geometry featuring a diffuse rear swingarm, a rear disc restriction 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.two:1) and revised cam timing. In Honda'southward world, the Super Sport, with 58 horsepower, would be the company road burner while the newly introduced liquid-cooled, horizontally-opposed 4-cylinder Honda GL1000 Gold Wing would accept over as Honda's big touring bike. CB loyalists weren't going to let the iv-piping 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 yr after the Honda CB750F Super Sport was introduced, Marcos got his commencement motorcycle, a 1984 Yamaha Maxim 700, when he was 22. He had put an actress $1,000 down on a house he and a friend were ownership, and his friend gave him the Yamaha. And while the Yamaha was his first "motorcycle," it definitely was not his first powered ii-wheeler. When he was fourteen, and for the 2 years after, he could regularly exist seen riding a Honda Express moped around his hometown. Marcos didn't like the Proverb 700'south upright, cruiser-style handlebar, so he swapped it for a flat, straight elevate bar and rode the Yam for three or 4 years. But then he discovered offroading and started spending more time playing with a Jeep, and the Maxim saw less and less apply. It wasn't long before the motorcycle was for auction. "I'd had my fun with the Yamaha, and even though it was a swell bike, I wasn't really in love with it," Marcos says. A couple of years afterwards, though, and Marcos was itching to ride again. "Motorcycling was something I couldn't kick, and I started to look around on the Net," he explains. Non entirely certain what he was looking for, Marcos plant himself researching 1970s Japanese motorcycles. "Japanese machines of that era seem to be plentiful and undecayed — economical to own and purchase," Marcos says. Eventually, he decided what he really wanted was a Suzuki GS1000S Wes Cooley Replica, a specially rare automobile manufactured for but 2 years, in 1979 and 1980. When Marcos couldn't find one, he looked into edifice his own version of a Wes Cooley Replica, simply learned that would be a costly proposition. And so, 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 xv years, Marcos says, and he bought information technology for pennies on the dollar, simply at that place was no championship and the engine was stuck. None of that really worried Marcos, yet, and he set about getting the Honda running, installing a used merely clean set up of Flame Sunrise Orange side covers and a matching gas tank. Marcos got the bike tuned upwards and set up to ride just in time to accept to put it abroad for the wintertime late in 2008; he didn't go to ride it until the spring of 2009. Lucking out In the interim, however searching Craigslist and other Net sites, Marcos discovered our feature 1976 Honda CB750F Super Sport for sale in Chanute, Kan., just two hours southeast of his dwelling in Lawrence, Kan. "Basically, I was addicted to searching Craigslist, and the (CB750F) was shut and the cost was right," he says. At $1,800 the price wasn't bottom dollar, but the seller was the 2nd possessor and the bike was apparently very well cared for. All of the factory decals are in place, the plastic lenses are crystal clear, and many of the yellow pigment dots, practical at the factory during assembly, are however clearly visible on various basics and bolts. Surprisingly, the CB750F gained some weight over the standard CB750 — a little fleck more than 12 pounds. Yet a few extra pounds didn't carp Cycle magazine's tester, and they were quite happy with how the machine handled. In its May 1975 issue, Bike said: "The CB750F, tighter gearing not withstanding, is going to get shaded in a straight-line contest of speed with, say a Z-one. Simply it handles meliorate than any of the other Japanese Superbikes. Despite the longer wheelbase and stability-oriented steering geometry, the Honda CB750F handles similar a cycle at least a hundred pounds lighter." Printing Reports "The fact remains that it will merely whip the tires off your typical, tricked-out café racer. Highbars, turn-indicators and all, it really is a super sporting motorbike." — Cycle, May 1975 "Functioning-conscious riders will enjoy the added ability and dispatch which accept brought the automobile 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 wheel I know, which makes it more than fun than Honda 750s take ever been." — Bike World, November 1975 "The Honda 750F aims to delight on too wide a calibration to exist a truly great motorbike in whatsoever single category. But to label that as bad would go confronting the fact that Honda has a sold a huge number of K models since 1971." — Passenger, Winter 1976 "The acceleration, handling and braking are spirited enough to keep your adrenaline pumping." — Bike Guide, March, 1977 Normal 0 faux false false EN-United states X-NONE Ten-NONE MicrosoftInternetExplorer4 The Honda CB750F Super Sport was born out of Honda'due south desire to regain its position every bit a motorbike 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 notwithstanding building the T in 1928, and the market place had moved on. By standing to manufacture the aforementioned basic car, Ford maximized the benefits of mass production, but at the cost of marketplace leadership. After years of snapping at Henry'due south heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out front end. 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 besides long. Past 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 congenital, and creating along the way what was to go known every bit the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC beyond-the-frame inline iv. Honda'south response to the challenge was bourgeois. In 1975, the 750 K5 with its distinctive stacked mufflers was joined by the Honda CB750F Super Sport with a sportier 4-into-1 frazzle. The Honda CB750F as well 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 bones 750 Iv plot were minor. Reduced trail and a longer swingarm improved directly-line stability, while a stiffer frame and intermission changes improved handling in the corners. And although the engine was claimed to be unchanged, the new exhaust arrangement brought minor adjustments to valve timing and carburetion, which, according to Cycle magazine, also eliminated the K-bike'southward off-idle apartment 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-wheel. Wheel magazine recorded 58hp at the rear bicycle compared with 49hp for the 1973 K3. This, combined with lower gearing, meant a continuing 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 1000'south 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

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

$9,900

Chicago, Illinois

Category -

Engine -

Posted Over 1 Calendar month

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 however represents the classic style… Please scroll past the clarification and terms for more than photos! The condition of this motorcar is highly original and united nations-restored. It has 3,126 original miles from new. The frame and engine numbers are factory right and original. It is the 750 cc engine. The gearbox is also original to the auto. This Honda 750 Super Sport is completely original and has never been autonomously. Information technology is in united nations-restored and in very squeamish status, and is a true historical document that should be preserved and ridden. This motorcar has been in my drove, is started on a regular basis, and ridden occasionally to make sure everything however works. When I purchased the bike, it had been sitting for some fourth dimension in completely original status. I went through the car top to lesser and checked all of the major engine, manual, and braking components for functionality and safety. The gas tank was still in cute condition, with no habiliment evident, the carburetors were inspected, cleaned, and re-installed, the air filter checked, all fluids changed, and both front end and rear brakes were taken autonomously cleaned, re-built, and re-installed, the consequence of the bicycle sitting idle for a long menstruum of time. The tires on the front and rear are the original type and size for the machine and appear to exist the original tires to the machine. The tires and tubes accept NOT been replaced and, while non as soft and pliable equally when they were new, are in amazing original status. The rims are also the original Honda rims, as are the spokes, and overall, the wheels are in very nice original status. The seat is original and the upholstery is in perfect status with no rips, tears, or wear of whatsoever kind, and the Honda script on the rear of the seat is sharp and clear. The engine and transmission are in excellent interior status due to the depression mileage and absence of whatsoever blazon of harsh conditions or abuse throughout its life. The 4 into ane Honda frazzle is also original to the machine, and is in beautiful condition. A complete cleaning and detailing was performed, and although detailing on an original automobile 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 Bluish, 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 fantabulous 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 every bit it should. This cycle is actually great to ride and very fast for the menstruation. In that location is absolutely NOTHING that needs to be done to this automobile to ride it occasionally and relish 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 information technology home. I am always looking for new machines to add to my drove. Please contact me if you accept something interesting available! TERMS: $500 Deposit Within 48 HOURS OF AUCTION CLOSE. Balance OF AUCTION AMOUNT MUST Exist PAID Past Greenbacks 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 clarification of this motorcycle is written to the best of my cognition. Nonetheless, I am by no means an skilful on vintage Honda motorcycles. Please don't hesitate to inquire for more than photos and, if possible, come and look in person earlier the sale ends. ALL SALES ARE FINAL! If you accept any questions, please contact me before the sale ends. If you lot have any questions, please contact me. If you live close to Chicago, I encourage y'all to come and inspect the motorcycle in person! In an effort to protect the eBay user information and to assistance ensure the authenticity of correspondence between sellers and bidders, eBay's new listing format does Not display any bidder information. Withal, I STRONGLY encourage bidders to contact me directly to reply 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 every bit 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 connexion therewith. No allowance or set aside will be made on business relationship of any incorrectness, imperfection, defect or damage. Whatever descriptions or representations are for identification purposes only and are non to be construed as a warranty of any type. It is the responsibleness of the heir-apparent 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 auction. Seller assumes no responsibility for any statements regardless of any oral statements about the motorcycle. Delight call back that your bid constitutes a legally binding contract to purchase this item. If you require an inspection, accept it washed prior to behest. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional person inspector prior to placing a bid. Later 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, delight email prior to bidding. Please do not waste product my fourth dimension or yours bidding on an item you do not intend to pay for. If y'all bid on this particular and win, you are expected to pay for the item and choice it upwards in a timely fashion! I welcome ALL international bidders and am happy to assist with making aircraft arrangements. I tin also arrange crating for shipment on my end for a nominal extra charge. If you lot are an international heir-apparent, I understand it can take some fourth dimension to suit shipping, so I exercise non mind keeping the motorcycle for a longer period of time until option up. Please contact me before the auction ends, if possible, to discuss the specifics. Cheers for your involvement! For more on the Honda 750 Super Sport, read on past the photos… 800x600 CB750F Super Sport History: Honda of Nippon introduced the CB750 motorbike to the United states and European markets in 1969 afterward experiencing success with their smaller motorcycles. The bike was targeted directly at the US market afterwards Honda officials, including founder Soichiro Honda, repeatedly met with U.s. dealers and understood the opportunity for a larger wheel. Under development for a year, the CB750 offered ii unprecedented features, a front disc brake and a transverse directly-four engine with an overhead camshaft, neither of which was previously available on a mainstream, affordable production bike. These ii features, along with the introductory cost of $1,495 ($9,475 in electric current money), gave the CB750 a considerable advantage over its contest, particularly its British rivals. Cycle mag called the CB750 "the near sophisticated production cycle e'er" upon its introduction. Bicycle Earth chosen information technology a masterpiece, highlighting Honda'southward painstaking durability testing, the cycle's 120 mph (190 km/h) height speed, the fade-free functioning of the braking, the comfy ride and excellent instrumentation. The CB750 was the first modern four-cylinder car from a mainstream manufacturer, and the term superbike was coined to describe it. The bicycle 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-complimentary hydraulic valves. On the other manus, the wheel was difficult to go on its centre stand and tended to throw chain oil onto its muffler. Unable to gauge need for the new bike accurately, Honda limited its initial investment in the production dies for the CB750 past using a technique chosen permanent mold casting (frequently erroneously referred to as sandcasting) rather than diecasting for the engines – the manufacturing plant beingness unsure of the bike'south 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 amid the height 10 greatest motorbikes of all time. Specifications: Claimed power: 58hp @ eight,000rpm Top speed: 114mph (period examination) Engine: 736cc air-cooled SOHC transverse-mounted inline four Weight (dry): 449lb (227kg) Fuel capacity/MPG: 4.8gal / 35-55mpg Toll then: $2,152 And more insight from articles on the 750 SS… The Honda CB750F Super Sport was born out of Honda'due south desire to regain its position as a motorcycle pacemaker. When Henry Ford launched the Model T in 1908, there was zippo else like it, and the T established a design template that divers the automobile for more than a decade. The trouble? Ford was nevertheless building the T in 1928, and the marketplace had moved on. Past continuing to manufacture the aforementioned basic auto, Ford maximized the benefits of mass production, just at the price of market leadership. After years of snapping at Henry's heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out forepart. Something similar happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And similar the Model T, information technology stayed in production for only a little also long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged alee of the CB750. And waiting in the wings were The Suzuki GS750 and the Kawasaki KZ750, both aimed squarely at the marketplace Honda had congenital, and creating along the mode what was to go known equally the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC across-the-frame inline four. Honda'southward 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 iv-into-1 exhaust. The Honda CB750F also wore a new, slimmer-looking (just 0.iii-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 bones 750 Four plot were small. Reduced trail and a longer swingarm improved direct-line stability, while a stiffer frame and suspension changes improved treatment in the corners. And although the engine was claimed to be unchanged, the new frazzle organisation brought minor adjustments to valve timing and carburetion, which, co-ordinate to Bicycle magazine, also eliminated the Thousand-bike's off-idle apartment spot. Whether it was the new exhaust (and revised air box) or some undisclosed engine modifications, the F produced considerably more power than the 1000-wheel. 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: "… information technology handles ameliorate than any of the other Japanese superbikes," said Wheel. Fuel consumption was slightly worse at 43mpg versus the G's 45mpg, peradventure 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 iv-into-1 exhaust exited through a new muffler with a slightly deeper frazzle note. Changes inside the engine (larger valves and more than radical cams) improved ability to around 60hp at the rear bike, but at college rpm (now viii,500 compared with the F'due south eight,000rpm) and with the redline stretched to ix,500rpm. To emphasize its sportiness, the engine was powder coated blackness. At over 540 pounds with a one-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 four-pipe touring Yard model. Yet in spite of the extra weight, and the fact that the 28mm Keihins at present had accelerator pumps, fuel consumption improved slightly to 45mpg. Most testers considered the F2 to exist 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 examination, Bicycle 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'due south transmission, notably missed shifts, simulated 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 elevate strip takeoffs attempting to verify Honda's claim that the F2 was capable of sub-13 second standing quarters. "Nosotros didn't corruption the CB750," ended Cycle Guide's review, "but nosotros pushed information technology to its limits — and then just past." Further, the F2's ComStar wheels — low-cal blend 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 exist troublesome. Rivets can loosen over time, compromising the integrity of the wheels. If yous're considering buying any Honda with ComStar wheels, check them carefully. While used Super Sports aren't exactly rare, skilful ones are. As the sportiest cycle in Honda'southward mid-1970s stable, they seem to take received more than their off-white share of abuse, victims, possibly, of over-enthusiastic owners. Just parts are plentiful, and thanks to their elementary build they're piece of cake to work on and generally hugely reliable, making them a great usable classic. MC Motorbike Classics magazine, by Richard Backus, May/June 2010 It could certainly be argued, that the progenitor of the 1970s superbikes was the 4-cylinder Honda CB750, a car get-go introduced in 1969 and the precursor to the 1976 Honda CB750F Super Sport featured hither. Honda definitely wowed the motorcycling community with the CB750, simply 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 same Z1. And thanks to the 1973 Arab oil embargo, fuel economy had get an important concern in the Northward American market. In response, Honda detuned the CB's 736cc ability plant — increasing efficiency, but decreasing horsepower. Where the 1969 CB750 produced around 67 horses, for 1974 there were only nigh l ponies at the rear wheel. Past 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 marketplace 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 upward past replacing the four-pipage CB750 with the 1975 Honda CB750F Super Sport. The Super Sport was an improved machine, complete with a iv-into-ane header and muffler system, revised frame geometry featuring a lengthened rear swingarm, a rear disc restriction 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:one to nine.2:1) and revised cam timing. In Honda'southward globe, 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'southward big touring wheel. CB loyalists weren't going to let the 4-pipage CB750 disappear, however, and for 1975 Honda ended upwards offer all iii big models. Enter the Super Sport Marcos Markoulatos, a mechanic at Baron MINI in Merriam, Kan., is a fan of 1970s Japanese motorcycles. Born 1 twelvemonth after the Honda CB750F Super Sport was introduced, Marcos got his beginning motorcycle, a 1984 Yamaha Saying 700, when he was 22. He had put an extra $1,000 downward on a house he and a friend were buying, and his friend gave him the Yamaha. And while the Yamaha was his first "motorbike," it definitely was non his first powered 2-wheeler. When he was 14, and for the two years afterward, he could regularly exist seen riding a Honda Express moped around his hometown. Marcos didn't like the Proverb 700's upright, cruiser-manner handlebar, and 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 fourth dimension playing with a Jeep, and the Saying saw less and less use. It wasn't long before the motorbike was for sale. "I'd had my fun with the Yamaha, and fifty-fifty though it was a great wheel, I wasn't really in love with it," Marcos says. A couple of years later, though, and Marcos was itching to ride once more. "Motorcycling was something I couldn't kick, and I started to look around on the Net," he explains. Non 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. Somewhen, he decided what he really wanted was a Suzuki GS1000S Wes Cooley Replica, a particularly rare automobile 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 suggestion. 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 championship and the engine was stuck. None of that really worried Marcos, nonetheless, and he ready 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 wheel tuned up and gear up to ride just in time to have to put it away for the wintertime late in 2008; he didn't get to ride information technology until the spring of 2009. Lucking out In the acting, nevertheless searching Craigslist and other Cyberspace sites, Marcos discovered our characteristic 1976 Honda CB750F Super Sport for auction in Chanute, Kan., just two hours southeast of his dwelling in Lawrence, Kan. "Basically, I was fond to searching Craigslist, and the (CB750F) was close and the toll was right," he says. At $one,800 the price wasn't bottom dollar, simply the seller was the second owner and the bike was obviously very well cared for. All of the mill decals are in place, the plastic lenses are crystal clear, and many of the yellow pigment dots, applied at the factory during assembly, are even so conspicuously visible on various nuts and bolts. Surprisingly, the CB750F gained some weight over the standard CB750 — a fiddling bit more than than 12 pounds. Yet a few actress pounds didn't bother Wheel 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 competition of speed with, say a Z-one. Merely information technology handles better than any of the other Japanese Superbikes. Despite the longer wheelbase and stability-oriented steering geometry, the Honda CB750F handles like a wheel at least a hundred pounds lighter." Press Reports "The fact remains that it volition just whip the tires off your typical, tricked-out café racer. Highbars, turn-indicators and all, it really is a super sporting motorcycle." — Bicycle, May 1975 "Performance-conscious riders will bask the added ability and dispatch which have brought the machine back to the fringes of the Superbike category, with the added benefit of improved handling." — Wheel Guide, July 1975 "It handles better than whatever other standard large Japanese bike I know, which makes it more fun than Honda 750s accept ever been." — Cycle Earth, November 1975 "The Honda 750F aims to please on too broad a calibration to exist a truly great motorbike in any single category. But to label that as bad would go against the fact that Honda has a sold a huge number of Thou models since 1971." — Rider, Wintertime 1976 "The acceleration, handling and braking are spirited enough to go on your adrenaline pumping." — Cycle Guide, March, 1977 Normal 0 faux fake simulated EN-U.s. 10-NONE Ten-NONE MicrosoftInternetExplorer4 The Honda CB750F Super Sport was born out of Honda'due south 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 pattern template that divers the automobile for more than than a decade. The trouble? Ford was still building the T in 1928, and the market had moved on. By continuing to manufacture the same bones car, Ford maximized the benefits of mass production, just at the cost of market place leadership. After years of snapping at Henry's heels, the Dodge Brothers, Louis Chevrolet and the remainder streaked out front. Something like happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And like the Model T, information technology stayed in product for but a little too long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged alee 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 get known as the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC across-the-frame inline four. Honda's response to the claiming was bourgeois. In 1975, the 750 K5 with its distinctive stacked mufflers was joined by the Honda CB750F Super Sport with a sportier 4-into-i exhaust. The Honda CB750F as well wore a new, slimmer-looking (just 0.iii-gallon larger) gas tank with a recessed filler covered past a lockable plate, and a disc brake replaced the rear bike's mediocre pulsate restriction. In spite of its radical-looking (for Honda) frazzle, changes to the bones 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 exist unchanged, the new exhaust organisation brought minor adjustments to valve timing and carburetion, which, according to Cycle magazine, likewise 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-bicycle. Wheel magazine recorded 58hp at the rear cycle 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 route, the improvements made for a comfy 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'southward 45mpg, perhaps because of the lower gearing and a 12-pound weight increment.

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