Merry Christmas to ALL my Customers around the world

Posted on December 22, 2024 by Steve Carpenter

22 Dec

Well, the time has flown by this year, way to fast to be honest, but its here now and whilst I am still busy, i need to stop and charge my own batteries so I can be fully charged for 2025, I hope that you have enjoyed your Motorcycle this year, whether it was just riding or rebuilding, a feel of accomplishment is hard to beat when you hear that engine crackle into life from a long time in a cold corner some place.

So, I am enjoying some good festive food and of course give me some time to watch some you tube stuff and relax with Jennifer and the animals we have at the Ranch, and I wanted to thank you all for purchasing from me and I always appreciate the emails and phone calls that I receive.

So, I thought I would add a video of stuff that I like watching and am sure that you will enjoy too or may of already watched it yourselves, if you have then I will be adding more over this Festive season for you all to enjoy.

Wishing everybody a Very Merry Christmas and I am always here to help, either by phone, by email or even by text, coming up to 25 years in business and love every moment of it.

Fella in the States buts a 1975 Norton Commando still in the crate

Posted on December 6, 2024 by Steve Carpenter

06 Dec

Back in 1975 I was a 13 teen year old with Motorcycle posters and pages from the MCN plastered all over my walls and even my ceiling, I was always into Motorcycles, and I remembered the day when I saw the article that Norton were bringing out a double disc 850 Commando that had an electric start, wow, that was cool as for me, I was a little bugger then and all the Brit bikes were super hard to kick over if they didn’t have a valve lift, well, not for a 80 pound teenager anyway.

So, when I saw that the New 850cc Norton had a “Lecky Start” I was super stoked, also Norton had an array of color schemes but I lobed the traditional JPS style of Livery the Black and gold or Black and Silver did it for me.

Below, Fella out here buys a 1975 850 Norton Commando still in the Original crate, like me, i would of put it together too but many purists cry about it, feck it, its a Motorcycle, they were made to ride not rot away in a box.

Arguably the greatest of the great British twins, Norton’s Commando reached its final form with the electric-start Mk3 850. It was almost modern for 1975, in some senses… One thing the late, Great British bike industry was good at was developing a design to the point at which even an amateur – in all senses of the word – must have wondered whether it would have made more sense to simply start again with a fresh design. Norton were quick into the post-WW2 market with their twin, the Dominator.

Why is this important? Because Triumph had shown the one true way just before hostilities broke out, and every rival bike builder in Blighty decided that they needed to follow suit. A good move, in fact. And so it was that Norton unleashed their Model 7 Dominator upon an impoverished post-war world in 1948 and prayed for sales. It looked neat, rated out at 497cc and delivered a decent 29bhp at a less-than-nifty but OK for the day engine speed of 6000rpm. It was good to ride, too; comfortable and smooth in a relative sense.

The Go was OK, and the Stop was too, although the handling was … shall we say, average, with the unlovely ‘plunger’ suspension at the back. No space here to discuss that particular peculiarity, fortunately, except to say that Norton’s enormous record of racing success included using this kind of frame. Mystery is as mystery does. Development surged ahead in the typically British way, in that the cycle parts changed a lot while the powertrain changed hardly at all except in the inevitable extraction of further power and capacity stakes. By 1967, when the Age Of The Superbike was rushing over the eastern horizon, Norton’s 750, the Atlas, was looking suddenly unsaleable.

This was demonstrated by the sad fact that the entire range of products from the parent company was so unsaleable that they went bust. Cue huge sighs of relief from Mr Honda. Not. Norton’s new owners understood that they needed Something New, and that they needed it Now. Arch-rivals BSA and Triumph had their new 750 triples poised to take on the world, and if Norton was to be something more than a fond memory they needed a new bike. Fast. So they developed one (or more, in fact, but only one seriously). This was adventurous. A dohc parallel twin of a notional 800cc capacity, with the cams driven by one of the longest chains ever seen on a motorcycle. It leaked and shook and rattled and was impossibly difficult to assemble. That was the good news. The bad news was that it made no more power than the Atlas’s 50bhp or so. Norton’s new guys looked at the mess, used the old Atlas and most of its powertrain, and hung it into a radical rubberised bicycle with flashy modern tank and seat and called it the Commando. And guess what? Despite being a cobble job, the bike was actually brilliant to ride.

While Honda were selling shiploads of sohc, 5-speed, electric start, disc-braked four potters, Norton won the MCN Machine Of The Year award for lots of years. Not bad for a pushrod, 4-speed, foot start, drum-braked twin. The Mk3 you can see here in glorious BS-color was the final development. In less than a decade, Norton had added an electric start and a single disc at each end. They had civilised it at least a little, but at heart it was that 1967 twin with that 1948 engine.

Stretched a little, but… This is that Piece of String question. Again. It always is. Norton Commando prices are insane. Certifiable. You can expect to pay at least £5000 for a total basket case, requiring both a complete rebuild and registering for the UK roads (assuming you’re riding it in the UK).

This is because you’re probably going to be restricted to a US model reimported from that great country. Original UK bikes tend to fetch more. Mad but true. Less mad is the equally remarkable fact that if you do blow around £4k on rebuilding your bike properly – and spares supply is excellent indeed – you should be able to sell it for well north of £10,000. This, gentle reader, is called an investment. But the Mk3 Commando is a lot more than that, far more than an investment. It’s a great riding machine, with all the bottom end grunt of a big twin with low compression and gentle valve timing. No rice pudding is safe near one of these. Think Harley levels of low-rev heave. That’s what you’re paying your ten large for. And if you look after the bike, you’ll not lose money when you move it on. Fairer than that, you cannot say.

Power and torque

There was a great series of ads for Commandos, long ago in the dying days of the old industry. ‘Lotta Torque About Norton’ they claimed. Unusually for ad claims, the statement is accurate and hardly misleading at all. In its final Mk3 form – as seen here – the big Bendy stamped out 48.5 ft/lb at 5000rpm, which is surprisingly high, but maybe 75% of that grunt was available from around 3000rpm. By comparison, the contemporary Honda CB750 K7 delivered 44 ft/lb at 7000rpm, which feels a whole lot different on the road.

It’s also interesting to remember that Commandos were drag strip champs for many years, mainly because of their lunging lightning starts. Torque is with you as soon as you twist the grip – as with large capacity American twins. What this translates to in the real road experience is pretty impressive lift-off. Hardly in the modern superbike way, but very rapid indeed by the standards of the time. The engine delivers its torque in a wild way, with much vigour and tremor and a smoking tyre if that’s what you want.

And on the other hand its low-rev pull is so smooth and gentle that it can be babied along on an only-just open throttle at maybe 15mph, should you be inclined to civilisation. There is however none of this trickling along, clutch home, at walking pace, because the gearing is high. More of that in a minute.

Power is sort-of respectable, if not earth-shattering, even in 1975 or so. From a stock motor you’ll get around 58bhp at 5900rpm – that CB750 K7 supplied 67bhp at 8500rpm.

And their on-road performance is similar, strangely enough, not least because the Norton’s kerbside weight of 490lbs compares well with the Honda’s 540lbs. The 850 Commando is a relaxed engine. It does what it does and it does it very well. That said… if you want to have a more fire-breathing and less civilised Commando, go for one of the earlier 750s.

Engine, gearbox and exhaust

When considering any ancient Brit parallel twin it is essential to remember that Triumph were first. And indeed last. All the other competing companies’ designers tried – and often succeeded – to improve on the Triumph original. The Norton twin – as seen here – is like that.

Norton’s boss designer, a fine fellow name of Bert, wanted to improve on the Triumph twin, while producing comparable performance at a comparable price. So, rather than using Triumph’s vintage external tubes to contain the pushrods which prod the overhead valves, he had tunnels cast into the cylinder block.

That made the block more expensive, so he saved money by employing just the one camshaft, as opposed to the Triumph’s two. That shaft sits at the front of the engine, spinning in a trough of oil, and is rarely a problem… except when the occasional batch of soft steel was used, but that’s not a design flaw.

The next step was to cure the leaky top end, which was accomplished by casting the head and rockerboxes as one unit, which stops leaks between the top end joints … because there are no top end joints. Again, this makes for an expensive casting, and costs were saved elsewhere by using chains to drive both the single camshaft and the magneto, rather than the expensive precision gears employed by Triumph. So, we have a neat engine design with fresh thinking applied, gained from several years of experience watching how Triumphs performed in the real world.

The first Norton twin engine displaced 497cc from internal dimensions of 66 x 72.6mm. The first of the several stretches came for 1956, when the engine was bored and stroked to 68 x 82mm, providing a rousing 596cc. 1960 introduced a stretched stroke, hefting the twin to 68 x 89mm and 646cc – the first of many Norton 650 twins. By 1962 the inevitable Americans were demanding more cubes and Norton obliged with the first 750 – boring their twin to 73 x 89mm and 745cc. Hurrah.

That engine was used in several models and is in fact a completely cracking device, and when the freshly revived Norton concern was looking for a great new superbike engine to combat Honda and the like… their best efforts were no more powerful. Which is why the first of the Commando line used this engine when 1967 produced Sergeant Pepper and the Norton Commando. Hurrah for both. Steady development followed, and eventually in 1973 Norton performed the final overbore, taking their venerable engine out to 77 x 89mm and 829cc.

A few fairly serious problems with tuned 750s encouraged their new 850 to aim for more torque than power, so the last engines hiked the power from 60bhp at 6500rpm to 58bhp at 5900rpm, which produced the stump-puller we’ve already mentioned. That sounds a little sarcastic, but it’s not. The last of the 850 twins – seen here – is a gloriously relaxed and entirely enjoyable powerplant. It’s even quiet, so quiet that most owners ditched the quiet annular discharge silencers for the earlier ‘pea-shooter’ reversed cone megaphones, as also seen here. A couple more decibels and a couple more ponies too. It’s difficult to explain how different an engine this is to its Brit competitors. It’s never frantic, never in a rush, never bursting to go faster.

But it will run at 4000rpm – 75mph or so – all day, every day. And it’s relaxed and reliable doing this. Not all Brit twins are like this. The gearbox is another reason for the unique charm of the Commando. Introduced in 1956 and known variously as the AMC gearbox or the Norton gearbox, depending on who’s talking, it stuck steadfastly to its original four speeds, although their spacing changed over years, as you’d hope. The shift is clean and precise, fairly quick for a box of its type, and for the final Mk3 model the shift was … ah … shifted from the conventional Brit right foot to the left, as demanded by those mysterious Americans.

This change in turn dictated a new primary chaincase, with a tensioner for the chain itself and room for all the electric start gubbins. Did we forget to mention that the final Mk3 Commandos boast that ultra-modern device, the self-starter? Well, it does. And although their reputation was terrible – a joke even – for many years, the fix has been in for many more years now

. You know: turn key, apply thumb to switch and click-brumm. It is always a surprise when one works… It’s too easy to make jokes about the old-fashioned 4-speeder, but that’s actually missing the point in this case. The engine’s wide power delivery and flexibility allow the gearbox to have four very long ratios.

None of this top gear as an overdrive nonsense, either. What you get is a rare opportunity explore a whole small world of an exceptional riding style that’s largely missing in these latter days of 6+ speeders. Exhausts were several. This, the last of the big bangers had a nice simple system, just two headers joined by a balance pipe and with very quiet silencers. Most owners replace this with two headers without the balance and that set of megaphones. So should you.

Handling, suspension, chassis and weight

What exactly do you do when your Brit bike rivals are launching 750 triples and those irritating orientals are whistling over the far horizon with an ohc four? You either improvise, develop, and break new ground… or not. If the latter then you shut up shop and fade away.

Snag was that Norton’s new 800cc ohc twin wasn’t any good, and certainly wasn’t ready. So, displaying remarkable intelligence, the management listened to a pair of their engineers, who insisted that they could magically isolate the rider from the engine’s considerable vibration.

Rubber mounting was hardly new, but was rarely satisfactory.

Hooper and Favill, those splendid engineers, revealed to a startled board that their system effectively isolated the entire power train – engine, gearbox, swinging arm and rear wheel – from the bits of the bike which contact the rider. There was more.

The mountings used to achieve this were adjustable – applying greater or less pressure to the big ‘rubber’ bushings moved the smooth period up and down the engine’s rev range. How clever is that for 1966? This whole exercise demanded a decent leap of faith.

If Norton was worldwide famous for one thing it was their bikes’ excellent, class-leading handling and steering. The central reason for this was the famous ‘featherbed’ frame, which was a double loop device copied by very many other bike builders since its appearance in the early 1950s. Ditching that for something radically different and strange, while retaining the harsh pile-driving vibrator of an engine may appear to be madness But no. It actually worked, and worked better than anyone expected.

The actual main frame was also interesting, comprising a single large diameter tube running from the steering head to under the rider’s backside, where it met up with a pair of slimmer tubes which ran down from the steering head, cradling the engine and gearbox. Front suspension was handled by Norton’s well-proven ‘Roadholder’ fork, the rear by conventional Girling shocks. Nothing remarkable there. The clever part is the ‘Isolastic’ system. The engine, primary drive and gearbox are held to the frame by three mounting points, the isolation bit being provided by a set of bonded ‘rubber’ bushes. So far, so simple. The swinging arm is mounted in the rear engine plates, which are part of the engine/gearbox assembly and are thus isolated from the frame – the two main mountings are between the front engine plates and the rear plates, which are actually a cradle for the gearbox too.

Lots of clever thinking here. The swinging arm connects to the frame via the rear shocks, which are mounted in rubber bushes. The system didn’t change much, but the Mk3, as seen here, was blessed with a Vernier method of Isolastic adjustment which is a lot easier to use than the earlier shimming arrangement.

And it works really, really well. The engine is a serious vibrator … but it doesn’t matter at all. It can – and does – shudder away to itself between the rider’s knees while she or he enjoys blissful, smooth riding. The same team developed the rubber mounting system employed by Harley-Davidson on their belt drivers, and that works well too.

Brakes ;

Very conventional stuff here. Both wheels on the Mk3 are braked by single 10.7-inch discs, feebly gripped by twin-piston Lockheed calipers of variable effectiveness. Upgrades are available, all the way up to the three floating discs and race calipers seen in the pics. Braking is a great thing to upgrade. Oh yes.

Comfort ;

Mk3 Commandos were mostly delivered in two forms, the Roadster, as in the pics, and the Interstate, which had a vast touring fuel tank and a rearwardly displaced seat to allow it to fit. The side panels were also different, but the bikes were mechanically identical.

Roadsters got wide bars, so the rider sat upright, with the small tank fitting easily between the knees.

It’s very comfortable. Lots of riders fit dropped bars. No idea why. Slightly more challenging is the Interstate, which typically came fitted with flat touring bars and the rider’s backside rests about six inches further back than on the Roadster. Many people consider this to be a great fast touring posture. Others beg to differ. Changing bars is cheap, footrests less so.

Equipment;

As basic as it is traditional. Speedo and tacho (from a couple of different suppliers – just to give concours terrorists the vapours) and a small collection of idiot lights mounted in a neat panel between the clocks. Lucas switchgear and electrical gubbins, but an American Prestolite starter motor.

HAPPY THANKSGIVING 2024

Posted on November 28, 2024November 28, 2024 by Steve Carpenter

28 Nov

Well, here we are already, it’s 10am and Jenn is getting the turkey ready to put in the oven, I love this time of year and enjoy having the day off with the Macy’s parade on the TV and the smell of stuffing and gravy being made etc. I am always Thankful at this time as it really is time to stop and reflect to how lucky we are to live in this great country and enjoy life to its fullest.

I would like to thank ALL of my customers for their orders and of course friendship, having a Motorcycle fraternity is something I will always cherish and I really do enjoy helping people create their own motorcycles and supply as many parts as I can, at affordable prices. So thank you all for a great year and of course, more to come in the next year ahead of us.

Enjoy this day as much as you can, as the weather cools down, you may be spending more time in that warm Garage shed or Barn? Looking forward to seeing what you build in 2025 and hopefully will see a few photos of the finished creation?

Happy Thanksgiving and many thanks for all your orders, calls and emails, I am always here to help and see that you get the best part and value for your two wheeled machine.

We shall probably watch a movie later, I love Steve McQueen in the great escape.

Count down to Turkey day!

Posted on November 23, 2024November 25, 2024 by Steve Carpenter

23 Nov

Thanksgiving will soon be upon us, but its a celebration that I enjoy food wise and of course, me originally being a Redcoat, people think it may bother me, but- if it wasn’t for that day- Oct 19th 1981, well I wouldn’t be here if my original country and planted the flag. So I celebrate Turkey day with open arms, I love the American flag, be it : The Stars and Stripes Old Glory The Star-Spangled Banner The Red, White and Blue I have it tattooed on my left elbow and the union Jack on the right, I guess you can call me an Anglo-American.

But, as it is almost upon us to share and eat the food that Thanksgiving is based on, a harvest feast shared by the Wampanoag people and the English colonists (Pilgrims) of Plymouth in 1621. This event is known as the “First Thanksgiving”, though the term was not used at the time. It’s the most wonderful time of the year in the US – a time for food, family, friends, and being thankful for everything really.

As a kid I always wanted to be American, My Dad hated it and as I was into Rockabilly music, he used to say I looked like a Yank, I thanked him, much to his annoyance. I have a few special Turkey day sales on right now to say thank you to all my customers over the last 12 months and will be enjoying the Thursday gorging on all the lovely grub that my Girl will be cooking.

I am still trying to come to terms with the New website format, so forgive a few mistakes and placement of photos but just wanted to say that I hope that you all have a fantastic Thanksgiving and Thank you for choosing me for all your parts for your Motorcycle, it means so much.

2025 Yamaha XT500 is now back

Posted on October 8, 2024October 8, 2024 by Steve Carpenter

08 Oct

Time and tide wait for no man, woman or anything to be honest and as a Teenager in the 70’s I always wanted the good old Thumper Motorcycle, but didn’t have the money, but have always loved the infamous “Dinosaur” These 500 machines were almost grenade proof and ran hard on the road and dirt. The Yamaha XT500 is a twin-valve single-cylinder enduro-adventure motorcycle made by Yamaha from 1975 until 1989.

But now in 2025 we have been blessed to bring out a revamped version of the XT500 and I am eager to have a look and maybe sling my leg over one of these machine to see how they compare to the grandad of dual sports. Back home the XT500 was the big boy of Enduro motorcycles and so glad to hear that Yamaha are creating something with a feel of yesteryear but all modern.

This is how I remember them:

Lets hope the New 2025 version is every bit as exciting as the Thumper was when it first came out in 1975.

XT500

Up in the Barn for a little bit.

Posted on September 20, 2024 by Steve Carpenter

20 Sep

Well, I got the old Cold Lurgy, messed me right up last week to be honest, very similar to Covid, but tested and said negative, but im a weak right now and hoping to get my strength back as I have loads to do, I am more than willing to get some hard graft some but with no energy in your body, its like trying to ride long distance on a Motorcycle but you are already on reserve.

It’s the Weekend here at the Barn

Posted on September 14, 2024September 14, 2024 by Steve Carpenter

14 Sep

I have no clue where the days go these days to be honest, I get so involved with what I do and achieve in a short amount of time, it seems that life is shooting by at over 100 Miles Per Hour for me, but I wouldn’t change it for anything. Coming up towards 25 years in the Motorcycle industry here in Southern California is quite daunting to some extent, a quarter of a century already is almost upon me, but I have many more ideas and parts that I want to make and offer to everybody and a few more tricks up my sleeve, although that sleeve is turning into the size of Gandalf’s one lol.

But stay tuned to the website as I will always have a feature on anything new for you all to see, I have started to sell more things Like Handlebar grips, lights and electrical parts with more stuff continuing to increase as the year goes on. Something to pretty up your CB750 thats for sure.

I have a few builds that I need to sort out and build and will have a few blogs on what I am up too soon, I love all the correspondence that I receive and I thank you for that, if there is Anything I can help you with, feel free to email me at carpy@carpyscaferacers.com and I will do my utter best to help you go in the right direction.

Peace & Grease Everyone and, get out and Ride.

Hot this weekend that’s for sure in Southern California

Posted on September 7, 2024 by Steve Carpenter

07 Sep

Hot weather is still here and will continue for a couple of weeks I think, but 112 and 114 is a little too hot to be in the shed this weekend, plus I have stuff to do in our Garden with my Girl. so I have been out doing that, but tomorrow I have to fit some throttle cables to that K6 and tidy a few things up before I offer it for sale, its a great bike for the money with so many New parts.

I have many projects to get into later on, another 16 bikes to sort out but its fun doing it and doing it at home in my own time and do what ever I want to do, I love that feeling and always have a smile when I go in the Barn. I love all machines and have a few different bikes to build but the platform I have loved is the inline four, always cool to see people on them.

Hope that some of you get time to get out on your machines this Summer, before it gets colder further North, lucky for me, we can ride most of the year round, I ride every single day and never tire of it to be honest.

I’m still busy with my parts and builds and more to come later but just wanted to say howdy and do a quick Blog as its been a while, but always check my daily emails and texts.

Have a great weekend and thank you for all your orders, I am here to help, next year is 25 years in business and its going to be exciting as ever.

Honda CB750K 1976 SOHC I have managed to revive.

Posted on July 22, 2024 by Steve Carpenter

22 Jul

Well, I thought I should at least out down on some what of a lost, the parts that I have either refurbished or replaced with New Old stock on this 1976 K6 Machine as its so easy to get lost in the many parts you need to sort out, to be able to ride a non running machine that had sat in a yard for many many years.

Brand New 4 into 4 Exhaust system from Japan
Brand New Exhaust clamps
New Genuine Honda Horn
New Genuine Honda Clutch cable
New Genuine Honda Fuel tank rubber
New Complete seat assembly
New Genuine Handlebar Grips
New Levers
New Mirrors
New Chrome Rear Shock Absorbers
Powder Coated Rear Swing Arm
Chromed Stabilizer bar
New Chain and Sprockets
Rear Hub rebuilt and polished
New Rear Rim and spokes
New rear Tire and tube
Polished brake hub with new brake shoes
New brake actuator arm
New brake rod and spring
Rechromed rear fender
NOS rear tail light assembly
New inner fender
New Battery
New Genuine Honda Coils
New Plug caps and plugs
New oil and filter
Rebuilt and tuned carburettors
New intake rubber boots
New starter cover
New Clutch Cover
New OEM kick starter
New Oem Brake pedal
Rebuilt front caliper
New exhaust spigots
New fork tubes upper
Rebuilt lower forks and polished
Stripped and Powder Coated Main stand with New Spring

I have a few more little things to do on the bike and then I can fire it up again, but I am glad that I persisted and continued to clean this big 4 machine up and its looking pretty cool as it stands right now.

She does sit at the right height now, as I have fitted the correct size tire in the rear, I need to clean up the gear shift cover and will do that this week, as well as the sprocket cover, this bike has many New parts on now, I would like to repaint the tank and side covers but no time at present and I have many other motorcycles to build, this is the original Candy Antares Red livery.

The exhaust system fitted really well, I am a dealer for this system and they come direct from Japan with the baffles included but not the heat shields, but I was super stocked at the fit of these and the chrome looks amazing.

I used New spigots and New flange clamps to set the pipes off, would seem sacrilegious to go any other way as the original ones were rusted and looking worse for wear, this is a nice fresh factory look i believe and super glad that I went this route. Not cheap by any standards, but chewap will not last so buy right and you will see the benefits further on in time compared with inferior copies of this system.

I have always loved the look of inline four machines and the Honda was such a popular choice back in the UK when I was a Teenager, I have had so many Honda’s in my life and continue to work or build them in my barn.

I did buy an aftermarket rear fender as the original was quite bad in the way of rusty deposits, but the aftermarket version that I paid $200 was utter rubbish and got my money back, so invest the $400 and stripped and chromed the original fender and bought a New tail light assembly, sure looks nice now.

I have also fitted a New seat, the other one was ok but I wanted a fresh look and thought I may as well get another new unit to complete the bike and give it the right ride height, these bikes were a tall ride and have to be honest was surprised the Japanese Public could ride these as I am 5″11 and am tippy toed when sat upon this bike.

Sure, there are many more little things I can do to this machine but my plan was not to restore the bike to its New appearance in 1976, but to give it a fresh look from a sad and tired past of sitting in a garden to the elements for many years, but this will be for sale, I think $5000 is a fair price and, if I do more work, of course the price goes up, the exhaust system alone was $1600.

New Grips and Levers and cables etc help this old Lady become young again and of course I fitted stock mirrors for that 1970’s vibe and takes me back to my last years at school when I first saw a Red CB750K coming down the road.

The bike sits well and I removed the main stand and powder coated it and fitted brand New Genuine Honda hardware, I wanted to use the main stand as many have been removed over the years, plus it makes it so much easier to remove the rear wheel or chain etc.

The New tire and tube feels great, with New original DID rim and polished Hub with new internals and New brake shoes, Rod and actuator, this is a super set up and the New rear shock absorbers are the correct models for that ride height of 1976.

New footpegs and New Old Stock Brake pedal and New old Stock Kickstarter help clean this five hundred pound 2 wheeled Classic Thorobred up and give it a new lease of life, hoping that you are liking what I have accomplished on this 50 year old Motorcycle.

I took this out of the Original bag, cost me over $150 but its the Original and stoked that I located one not too far from me so there are some neat touches to this Motorcycle that you may enjoy looking at.

Now, the Carburettors are completely rebuilt, synchronized and are attached to genuine Honda NOS intake boots, I have old 1976 Velocity stacks on the bike but do have the original Airbox for the old girl. And also I fitted a New Clutch Cable and Covers too, Just have to fit a bolt in bottom points cover today.

The rear wheel is all rebuilt with New spokes and new bearings too, New chain and sprockets is a must and she really is a Classy looking bike, not yet found the title but am looking for it, I think the original owner has title and I have recently corresponded with him, so he may find it, if not I will sell with a Bill of sale as its been off the system for many years.

It does need a New front tire and I may fit another later on as I go along, but right now she looks really good and wanted to show the machine on my website as many people have been asking about the old girl.

Thanks for looking and I will continue playing with this CB750K until she sells, but of course, the More I work on it, the more the price will increase, but I do enjoy reviving these inline four beauties and hope you have enjoyed the pics and write up on this Japanese Iconic bike.

Honda cb750K 1976 Gets a work over

Posted on July 14, 2024 by Steve Carpenter

14 Jul

Well, the weather is now Hot as the inside of Gandhi’s Boxers, but I have been doing some work on the K6 Honda, I started to clean a few bits up as she had sat for many years in a back yard. So I thought I would clean her up more before selling this inline four machine.

The bike had low miles but obviously the condition had deteriorated due to being sat out in California weather for many many years, but the more I cleaned up, the more I put into this 500 pound of Japanese machinery.

I removed the rear wheel and swingarm as the swingarm was in need of having the paint stripped off of it and then have it powder coated, so I just got it back from the coating company I use and fitted it right away, I had to drum sand where the shock bushings go and fitted new Genuine Honda steel Bushings. You can see the rusty main stand in the picture, Once I have this back on the floor, I shall remove it and powder coat that Black too.

So much to do, the wheel is all rebuilt and I polished the hub and fitted new bearings etc, new spokes and new tire, I fitted the Cush drives this afternoon and its now ready for the brake hub to be fitted as it was in a sorry state too.

As you can see from the photo, she is all there but I stripped it and polished the outer carrier and fitted new shoes and actuator etc as I want this to look nice, not restored from frame up, as I don’t have time and space right now, but just a nice looking K6.

As you can see, this is now taking shape, I wanted a fresh clean look on the rear end and I believe I shall achieve that with a few more hours work on this classic inline four bike

The safety guard for the rear sprocket has seen better days and as you cannot find nice ones anymore, I had to get the hammer out and clean the dents up from where the chain has caught etc, these always get abused but wanted to make sure I got this as nice as I could and then send it off to the chrome shop.

A really nice job and am more than happy with the finish as this was pretty torn up when I removed it from the rear wheel, so not time to start bolting it all back together.

You can see I took my time and also used Genuine Honda parts where ever I could, the Bushings for the shocks are factory ones and I also used a New rear brake rod as the old one was really bent up and rusty to repair, I also purchased new chain adjusters to clean the rear end up and set the wheel off.

It is coming together and took my time as it was so hot today and of course I was on my own and do not want to scratch anything, but as you can see this bike is looking nice, and even though not a show winning restoration, it will be all there and I shall be fitting brand new 4 into 4 exhausts to give it the factory look it had when it left the factory all them years ago,.

I chromed the rear brake Stabilizer bar as that was rusty and new hardware through out, looking so much better than when I dragged it home, fitted New shocks and put the new chain on and set the tension right.

It is missing the chain guard and hope to purchase a New one soon to finish that area off right but I am sure I can get on with many more things before I need to attach that part.

I did buy a repro rear guard as mine had rust on it, but, it was so far out of wack I bit the bullet and paid a few hundred dollars to chrome the original rear fender and sent the copy one back in disgust. I prefer Original parts anyway and the list goes on of what I am refurbishing to get this bike right.

I fitted the original back into the frame and a new Old stock inner fender to clean the underside up. I have chromed the rear light assembly and that is going on right now.

To keep with the clean look I splashed out on a New seat for this K6 and glad I did to be honest as the original had seen better days, this really is a good seat and fits super well.

I put the light assembly together, using New light and chroming bracket, this is now all together and will wire tomorrow as its getting late but thought I would share with you today to show you how I am getting on.

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