Tag Archives: cb750f

El Diablo Drag Pipes Ceramic Coated Silver SOHC CB750 Chopper

Posted on by Steve Carpenter
30 May

Thought I would get a set of my ” El Diablo” Drag pipes Cerakote coated in Silver, they look like Polished Aluminum and the advantage of this is that they will not Blue like chrome does.

I have always liked the way cerakoted exhaust look and stand out to any weather compared to chrome, I fitted these to my Chop and love the way they look on the bike.

Is Cerakote exhaust worth it?
Cerakote is by far the best option available when considering high performance ceramic coatings. It lays down smoother than anything else we have found on the market, and it can be applied to so many different materials including engines and exhaust systems.
I have sold a few sets already and hope to be making more of these Drag pipes next month as I have almost sold out of my inventory.
These were easy to fit and I did away with the old Exhaust flower clamps and shims, these have floating flanges and sits in the cylinder head tighter and bolt on.
Available now and I ship world wide, I am here to help too, discounts on orders of 2 sets or more.

Exhaust for SOHC Honda’s 1969-1978 The SIDEWINDER

Posted on by Steve Carpenter
14 Jan

I have been getting a lot of compliments on the 4 into 1 Exhaust I manufacture called The Sidewinder, this really is a great performing system that not only fits well, it sounds crisp and is a true Performance pipe.

These power houses are available in Raw steel, for that Industrial Look, or you can wrap them with Heat wrap for your Custom look, but also I get these Cerakoted in Ceramic and have a Choice of Colors of Black, Silver, Titanium and Burnt Bronze.  These are designed to fit the HONDA CB750K CB750F inline Four Models of the SOHC size, that’s from 1969 up to 1978.

Also , the advantage of this system is that you can still run with your center stand attached as these pipes wrap to the right hand side of your engine and clear the oil pain, the second thing is you have a totally clear access area to your Oil filter housing, which makes for easy oil changes and filter swaps etc.  A really well made system that is affordable and pretty easy to fit, even on your own.  I have done this many times and so glad I went this route, the whole system itself is about 13 pounds so easily lighter than the stock version.

These are all made right here in California and ready to fit to your bike and get you back on the tarmac, these are held into the Cylinder head by floating Flanges, so no more messing around with either half shims or them finned pinch clamps, simply bolt on with 8X35mm Bolts or if your head has studs, then these just slide right on into the ports and simply tighten sequentially.  I use a Stainless Bolt to attach the tail pipe to the header, as springs tend to jump off over bumps, mostly made for the track, so a tried and tested method is a high quality stainless bolt that I supply with the system.

Yes these do come with a Baffle and I do not add any packing to it, I like the 95 Decibel output but if you feel it is a tad loud for your area, then any local Motorcycle shop sells the fiberglass packing or use some steel wool and wrap around the baffle and refit until required sound is found.  No other sound like this, other than a 30 year old Yoshi.

The Photos I have shown are Raw steel, but Ceramic coating is available but takes 10 from order as I take it out to the company to do their coating but worth the wait, I do not store any in house coated, only because we get the odd Earthquake and don’t want to scratch anything if they moved when we get a shaker here.

I personally Pack these systems and send them out to you, I help Over sea’s Customers on the duty form, so you don’t get any silly fee’s, remember, I have been doing this almost 23 years, so know my way around the shipping forms. I packed these in a 16x16x21 double walled box and make sure that it doesn’t move when in transit.

Let me know if I can help you with one of these systems for your Machine, be it Stock, Custom, Café Racer. Brat. Tracker or a Dailey parts Runner, this exhaust will give you more pep and looks pretty cool too.  It breathes so well you will be stoked at the velvet tone that it emits at the rear end.  Looks Great and value for money, way better than the Chinese stuff that’s out there.

I am super stoked at these systems and have many repeat Customers from all over the states and the globe, I love to hear from customers that really do enjoy the burble that these 4 into 1 exhausts make and the throttle response is second to none. All would suggest you up jet 2 sizes on the main, but that’s it, these run so good.

If you need any more information, please drop me a line at carpy@carpyscaferacers.com or call or even text me on 714-598-8392, thanks for checking in and hope that you enjoyed this page on the Sidewinder Exhaust.

Raw Steel System : $380

Cerakote Coated :    $480

CB750 Honda Super Sport getting some work done to get her going again

Posted on by Steve Carpenter
08 Jan

 

\Here at the shop I always have things to do, but I always help customers out and when he bought the 1976 CB750F here I could see it needed just a little tlc, many people think they will just need a charged battery and some new fuel and away they go?  In some cases you do get lucky but this old girl does need a little bit more work before I can get her to run again.

This will be a nice machine as super low miles but as she has sat for a long while, the Carbs really do need some work, so first off they are removed and will get stripped, cleaned, vapor honed, polished and put all back together, after that they will be jetted and synchronized so they run great once more.  Not a cheap job but if customer looks after and rides regularly, no reason why these wont last another 40 years.

Intakes were solid as a proverbial rock, I do not want to refit the carbs and find out these have hair line cracks allowing air to leak into the manifolds, so I shall remove these and fit new ones that are nice and pliable and of course I sell on my website.

At least now I have a fighting chance at fitting the carburetors without having to push harder than a steam train to get the things to slide into the manifolds’ etc. Also a good tip on yours is, just add a little axle grease to the inside of the intakes to make the carbs easier to Plop, back into the rubber, makes a world of difference.

Still quite a bit to do as the front brake was binding so hard when we unloaded it from the trailer, this is always due to the steel piston inside the front caliper, as over the years when they sit in all weather and temperatures, the body of the caliper is alloy and the piston steel, aluminum will sweat and leave a rust deposit on the steel piston over time.  When they happens, altough only a small mark, the piston will not reseat when you let go of the brake lever as the O ring is catching that rust spot.  I always tap the caliper body with a rubber mallet to free the piston and that will stop the binding for a sec.

So, as I now move onto working on the front caliper, I will need a few tools, I will need an 8mm wrench for the brake line and the bleed nipple, as well as a 14mm socket to be able to undo the two steel bolts that hold the caliper to the hanger.  Also Dot 3 brake fluid and a bleeder bottle.

I will be fitting a New caliper body, I do not have a New feed line, so will have to be careful undoing the 8mm nut as it looks like its already chewed up from many years of abuse , but I will put a wrench with some tape on it and tap the wrench with a rubber mallet to shock the nut loose and not round the damn thing off.

This is the original caliper and I have no idea where originally this machine had been sitting or what sort of life it has had, even though its low miles, the weather does take its toll on them when sat for years doing nothing.

The Bolts were really tight on this front caliper, so I soaked them with WD40 and then used a socket with extension and go them to undo, but they were really on there tightly.

I replaced the front Caliper completely with the Kit that I sell on here and it worked a treat, really easy to put together and fitted like a glove.

I will advise the customer that on the next service, we should fit new brake lines, but for now we want to make sure that this Super Sport runs well and of course, stops safely.

Fitted the caliper and made sure the bolts were greased so nothing ceazes up like the original bolts and now just need to bleed the brake system to get all the air out.

All the air is bled out, bleeder nipple has the rubber cap placed on top and she is all good on the front end once more and he can rest assured the front brake will work as it should, and now I have to spend a few days stripping the carbs and getting them cleaned like new once more, stay tuned…………….

HONDA Super Sport Comes to shop to get running again

Posted on by Steve Carpenter
30 Dec

I never know what may turn up at the workshop these days and this time I was surprised to unload a pretty clean 1975 Honda CB750F Super Sport , this has only 8000 miles on the odometer and is a one owner machine that a Customer just purchased locally and then bought it along to me to see if I can get the motorcycle to run and ride once more.

This Honda SS had been sored away for a while so the normal things will need to be addressed to be able to get the old girl to function once more and give the new owner miles of smiles.

The bike is pretty much as stock as a rock, the only thing missing is the big Cannon tailpipe and the side covers, I make the side covers so that will not be a problem but the tail pipe may be another story, but the bike has a tiny battery that is dead, I will need to order a New one for her to be able to get this girl cranking over, but I shall take one off one of my own projects to see if I can get the old girl to fire up again after a long slumber.

It really is in good condition for its age, remember , she is now 47 years old, and I expect her to be a little stiff in places and get stuck from standing in a garage all that time.

On inspection the Gas Petcock had a lot of Brown sticky old fuel around the lever, so knew that the carburetor would be in dire need of stripping and completely overhauling to give her a brand new life once more, as the gas in California is awful, and in less a month, fuel will start to go bad and tarnish the carburetors and also the gas tank inside, causing blockages inside the fuel journals and then I have to vapor blast them to get it all clean and look like a factory finish.

I had quite a task of pushing the inline four into the workshop, as the front brake was sticking like an egg in a pan with no oil, so to free the piston in the front caliper, you have to tap it with a rubber mallet, it tells me right away that the piston has rust spots from years of sitting in hot and cold temperatures and this stops the piston from letting the brake pads fully release.

So a full strip and rebuild will be necessary to get the old girl to move freely once more, I have no worries fixing this as its a common issue due to the caliper body being an aluminum composite and the Piston is made of polished steel, the piston gets small rust deposits on the outer part and catches the O Ring and wont retract unless you bang the caliper body with a Rubber Mallet, so all New parts soon and I can get that all taken care of.

The Carbs will be pulled but may try to run the old girl using a Lawnmower gas tank I rig up and run Fresh fuel through the tank of the the auxiliary jig I made and right through the carbs, as I fear the petrol tank has some rust in it and will need to clean that out too, but I will run the bike through the auxiliary just to make sure that the engine is running ok and no issues with gearbox, clutch and maybe check for any oil leaks from the cases or cylinder head etc.

Once I remove the carburetors, I can take apart, vapor hone, Polish and synchronize to get this inline four 500 pounder purring once more, these are great engines.

The airbox is always a royal pain to remove and refit but I have done it many times, just have to be patient to be honest and plenty of WD40 at hand to ease the parts out.

Eight Thousand Miles on the bike, that’s super low, just was not ridden much by the original owner and a great find to the new person that found it by chance, stoked for them, the display cluster is in really good condition and gauges are not broken or scratched either.

 

The year 1975 saw the introduction of three F models, the 400F, the 550F and the 750F. That 400F was truly trick, with mildly set-back footpegs, a flat handlebar and a lovely megaphone-styled exhaust. However, the company decided to go the conservative route with the 750, apparently more concerned with bringing four-piper types into the sporting world than with luring crossover owners from the Ducati realm.

This is partially a retelling of the making of the most significant motorcycle of the last 50 years, but it is a story worth hearing again. There was nothing new about disc brakes, electric starters and overhead camshaft, transverse-mounted, four-cylinder engines in 1969—just that Soichiro Honda had made them cheap and reliable. The CB750K was a winner from when it left the starting gate, but everybody knew that winners get old.

Which is when the styling artists got their orders. The K was OK, and would remain the mainstay of the lineup, but something snappier needed to be on the showroom floor. Not too snappy, mind you, not like a Laverda 750SF nor an MV Agusta 750S, but something to provide at least the image of snappiness.

Call down to the muffler department and tell them to make a four-into-one exhaust system. Have the sheet-metal guys stretch that gas tank out a little, not much, just a smidge to give it a slightly elongated, racy appearance; and hide the gas cap. Then tell the seat people to make a little fiberglass extension to fit the back of the saddle, sort of a faux bum-stop that some single-seaters had. The fast look was born.

Of course the frame and engine departments were given their chores. The chassis mathematicians figured that Super Sport riders would go a little faster than those on the standard K, so they gave the fork an extra degree of rake, to 28 degrees. Along with 3⁄4-inch more trail. And left those ugly gaiters off. Built a slightly longer swingarm, which added up to a 57.9-inch wheelbase, 6⁄10-inch longer than on the K. This meant that when the F rider was trickling along U.S. 2 in North Dakota at a modest 100 mph, the bike was reasonably steady.

Power was another matter. Honda did not necessarily like to advertise horsepower ratings, but dynamometers don’t lie—unless they are hopelessly miscalibrated, in which case it is not lying. The F put out a good 10 percent more ponies than the K, and while some of those 58 horsepower, at 8,000 rpm, could be attributed to the freer flowing qualities of the four-into-one exhaust, the rest came from a slight boost in compression ratio, using domed pistons, up from 9:1 to 9.2:1. And the timing specs on the valves had been altered to adjust to the new exhaust. Also the carburetion was cleaned up a tad, in those halcyon days before the EPA, with the best of intentions, made a botch of things.

The F, with a full 4.8 gallons of high test in the tank, registered slightly over 535 pounds on the scale. Which was 10 pounds heavier than a K, although the F had three less mufflers. Possibly a little extra metal had been included in order to strengthen the double-cradle frame, with triple tubes, a main and two auxiliaries, running under the tank.

Put the leg over the saddle, and the rider sat pretty high at 32 inches. Pull the choke on those four 28mm Keihins, turn the key, and choose between pushing the button or kicking the starter; 999 times out of a thousand, the button won. Vrooom! The muffler had a mellow, unobtrusive sound, the engine warmed quickly, and the rider was away.

Twenty miles down the road, the Bridgestone Super Speeds were heated appropriately, and the twisties began. Tire technology was still pretty basic 40 years ago, but the 18-inch rear and 19-inch front spoked wheels each had a disc. Hit that first sharp left hander at a rapid speed, and the F felt really good. However, coming back at the same speed, the corner now a right hander, there would be a Grounch! as the collector box located beneath the right footpeg touched down. A little help could be had by getting out the toolkit and maximizing the preload on the shocks, but even then, a 200-pound rider was going to mar the chrome. The owner of this CB750F has changed the shocks to S&W, a distinct improvement.

Other than that minor drawback, the F did live up to its sporty intent. It probably was the best-handling of the Japanese 750-plus fours of the time. And got better.

 

Christmas time almost here

Posted on by Steve Carpenter
16 Dec

Tick Tick Tick is all I can hear right now, but its all cool, I have managed to get my Customers parts in the mail to them and in time for the big day too.

I thought this week I would add a video of stuff that interests me and this time it is an Indian Factory making the little 70cc 4 stroke Motors for their Impress bikes, looks like a Honda to be honest but great to watch.

If I can help with your orders, drop me a line or a text on 714-598-8392  email is carpy@carpyscaferacers.com

Rebuilding Old Set of CB750K forks 1974 HONDA

Posted on by Steve Carpenter
22 Nov

For many years I have rebuilt my own forks, and the transformation is so abundant, I wanted to share what I do in the Barn with you lot and maybe you can have a go at resurrecting your own set?

These tired front forks came off a 1974 CB750 K and Customer wanted Rebuilt and Polished suspension, so this is what I did to these old girls you see here.

The Lowers needed to be stripped apart and then sanded and cleaned then I will polish them to a Chrome finish for that Custom look, lucky Honda cast these quite thick so plenty of meat to polish by hand.

The upper tubes are toast, this is a common issue with the forks as originally Honda fitted fork covers and the  condensation in different heat simply left water droplets sit here and slowly rust the chrome away and into the tubing, you would not notice at all until you took the fork ears off the bike.

I have taken these apart and bought replacement Chrome tubes, then I sanded and buffed the lowers to a mirror finish, I covered in cling wrap to keep clean whilst I assemble these so as to not scratch the surface.

I slid the dampner into the fork tube and then inserted the upper tube into the lower stanchion, this is secure by a Bolt with a Copper washer right under the fork leg, secured with allen wrench and began the rest of the rebuild of these forks.

I have fitted so many of these Fork seals over the years and people always ask me, which way up do you fit these, I tell everybody that when you fit Honda seals, the ID Numbers should be facing you when you look at the seal seated in the fork lower.

Also, many people ask me how I fit my seals into forks, I have seen people use scary tools or hit with a screw driver, usually ending up tearing or making a hole in the seal, so what I have always used is a piece of PVC that I bought 20 years ago from Home Depot, this is the perfect size to insert oil seals .

I simply slide the PVC tubing down the fork leg until it sits on the seal, it fits perfectly and will not bind up as this makes sure that it is level when you tap the seal into the fork leg.

Personally, I use a Rubber Mallet and tap the tubing until I feel the seal bottom out on the inner shelf the fork has and then I know she is all the way home as you will feel the resistance right away and you can see the recess in the fork where the snap ring goes.

Some Honda’s have these snap rings, or as we call them in England ( Circlip ). But some early models had a spring clamp, but this is a snap ring that sits in the bottom of the cup of lower fork and secures the seal into the stanchion.

I use a set of Circlip Pliers but long nose pliers will do as you need to squeeze these together to slip into fork lower then release to lock seal in place.

I then slide the New Dust cap that I sell many off from the website, over the tube and down to the lower, it simply pushes on and sits tightly over the end of the fork and dresses it well.

 

There you go, nice and snug over the lower fork and easy to fit to be honest, and this job can be done pretty much by anyone with minimal tools.

I used New Stainless Lock Washers and Stainless Flange nuts for the bottom cups to finish them off nicely and its ready for Fork oil which is 5 ounces, I use Automatic Transmission fluid, always have and I throw in a couple of stainless washers on top of the spring to set the preload that I like.

And there you go, ready for the customer to fit back onto his Motorcycle and have fun on the tarmac, just thought I would do a little blog on what I do from time to time as many ask me for tips etc, thanks for watching.

The transformation is so cool to see, I often stop and look at what I have accomplished and you will do the same thing for sure.

So have a go at your ones, you may surprise yourself and save some money at the end of the day too.

Any info you may need about anything bike related, email me on carpy@carpyscaferacers.com or text me on 714-598-8392 I am here to help.

 

 

Working on Projects in the Barn

Posted on by Steve Carpenter
14 Nov

Time does not stand still and I now have all sorts of work to do but glad that I still get many emails, Phone Calls and of course texts, asking about builds, parts, service or idea’s etc, I love what I do and even though I really have had not had the time to build cabinets and work benches , I have enough to get by and get a few projects sorted out.

A lot to do and still get some what organized in the Barn, I will move my Model A Roadster out and start to get myself in work mode as quite a few things I have to do in here and its sure nice after 22 years doing this, I am still popular with the Public all across the globe.

You may remember The Red Devil I created about 2006, it got in a wreck when we were out riding about 13 years ago, and now it is time to fully rebuild this Old Caff Machine that has done many miles over the years and to resurrect this to a Tarmac eating two wheeled Monster will be a challenge but I am up for it.

This will be a frame off build and will be taking the old girl completely apart and will remove the paint from the frame and powder coat a Gloss Black, but keep the rims RED as its a great offset for this bike and nobody was really doing it when I did this back in the day.  I’m keep the tank but need to repair it as it has some damage from the crash, there must of been 100 Yards of Oil on the road when she slid on her left side when a Pick Up truck slammed into it on a off ramp from the freeway right in front of me.  Poor lad had a bad leg for a long time but now, years later, he is looking forward to a revamped Red Devil Motorcycle.

But I am looking forward to turning a few wrenches and creating some unique rides, the RED Devil will take some time But I have the Super Sport to finish next and then once I am happy with that, I shall offer it up for sale.

The Milwaukie Special will get a Full RED and White Paint job and will be quite the head turner, with great 4 into 2 exhausts and a fully rebuilt motor, this will scoot along quite happily, anywhere around the USA, as its had tons of work done, from the painted frame to the hand drilled rotors, this is quite a work of art that I really enjoyed creating.

All sorts of motorcycles in the shop now and of course the Mint 550 Supersport is always a lovely sight for sore eyes, as well as the 883 Sportster I am building too that will eventually buzz around here on the twisting roads that we are lucky to have we we live.

A Lot of 750 Bikes too in the stable with more to come, I hope to be creating a few cool rides and then offer them up for sale, I love building Motorcycles and am quite happy when I get to use my creative juices and try and build something interesting.

It will be a busy year here at the workshop and looking forward to building these and making some interesting inline four Custom bikes for people to really have fun with.

This old Girl is an old Drag bike that was built in the mid 1970’s, but may be transplanting it into the RED Devil if the Mill is OK as have no idea if she will run, but this is no ordinary engine, this is a RC COBRA Engine, with extended Cam towers and an RC Engineering Exhaust, along with an ARD Magneto and a set of smooth Bore Mikunis.  So before I get too crazy in stripping this old bike, I will need to get her going, this is a long term build but I hope I can get her to run again.

 

The Milwaukee Special CB750F HONDA SOHC

Posted on by Steve Carpenter
04 Sep

Well, here we go with another Model, this time a CB750F model, yes, the old Super Sport, I like the 750F models mainly because of their Disc rear brake, as the K model has a Drum rear, and this machine has some good lines to it, this was a basket case sometime ago and I plod along adding then taking away as I am not happy until the penny drops.

The Penny may not of dropped far but I think I am almost there with the design and the over look is quite sleek and streamlined, The Motor is rebuilt as well as the carburetors, but I have been to and from on the seat set up and after 6 or 7 different set ups, I came to the conclusion to keep it simple and will be fitting one of my Own Rocket Four seat assemblies to this bike and hopefully get it painted soon.

I think I am going to go with Smooth side covers, these were something I was experimenting with as one side had a hole in it, but I prefer at this time a smooth side cover and will paint a graphic or something on the side once I have come up with a good scheme.

Always something going on in the shop but need to get this completed and painted etc. then get some miles on it and then offer it up for sale for someone to enjoy, but a ways to go with this machine , am enjoying the way it is going at the moment. New rims, pretty much New everything, so this will be a fun and reliable Motorcycle when it is completed and on the tarmac, stay tuned……….

 

Fitted one of my Exhausts to a 750 that hasn’t run in 8 years or so

Posted on by Steve Carpenter
13 Jul

People ask me about my exhausts all the time, I have had many repeat customers over the 22 years here and just happened to come across this 750F that a Customer bought to me on a trailer and has sat for 8 years, it was a mess and other people could not get it to run , so as the exhaust and motor were in much needed attention, I gave it a shot and she cleaned up pretty good, thought I would share it.

It wasn’t a show bike, just a run around machine that was in bad shape, I spent a weekend and got the motor looking nice, used one of my Yoshimura style 4 into 1 Performance exhaust systems and wrapped the headers with DEI Black 2″ wrap and boy was this a fun ride now, she was a little cold from the get go, not surprised as it hadn’t run in 8 years but, with rebuilt carbs, new gas, chain, exhaust , speedo and even brake lines, this old inline four breathed new life and to be honest, I wouldn’t of minded keeping this as a parts getter, as it was a blast to ride.

I also added a hoop for the Customer, his Original seat was rotted beyond recognition, so made him a seat assembly and upholstered with Diamond Stitching, I used memory foam and it was really comfortable.

I used my rear Custom License plate Holder that has a Model A Ford tail light attached and was an LED version, so nice and bright to get you noticed when you are applying the brakes.

This old Supersport has no turn signals, they were lost many moons ago and ugly as hell anyway, I sell a lot of these Brushed Aluminum 12v Signals and these were just the ticket for this build, you will also notice I made a new Braided  Stainless Steel rear brake line as the original one had rotted out and the Caliper had seized up. The tires were totally rotted out, so fitted my Favorite Bridgestone brand, these look great and handle so well, sits the bike up nicely too.

I also Added a New RED 530 DID chain, this was a good Combination, have always liked Black and red and with New sprockets and the old ugly 630 chain and sprockets removed, this was a smooth ride, no binding noise you get from old chains etc.

The Original headlight was broken beyond repair, so used my own Custom Chrome 7 inch set up that has LED turn signals inside the lens, cleaning the front end up as you may remember, 1977-1978 F models had huge Turn signals that jutted out like elephant ears, you may also notice that I fitted New Aluminum Levers on handlebars, New grips and new cables.

I added a set of 2.5 Mini Gauges, these are calibrated for the 750 and clean the whole top end of the triple tree up, his Originals were missing, so these were a great choice and I think suite the bike well, not cluttered like many you see on the road.

This 78F has the Double Disc front end, which is something Honda should of created on the earlier models, but I had to make new lines for it, went ahead and made some braided steel ones up, took a long time to bleed but it stops on a dime now. The old Master Cylinder was totally rotted away, so I fitted a larger Kawasaki version to allow for the double disc as it needs more fluid and that worked out really well.

I made some New side covers as the original ones that were fitted were so brittle and cracked, these are Urethane and will last for another 40 years, I replaced the Original shocks as there was no rebound left and these are just the ticket and look like original 70’s ones but made with todays materials. The Motor was Black being a 78 F, but in need of some love, so cleaned the motor with degreaser and painted high temp wrinkle that I have made and it came out nice, added Pod filters to the rebuilt carbs and the Front fender was dented on the front and rear, so I cut the Old stays off and shortened the mudguard to give it that Sporty look.

All in all, this non runner Classic has been resurrected  to a fun Bar Hopper machine and pulls quite hard too, still needs paint and a bit of chrome but this sure was a fun bike to ride, I really enjoyed it. The Original Carbs were the keyhole version, they are fine when working but they were toast, so, I always fit earlier intakes, Cables and carbs to the 77-78 SOHC Motors as you can remove the float bowls with the carbs still on the bike, also the choke is a lever on the side, not the ugly cable that goes up in between the gauges, runs smooth now too.

Here is a Video of a little try out in my area to see how the carbs are dialed as this was the first real time on a major road, I loved this bike as it had linear power, have a look and see what you think.

The Dispatch Cafe Machine 1975 CB750 F Super Sport S.O.H.C.

Posted on by Steve Carpenter
26 Mar

Been a while since I have tinkered in the Barn, I am starting to do a bit of creating on a machine I have had as a stock bike and sat in storage for many moons, and I thought to myself, why not create something that I personally rode back in the day and in the style of what was the latest Motorcycle hitting the TON back in London.

I have loved bikes as a kid and my bedroom was literally covered from walls to ceiling in motorcycle posters, of course I loved the Cafe Racer scene and had many Dunstall style bikes on my wall, but wanted to have something similar when I was old enough to ride.  I actually put Clubman bars on my first ever little moped as a crazy 16 year old, I had a Bikini Fairing on the front and a little expansion on that ride, I loved it.

I was a Dispatch rider in London and Birmingham, delivering stuff all over the UK but many trips around the City of London to iconic places like Buckingham Palace , The House of Lords, Newspaper and Magazine Companies, to dodgy Porn Video tape sellers in SOHO, but I loved it.  In London especially, you needed to be able to carry as much as you could for the better wage, but you also needed to be a streamlines as possible to speed through the busy roads of London.

The Creation I am putting together reflect my life, so not a quick build, this is something I will take my time on and weather you like it or not, it will be something that is really a part of me and my life on two wheels. It will take some sorting out to fit the Original Avon fairing that was indeed on a Dispatch bike in London, I have had it years its beaten up and half missing but that’s perfect as we never had any money for lavish New parts, we bought stuff out of a paper called the “Exchange & Mart” then fitted it and never really had time or cash to fully paint it, so this will be great for the ride and I hope I can fit this to the machine to work just like it did when I was a lot younger. LOL!

 

I used to spend many an hour looking through that rag as it was only 15p and I am sure people back home in Blighty reading this will also remember doing the same, no internet then ha ha.

I am happy that I can do this and reflect on the years that have seemed to have flown by, no idea where the 140 pound Skinny Fella went to but I can always reminisce with this build, the bike was super heavy but strong as an Ox, I hope to get the bike completed sometime this year and will show it as a feature on the website.

I may go with a different seat of mine, I have already tried 5 different seats and still not happy, but thats half the fun of designing something and when I get it right, I shall feel a whole lot happier.

You used to see so many of this style when I was riding around Oxford or regent Street, on a busy Tuesday morning, having a fairing and side Panniers gave me so much more loading space, some days I would even fit a back rack and a top box, but that did get a little over laden at times.

I think I have a screen for it but can get one from a company here or in the UK, so no worries on that, but a long way to go as I have to allow for the steering to move smoothly and not catch anything mid turn.

Of course I shall have a headlight in the fairing, an old style one too and the obligatory Fog lights as well, fun times ahead and thought that i would share.

 

 

 

 

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