33. Seat-latch types US Honda 750 K 1969-1978

1.    2.    3.   
4.    5.     6.

Earliest models: look for different levers, catches,
springs, hooks, pull directions, latches.
1971 was considered a 'transition' model,
from latch style into key style.
Most seat key models match the fork lock key and ignition switch key
unless past singular replacement. Often available as a matching set.
Minor continual small changes caused many year-to-year part
numbers to be 'superseded by' one or more new part numbers.
Simple non-key latch models were 1969 into 1971.
All 1972-1978 K-models were seat key-lock models.
Terminology: the newer-style 'spring plunger' is known to Honda as a
'seat lock bar assembly', the key portion known as 'lock assembly'.


Lower and upper latches on    
an early 1971 Honda 750


Some past used seat latch/lock part numbers:
69-70 77230-300-000    70-71 'transition' 77230-300-010
72 'plunger' 77220-340-011 but later superseded by 77220-340-010
72 lock assembly 77230-340-013 but later superseded by 77230-347-003
73-76 'plunger' 77220-340-003 but later superseded by 77220-340-010
73-76 lock assembly 77230-107-711 but later superseded by 77230-107-711
77-78 'plunger' 77220-340-003 but later superseded by 77220-340-010
77-78 lock assembly 77230-399-007P



Lower and upper latches on a 1972-1976 Honda 750


 Note:
On 69-76 K-models,
the seat latch is on the left (clutch lever) side.
On 77-78 K-models,
the seat latch is on the right (brake lever) side.


Note: Involves transition models.
Additional minor variations, different part numbers,
changes and/or crossovers may have occurred
within some shown or listed types.
Entire site and content © Honda750Expert.com

34. The 3 brake pedal differences
US Honda 750 K-models 1969-1978



(followed by F-model SuperSport and
A-model Hondamatic brake pedal listings)

QUESTION: "After right-side crash damage,
I replaced the brake pedal with a used one.
I now find it doesn't have the horizontal piece
used for the pedal adjustment/stop-screw.
Weren't all-year K brake pedals the
same as my US 1974 Honda 750K?"

ANSWER: No- your replacement is lacking the
tab pointing most-upward in this photo:
(the tab points horizontally inward
toward the bike when pedal is installed;
see actual tab wear-spot from adjuster stop-bolt
on this photo looking down from above it).

Stop-bolt and locknut is seen in background.

All years had a vertical (upright when on bike)
piece with a hole for the pedal return spring.
But until into the K-1 model towards K-2, there was no
brake pedal adjuster or stop screw, so no horizontal tab.
Summary: there were three different types 69 through 78.
1977-1978 pedals were different in multiple ways.

  
K 1969-1971  46500-341-000


   
 K 1972-1976  46500-341-670


  
  K 1977-1978   46500-405-010


F-model SuperSport brake pedals
1975-1976: 46500-392-000
1977-1978: 46500-410-000

A-model HondaMatic brake pedals
1976: 46500-393-000
1977-1978: 46500-393-771


Note: Involves transition models.
Additional minor variations, different part numbers, changes and/or
crossovers may have occurred within some shown or listed types.

---

35. Of the 16 paint color choices,
which was the most-often
available paint color choice
for US Honda 750 K-models
1969-1978 when they were new?

While 11 colors were issued as a choice
in the US for one K-model year each
(Candy Blue Green 1969/70 color codes AZ and PB2C;
Valley Green Metallic 1971 color code EF;
Candy Garnet Brown 1971 color code EE;
Briar Brown Metallic 1972 color code LU;
Candy Buccus Olive 1973 color code LY;
Maxim Brown Metallic 1973 color code QQ;
Freedom Green Metallic 1974 color code TC;
Boss Maroon Metallic 1974 color code TD;
Flake Apricot Red 1975 color code UE;
Planet Blue Metallic 1975 color code MV;
and Antares Red 1976 color code R-6C-S).

and 4 colors were available in the
US for two K-model years each
(Candy Gold 69/70-71 color codes CQ and Y2C;
Candy Ruby Red 69/70-71 color codes CM and R4C;
Excel Black 77-78 color code NH-57 or ZB;
and Candy Alpha Red 77-78 color code R-9C-S or ZA),

only one color was offered as a choice
for three full model years:


Flake Sunrise Orange   
1972, 1973, and 1974.Color code LV.

Perhaps it was popular because it had 'bigger sparkles'
than all the color choices available before it.
Flake Sunrise Orange used a Candy Orange
topcoat color over a FLAKE Silver basecoat;
the other 'metallic' colors instead used the
'smaller sparkle' METALLIC Silver basecoats.

 <1972   Flake Sunrise Orange  

1973-1974> 

In this entire 10-year K-series,
only one other US-available color choice offered
when new used the bigger FLAKE basecoat
under the color- 1975's Flake Apricot Red (below):



Both of these 'Flake' colors seemed extra
sensitive to sun-fading damage on the tank-top.


More paint/color information
at Section 46 and Section 146!

Note: additional minor variations, different part numbers,
changes and/or crossovers may have occurred
within some shown or listed types.
Entire site and content © Honda750Expert.com

---

 

36. Only two different
swingarm grease fittings/nipple types
and locations were used on Honda
1969-1978 US 750 K-models
. . . and that helps eliminate some of the wrong
choices when buying a used K-model swingarm.

(followed by F-model SuperSport and
A-model Hondamatic swingarm listings)

                

Above/Left:
1969-1975 US K-model swingarms
used two straight push-in 4.5 grease fittings,
one at the each end of the swingarm pivot bolt ends
(see above left, to rear of rear brake light foot switch).
Some choose to instead thread the holes
and then use automotive fittings.
No grease fitting was actually
on the black swingarm itself.  
A push-in grease fitting is 96201-30001.

Above/Right:
1976-1978 US K-model swingarms used
one bent-angle screw-in grease fitting,
threaded into the bottom side center of the swingarm
(see above right).
This threaded bent-angle grease fitting is 96201-80001.


Before you change a swingarm,

usually you'll find that the old    
swingarm only needs bushings.


But sometimes you will need a swingarm.



However, there were 5 different K-model swingarms used
to measure & compare during those 10 years!

1969-1970 K-model swingarm: 52100-300-030B          
1971 K-model swingarm: (a 'transition' model)
52100-300-050B

1972-1975 K-model swingarm: 52100-341-0000B 
(last of the dual push-in grease nipples) 
        
1976 K-model swingarm: 52110-341-900ZA
(a single threaded grease nipple on swingarm)    
     
1977-1978 K-model swingarm: 52100-405-000ZA  
(a single threaded grease nipple on swingarm)


F-model Supersport swingarms:
75-76F 52110-392-000ZA
77-78F 52100-410-000ZA

A-model Hondamatic swingarms:
76A 52110-393-000ZA
77-78A 52100-405-000ZA


Note: Involves transition models.
Additional minor variations, different part numbers,
changes and/or crossovers may have
occurred within some shown or listed types.
Entire site and content © Honda750Expert.com

 

37. Salvage-yard and Internet searchers:
there were 4 different kickstands
used on US K-model 750s 1969-1978!

1969-1972 K-models: 50530-294-000
(was superseded by 50530-341-670,
the 73-74 750 kickstand)
  
  1973-1974 K-models: 50530-341-670
(kickstand below in red block)   

      

(Based on part numbers and supercede numbers,
it appears that one kickstand,
50530-341-670, can be used by
Honda 750 K-models 1969-1974).

1975-1976 K-models: 50540-341-670
has a rubber kick-up extension     
1977-1978 K-models: 50540-405-010
also has rubber kick-up extension
(kickstand below in photo)





The 'rubber kick-up block' used 1975-1978 is the
same part-number each of those years: 50548-356-700.

   



Even better, the same kickstand
('sidestand bar') 10mm x 1.25 pivot
shoulder bolt and its 10mm-thread
nut can be used the entire series:

          

kickstand (side-stand bar) 'screw' (kickstand pivot bolt):
90108-283-000

Springs: 1969 through 1978 used at least 4 different
K-model kickstand (sidestand) spring part numbers:

Spring K 1969-1974 is usually 95014-72400,
and that spring is usually superseded by 95014-72401;

about 1975 is spring usually 95014-72401
and that is usually superseded by spring 95014-72402, and
spring K 1977-1978 is usually 95014-72402.
Older numbers were also used on
many other different Honda motorcycles.
Compare all lengths and designs.
Used springs might be stretched a bit over years of use.



F-model Supersport kickstands:
75-78F 50540-390-000

A-model Hondamatic kickstands:
76A 50531-393-000
77-78A 50531-393-770ZA


   Insider tip:
some older 750K kickstand part numbers were
also the same used on some smaller Honda motorcycles.

 Insider tip:
a suspected-bent kickstand sometimes isn't bent;
the landing of the kickstand can also be affected by
1) fork tube length different from stock,
2) rear shocks different length from stock,
3) tire height different from stock, and
4) rear wheel change from stock.

Insider tip: the kickstand pivot bolt threads into 2 things--
the kickstand's threads, and into the nut.

Insider tip:
if you find a used kickstand marked Honda 750
but it has a top hole or pivot link
or it has unusual notch or hardware at its top,
it likely has come from a 'Hondamatic' model--
that kickstand going down also puts the 'automatic'
transmission in neutral! (below in green blocks)

   

Note: Involves transition models.
Additional minor variations, different part numbers,
changes and/or crossovers may have occurred
within some shown or listed types.

38. Follow the history of the
5 main different MIRROR models
used on US K-model 750s 1969-1978!

(followed by F-model SuperSport and
A-model Hondamatic mirror listings)

Almost any set, original or a 10mm x 1.25 -threads
upstalk aftermarket, will work for almost any 750K year
(except for the first 302 K0 models, which used 11mm).

Year by year, watch for changes to length of stems
(7", 8", etc) and to diameter of
round portions (4", 4 1/2", etc).

Some look like the mirror glass is glued in, others look
like a rubber lipseal is holding in the mirror glass.
Watch for frozen pivot areas.

But for collectors and restorers,
here is a good general guide.


#1. The 69-70 750K 'acorn-nut clamp' model, AKA:

'the first design', or     the 'K-0 type'.

1969-1970 right-side acorn-nut clamp model, 88110-300-000
1969-1970 left-side acorn-nut clamp mirror, 88120-300-000

The smallest mirror glass diameter.
Watch for different words, logos and other by
acorn nut on backside of original mirrors.
Several changes. Watch for replicas.
Watch for different upstalk lengths and glass diameters.

Soon later,
Honda stopped offering the 69-70 left acorn-nut mirror,
superceding (replacing it) with
the 69-70 right-side mirror's part number.
This only worked because you can loosen the clamp-nut
and then flip the mirror around, making a
right-side mirror also become a left side mirror!

Known as a 'transition model'.

Insider Tip:
The first 302 bikes used 11mm thread; after that, 10mm.


#2. Next came the 1971-1972 750K mirrors.
No more 'acorn nuts'.

1971-1972 right-side mirror: 88110-074-000,
it later superseded by 88110-329-730.

1971-1972 left-side mirror: 88120-074-000,
it later superseded by 88120-329-730.
 
Insider tip:
This model mirror was used new on many other models,
including Mini-Trails and small-cc trail bikes!


#3. The 1973 through 1975 750K mirrors.
Bigger mirror glass diameter.

1973-1975 right-side mirror: 88100-333-004,
it later superseded by 88110-333-611.

1973-1975 left-side mirror: 88120-333-004,
it later superseded by 88120-333-610.

 Insider tip:
The 73-75's 333 center number indicates this
one was first designed for a smaller
Honda (350-F) four-cylinder model.
And its 333-610 superseding number
is to the 1976-1977 750 mirror!


#4. The 1976-1977 750K mirrors.

1976-1977 K-model right-side mirror:
3 part numbers, final superseding to 88100-333-611.
1976-1977 K-model left-side mirror:
3 part numbers, final superseding to 88120-333-611.


#5. End of the era: the 1978 750K mirrors.



1978 K-model right-side mirror: 88110-333-611.
1978 K-model left-side mirror: 88120-333-611.


F-model Supersport mirrors:
75-78F right-side mirror 88110-333-611
75-78F left-side mirror 88120-333-611

A-model Hondamatic mirrors:
76A right-side mirror 88100/88110-375-770
76A left-side mirror 88110/88120-375-770
77/78A right-side mirror 88110-333-611
77/78A left-side mirror 88120-333-611

Note: Involves transition models.
Additional minor variations, different part numbers,
changes and/or crossovers may have
occurred within some shown or listed types.
Entire site and content © Honda750Expert.com

39. Watch when buying used front sprockets:
there were two completely different methods used
to retain Honda US 750K front sprockets to the shaft;
530 sprockets from 1969-1976 sprockets use one way,
630 sprockets from 1977-1978 use the other.

1969-1976 530 front sprocket type
  Honda 750

(above and below photos chosen for ease of showing
sprocket-trapping comparison only, as 1969-1975
   
models also had some automatic chain-oiling hardware
similar to this above at/in this end of shaft)


1977-1978 630 front sprocket type
      Honda 750


1969-1976 front sprockets were trapped on the shaft by a
retainer known as a 'fixing plate' using two 6mm hex bolts.
The fixing plate matched a grove on the shaft;
then slightly turned like a key;
the two 6mm hex bolts into the sprocket locked it in place.
This same front sprocket retainer, 23811-292-000,
was used on many other older Honda street & dirt bikes.
However, at least three different length 6mm hex bolts were used
through the years, including: some 1976
models used 12mm long, 920000-6012,
superseded by 92101060120A, and some
1972 models used 12 mm or 16mm long.

1977-1978 front sprockets were trapped on the
shaft by a flat washer bearing an 8mm hole
and an 8mm bolt (possible different lengths) with lock washer,
the bolt threaded into the center of the end of the shaft
(possible now because past automatic chain-oiling parts
stopped using these threads since 1976).
The 8mm flat washer is 90401-405-000, the 8mm X 20mm
bolt used at least one year was 93402-0802000.

Both types will actually slide onto any year shaft.


Note: Involves transition models.
Additional minor variations, different part numbers,
changes and/or crossovers may have
occurred within some shown or listed types.
Entire site and content © Honda750Expert.com

After-market mounts can stretch wires
 
and keys then often cause paint damage.  


All K-models 1969 through 1976
used bracket 50375-300-000A.

50375-300-000A bracket above is shown upside-down
of its installation position under left side of tank.




It also needs hardware pieces including: a barrel-shaped
spacer 'collar' 50377-300-000;
an 8mm x 40mm hex shouldered bolt 92000-080-400A,
superceded by 92101-080-400A;
and 8mm flat washer 94101-08000.
Nut is part of the black bracket. Remove tank to install.



Note: additional minor variations, different part numbers,
changes and/or crossovers may have
occurred within some shown or listed types.
Entire site and content © Honda750Expert.com

41. Looking at some used stock exhaust pipes
for a US Honda 750K somewhere
between 1969 and 1978?
Knowing these three Honda exhaust code numbers
will help eliminate some wrong choices.

1.           2.          

3.  



1. 300 series, Honda 750K 1969-1971

--Clamps on at engine--

Some of the earlier ones had
removable baffles and no 300 marking
or any stampings|
Said to have the best chroming
Muffler said to be less restrictive than 341 series
Said to need carb rejetting if used to replace 341s
Heat shields on upper pipes
300s are rarest and most valuable to collectors
Can use a full set of 341s instead on 69-71
but will lower value to a sharp collector
Other minor variations
A transition year


2. 341 series, Honda 750K 1972-1976

--Clamps on at engine--

Quieter than the 300 series
Reproductions available
Said to be more restrictive than 300 series
Said to need carb rejetting if used to replace 300s
Watch for clogged drain holes and rusted areas
Heat shields on upper pipes
Various baffle changes


3. 405 series, Honda 750K 1977-1978

--Clamps in at engine--
No heat shields
Reproductions available
If wanted to be used to replace 300s or 341s
(to use these later model pipes on an older bike),
see Section 92
for some of the hardware differences
used to connect to engine head;
and custom mounting would be needed at muffler end.




General info about original pipes:

The exhaust should have a different
identifier on each pipe: IR, IE, SR, and SL.

Others will be HMCB750 (IR) HM341

The earliest bikes, such as sandcasts,
had pipes with no numbers on them.
They had 'lotus root' baffles
with virtually no restrictions.

Early exhaust then changed to
same as H300 but without stampings.

No-stampings exhausts have been observed
on bikes as high as VIN 14,xxx.

Earliest bikes had the dull-finish heatshields.

HM300 was stamped on K1 and some K0

HM341 was for model K2 to K6

HM405 was stamped on K7-K8








The end-caps seen at exhaust rear
are known as 'exhaust diffusers':

                            
Most 1969-1971 US Honda 750K models
use diffuser 18311-300-320 (above).



1971/1972 was a transition period.




   
Most 1972-1975 US Honda 750K models
use diffuser 18311-341-900 (above right).



If you do not require stock exhaust, there are many
4-into-2 and 4-into-1 exhaust systems available.


Most original exhausts have
at least some rot / rust

Reproductions available for some


More exhaust information at:
Muffler heat shields at Section 50,
header mounts at Section 92,
and vintage aftermarket exhausts at Section 143!


Note: Involves transition models.
Additional minor variations, different part numbers,
changes and/or crossovers may have occurred within some shown or listed types.
Entire site and content © Honda750Expert.com

1.    

  2.  

This newer petcock had one fuel line, that went to a
fuel-line tee, then two fuel lines to the carburetors.





Some castings have different number
but are the same except for original jetting.

Different float types such as brass and plastic.
Inspect them for damage or pinholes.

      

1969-1970: (up to serial 1044649) 80100-300-020XW 
(but this 69-70 rear fender was
superseded by 80100-300-020XW,
which is the 1971 rear fender),
 uses 69-71 small pod taillight.

--rear fender, 1969-1971--
    

1971:
(from serial 1044650) 80100-300-030XW,
uses 69-71 small pod taillight.   

1972-1976: 80100-341-000, uses 72-76 large bracket taillight.  

--rear fender,   1972-1976--

1977-1978: 80100-405-000, uses 77-78 large pod taillight.

--rear fender, 1977-1978--

1969: (up to serial 1015592)
61100-300-030XW earliest model.
with at least one sharp non-rolled edge
(superceded by 61100-300-030XW,
which is the 1970-through-early-1972 front fender), 
earliest had no hole for grommet,
uses a forward hoop and a rear hoop.


    
1970 through early 1972:
(some through serial 2093730) 80100-300-030XW,
uses a forward hoop and a rear hoop.
   

Late 1972 through final 1976: 61100-341-700XW, 
uses a forward hoop and a rear hoop. 

(Late 1972 through final 1976   K-model front fender)

  --Late 1972 through final 1976 Honda 750   
K-model front fender--


1977-1978: 61100-405-000, uses only a rear hoop
(77-78 are the only K years with no forward hoop).

(1977-1978 Honda 750   K-model front fender)

Note: front fenders use various hardware changes
and rubber/plastic grommets, hose routing,
solid mount vs rubber mount,
spacers and speedo cable guides.
Measure and compare mount holes.
Some used isolators. Different fork leg years have
different front fender mount patterns.

 


This section was added because it is a
frequent request by visitors to Honda750Expert.com!

46. "I'm trying to buy a used original-paint
gas tank or side covers on the Internet,
but instead of telling the colors, some only show
'color code' letters after the part number.
What are the US Honda 750
'color codes' for factory-painted parts?"



Here are our most-often searched color codes
for US K, F, and A model parts:

1969-1970 US K-models
Candy Blue Green: color codes AZ and PB2C
(example of a Candy Blue Green part showing 'AZ' color code)
Candy Ruby Red: color codes CM and R4C
(example of a Candy Ruby Red part showing 'CM' color code)
Candy Gold: color codes CQ and Y2C

1971 US K-models
Valley Green Metallic: color codes EF and G21M
Candy Garnet Brown: color codes EE and YR2C
Candy Gold: color codes CQ and Y2C
Candy Ruby Red: color codes CM and R4C

1972 US K-models
Brier Brown Metallic: color codes LU and YR15MC
Flake Sunrise Orange: color codes LV and R2CF

1973 US K-models
Flake Sunrise Orange: color codes LV and R2CF
Candy Bacchus Olive: color codes LY and G5WC
Maxim Brown Metallic: color codes QQ and YR20MC

1974 US K-models
Freedom Green Metallic: color codes TC and BG1M
Flake Sunrise Orange: color codes LV and R2CF
Boss Maroon Metallic: color codes TD and RP9M

1975 US K-models
Planet Blue Metallic: color codes MV and PB27MC
Flake Apricot Red: color codes UE and R5CF
1975 F-model SuperSports
Flake Sunrise Orange: color code R2CF
Candy Sapphire Blue: color code PB3CC

1976 US K-models
Candy Antares Red: color code R-6C-S
1976 US F-model SuperSports
Sulphur Yellow: color code Y34
Candy Antares Red: color code R6CS
1976 US Automatic A-models
Muscat Green Metallic: color code G38MS
Candy Antares Red: color code R6CS

1977 US K-models
Excel Black: color code NH-57
Candy Alpha Red: color code R-9C-S
1977 US F-model SuperSports
Black: color code NH1
Candy Presto Red: color code R8CS
1977 US Automatic A-models
Candy Sword Blue: color code PB7C
Candy Presto Red: color code R8CS

1978 US K-models
Excel Black: color code NH-57
Candy Alpha Red: color code R-9C-S
1978 US F-model SuperSports
Black: color code NH1
Candy Presto Red: color code R8CS
1978 US Automatic A-models
Candy Polaris Blue: color code PB100CS
Candy Alpha Red: color code R9CS


Note: Most of these internal Honda color-codes are not
matchable to numbers used by current paint manufacturers,
but there are some paint manufacturers that now have
paint ready to match the original colors.

More paint/color information at
Section 35 and Section 146!

Note: Involves transition models.
Additional minor variations, different part numbers,
changes and/or crossovers may have occurred
within some shown or listed types.
Entire site and content © Honda750Expert.com

 

49. There was chrome plastic
trim/molding along the
bottom edge of the gas tank
of every 750 K-model 1969-1978.
They are NOT all the same.
Below are the three main differences.


1969-1970:
chrome plastic trim, all silver chrome (no stripe)

1971-1976 K:
chrome plastic trim, silver chrome
with a full-length black horizontal stripe

 

50. There is one muffler heat shield that fits all US Honda 750
K-models 1969-1976 (1977-1978 used no heat shields):

 

18315-300-020 

Insider tip:
Honda used these polished-with-black
heat shields above starting with
frame #1044650 in September 1970,
which was the first US 1971 K1 Honda 750.
But for the earlier 1969/1970 K0 US 750 models,
up to frame #1044649
(the final 1970 US K0 750),
the heatshield used was 18315-300-010:
a dull silver finish with black (see examples below):
   
This dull 69/70 part was superseded by the
71-76 polished part 18315-300-020.

Note: Honda refers to all US 750 K-model
heat shields as 'muffler protectors'.

More exhaust information at section 41,
section 92 and section 143!

Note: Involves transition models. Additional minor variations, different part numbers,
changes and/or crossovers may have occurred within some shown or listed types.

 
(This is a question we often receive)

 
51. "I bought an old US 750K and the
rubber fuel lines from the petcock
to the carbs are destroyed.
My local auto parts store had hose sizes and
clips that didn't feel right. What do I need?"

Using the wrong parts looks bad and can cause trouble.
All correct parts are available.

There have been two sizes of fuel line
during 1969-1978 US K-models.


SIZE 1, original small fuel line,
5mm, all 69-70 K0 models,
and also for about the first third
of the K1 1971 year-model:

The 1969/1970 'K-0" model,
and also about a third into the
K1 1971 year model production,
used a smaller 5mm size fuel line,
used until frame #1071335
(which was about 1/3 through the K1 model year).
Examples of this smaller fuel line are
95001-50160 and 95001-50280.
A smaller (5mm) retaining clip was used,
'Fuel Tube Clip 5mm' #95002-250000.

Explanation:
There were about 77,000 750 K-1 models made.
The first K1 (1971 year model) was frame #1044650.
The smaller 5mm fuel line was
continued to be used through
frame #1071335, which means it
was used on the first almost 27,000 K1s.
The following next almost 50,000 K1s used
the bigger 5.5 fuel line and clips instead--
but the same petcock was used
both before and after the change.


SIZE 2, improved larger fuel line,
used for the last two-thirds of the 71 K1
year-models through to the end of 1978 model:

Fuel line:
Not the SAE similar-sizes at the auto parts store.
    95001-5500160M
For US Honda 750 models since frame 1071336
(one-third through the K1-model year),
used the 5.5mm ID 95001-5500160M black fuel line,
fresh and pliable, available online and at Honda
dealerships in bulk or by the foot or in pieces.
5.5mm is correct for the 750's brass ports and for the factory clips.
--Not 'clear' fuel line that will quickly harden and split.
--Not wrong size fuel line that might
leak, split, slip off, or collapse at a bend.
--Not 'vacuum' line that isn't fuel-resistant.
--Not hose unrated for heat.


Clips: All 71-78 US K-models since 1971 frame 1071336
(one-third through the K-1 model year)
use clip #9500202100 at the hose piece ends.
    
Known as 'Tube Clip B10".
They work with the catch-rises on the petcock and
with the catch-rises on the other connection points.
Get a few extra clips as they are
easy to lose during installation.
Don't use hose clamps!


Tee: 1975 and 1976 US 750 Ks use
an under-tank fuel-line 'tee' splitter
in between their single-hose petcock
and the two carburetor feeds.

Honda calls this tee a 'fuel joint':
its part number is 16235-657-000.
Be sure to replace all 3 hoses connected to this tee.
This tee was also used on some older Honda cars.


Insider tip:
Slit the end inch of old hardened hose
at the petcock end before pulling the hose off.
Otherwise you might accidentally pull out
a pressed-in brass port from the petcock body.





NOTE: carb overflow hose (on the bottom of float bowls) is 3.5mm. More info here soon.



Note: Involves transition models.
Additional minor variations, different part numbers, changes and/or crossovers may have occurred within some shown or listed types.

 

52. From 1972 through 1976, US Honda 750
K-models used handlebar-clamp assemblies
that had built-in indicator lights in their center.
There were 3 different versions:

72 >  73-74 > 

75-76 >

K2 1972 year model:
says 'FLASH' for turn signals,
says 'NEUT' instead of spelling out NEUTRAL.
53133-323-000, superceded by 53133-323-010

K3-K4 1973-1974 year models:
same left-to-right lighting order as 1972 but
FLASH is now 'TURN', and NEUT is now 'NEUTRAL'.
53133-323-010

K5-K6 1975-1976 year models:
new left-to-right lighting order,
and BEAM is now 'HIGH BEAM'.
53133-374-670


Honda refers to this part as a handlebar 'Upper Holder'.

Same part is used by some other
size Honda models, not just 750s.
As they age, they fade and discolor.
Reproductions are also available.

Hardware needed by this assembly,
1972-1975:
8X40 hex bolt, part number 93101-080-400B;
washer, part number 90518-921-000.

For 1976, Honda combined this
bolt and washer into one part,
making an 8X36 'Flange Bolt',
part number 90111-362-000.
  

Note: Involves transition models.
Additional minor variations, different part numbers, changes and/or
crossovers may have occurred within some shown or listed types.

 

53. Often a cause of poor performance is intake air leaks.
Now no longer sealing 'air-tight',
leaking are the old cracked & hardened
carburetor 'insulator' rubber boots which
originally were also meant to keep carburetors cool
and reduce vibrations from the engine.
Equivalent to an intake manifold on a car,
but rubber instead of metal, and four instead of one.

         

For US K-models 1969-1978, there have been
3 versions of the rubber carburetor insulators.

1969-1970 year K-models (K0)
Insulator A, needs two: 16211-300-305
Insulator B, needs two: 16212-300-305
Metal insulator band: 17255-300-000
Insulator band's 4X22 cross-screw: 93500-040220A
Used these parts above through engine #1044805,
which was the last K0 1970 model year engine.

1971-1976 year K-models (K1-K6)
Insulator A, needs two: 16211-300-030
Insulator B, needs two: 16212-300-030
Metal insulator band: 17255-300-010
Insulator band's 4X22 cross-screw: 93500-040220A
Used these parts above beginning with engine #1044806,
which was the first K1 1971 model year engine.

1977-1978 year K-models (K7-K8)
Insulator 1: 16211-405-000
Insulator 2: 16212-405-000
Insulator 3: 16213-405-000
Insulator 4: 16214-405-000
Metal insulator band: 17255-405-000
Insulator band's 4X22 cross-screw: 93500-040220A


69-70>        71-76>         77-78> 



Insider Tip: don't use hoseclamps. Use the correct bands.





For US Super Sport F-models 1975-1978,
there have been 2 versions of
the rubber carburetor insulators.

1975-1976 Super Sport:
Insulator A- 16211-300-030
(same as K-model of same years).
Insulator B- 16212-300-030
(same as K-model of same years).

1977-1978 Super Sport:

Insulator 1- 16211-410-000
Insulator 2- 16212-410-000
Insulator 3- 16213-410-000
Insulator 4- 16214-410-000




For US Hondamatic A-models 1976-1978,
there have been 2 versions of
the rubber carburetor insulators.

1976 Hondamatic:
Insulator A- 16211-393-000, uses two.
Insulator B- 16212-393-000, uses two.
1977-1978 Hondamatic:
Insulator 1- 16211-393-020
Insulator 2- 16212-393-020
Insulator 3- 16213-393-010
Insulator 4- 16214-393-010
These '393s' are the least-available
of all US 750 insulators.
77-77A insulators are smaller
diameter than K/F insulators due to
the A's smaller carburetors.
Their curves/shapes are different too.
So, some 750 Hondamatic owners end up
replacing their carbs with K-model carbs of
the same year when they can not
obtain original Honda 750A
carb insulators when they get too stiff/leaky.
However,
VINTAGE CB750 and Sudco are said
to have remanufactured these
and sell a set for about $100.


Note: Involves transition models. Additional minor variations, different part numbers,
changes and/or crossovers may have occurred within some shown or listed types.

 

(This is a question we occasionally receive)
54. "I have a K-0 model Honda 750.
I believe that makes it a valuable 'sandcast' engine model.
How can I verify this?"


Used only for the first 7414 Honda 750 engines made,
then a stronger (and smoother) casting system replaced it.

Not all K-0 Honda 750s had engines

Easiest way to verify is with your engine number.
Sandcast engine cases were #1000001 through #1007414.
The last 750 engine that used sandcast cases was #1007414.
If numerically yours is higher
than 1007414, then not sandcast.


Original sandcast engines used
this smooth oil filter case,
but many were later replaced with the newer 'finned' oil filter case.

Note: Involves transition models. Additional minor variations, different part numbers,
changes and/or crossovers may have occurred within some shown or listed types.

 

55. Salvage-yard and Internet searchers:
Looking to replace a cracked top bridge?
There were 3 main different top bridge styles
used on US K-model 750s 1969-1978!


The 3 top fork bridge differences
US Honda 750 K-models 1969-1978:

1>   2>   

3>

1.

chrome 'meter bracket bands' around g

auges.
Do not install top bridge
without two special notched
D-shaped spacer-washers
53235-300-000 , one each,
at center in each center gap area,
or top bridge can crack when
tightening around fork tubes.
Top fork bridge part number:
up to frame #1003433 (sandcast 1 to 3433),
53230-300-010,
superseded by 53230-300-315;
after frame #1003434 (sandcast 3434 to 7414),
53230-300-020,
superceded by 53230-300-673,
later superseded by 53230-300-315.
After sandcasts, 53230-300-315 through end of K2.
(NOTE: it has been reported that in Europe
and some other countries outside of the US,
the 'unicorn' style was used through the 1975 K model)

Insider Tip:
measure the width of the 'tip of the unicorn horn'
if you are buying a used part-- that was one difference.

2. US K3-K6
Uses a small black meter bracket to connect gauges.
Do not install top bridge without two special notched
D-shaped spacer-washers 53235-300-000 , one each,
at center in each center gap area,
or top bridge can crack when tightening around fork tubes.
Top fork bridge part number:
53230-341-305

Insider Tip:
each fork tube top is tightened
to with a bolt in the fork bridge.
1969 through 1975 used an 8mm bolt,
but 1976 through 1978 used a thinner 7mm bolt.
1969-1975: 90155-369-000. 1976-1978: 92101-805-60B.


Here's what the three fork bridges look like
installed and with gauges etc on them:

    

        

    

Note: Involves transition models. Additional minor variations, different part numbers,
changes and/or crossovers may have occurred within some shown or listed types.

 

56. Salvage-yard and Internet searchers:
Looking to replace a damaged 750K headlight holder?
Some call them Honda 750 headlight 'brackets' or 'ears';
Honda calls them 'fork covers'.
This visual guide section shows the 4 general
designs used by Honda 750 US K-models K0 to K8.

   K0-K1   

K0-K1  

  K2    

K2  

  K3-K6     

K3-K6  

 K7-K8    

K7-K8  


K0-K1 Fork Covers
Painted same color as gas tank and side covers.
On bottom-half of vertical portion are threads for a small reflector.
On horizontal portion, one hole at its end for a turn
signal stalk to go through and then into headlight shell.
Part number, right: 51602-300-672-(color code letters here)
Part number, left: 51606-300-672-(color code letters here)

K2 Fork Covers
Chrome.
On bottom-half of vertical portion are threads for a large reflector.
On horizontal portion, one hole is at its end for a turn
signal stalk to go through and then into headlight shell.
Looks like K0-K1 shape, but in chrome and with bigger reflector.
Part number, right: 51602-341-670XW
Part number, left: 51606-341-670XW

K3-K6 Fork Covers
Chrome.
On bottom-half of vertical portion are threads for a large reflector.
On horizontal portion, one hole is at its end for a headlight shell bolt,
and one hole inward of that for a turn signal mount.
Left fork cover has a square mounting hole for turn signal buzzer.
Part number, right: 51602-341-701XW
Part number, left: 51606-341-701XW

K7-K8 Fork Covers
Chrome.
Low on vertical portion is a built-in mount for a large turn signal.
On horizontal portion, one hole is at end for a headlight shell bolt.
Part number, right: 51602-405-000
Part number, left: 51606-405-000


Note: there can be variation, transition and cross-over issues
with the earliest models of these. Bring old part to compare.


Note: Involves transition models. Additional minor variations, different part numbers,
changes and/or crossovers may have occurred within some shown or listed types.

 

57. Keep just five threaded oil tank lines in stock,
and you can replace any one used on any US
Honda 750 K-models 1969-1978!



The oil tanks on these Honda 750 K-models all have
two oil lines thread-connectored to the bottom of the oil tank.

Honda calls the hose with an angled threaded
metal fitting at the tank end 'Oil Hose A'.
It threads on to the back half of the oil tank.
The hose with a straight-on threaded metal fitting
(see photo above at right) at the tank end is 'Oil Hose B'.
It threads on to the front half of the oil tank, next to the tank drain bolt.
Both hoses have angled bolt-on fittings at their engine ends.

Hose A>               Hose B> 

1969-1972 Hose A: part number 15510-300-007
1969-1972 Hose B: part number 15520-300-007
1973-1978 Hose A: part number 15510-300-017
1973-1976 Hose B: part number 15520-300-007
1977-1978 Hose B: part number 15520-392-020


Some early-model hoses were gray instead of black.
Not to be confused with aftermarket hoses
that used stainless-steel braiding.

On sandcast engines,

the earliest type hoses were smooth fabric,
not webbed, and the metal ferrule was not crimped.

The next hoses used were webbed fabric,
but still used smooth metal ferrules.

Ultimately, all 750 hoses became webbed
fabric with crimped metal ferrules.

 

58. After a few early front disk brake rotor improvements,
US Honda 750 K-models used
3 different part numbers for the factory rotors.

(Part numbers below for
A-model and F-model rotors too!)

 <1969  

     <1976

1.       2.        3. 

1.  1969-1971 K-models   disk brake rotor 45120-300-040
2.  1972-1975 K-models   disk brake rotor 45120-341-000
3.  1976-1978 K-models   disk brake rotor 45120-392-000

Note: K-model disk rotors were 295mm.

Some disk-to-hub hardware differences:
All K-model disks used 6 nuts and bolts. But 1969 through 1975
also used 3 flat lockstrips called 'tongued washers' that connected across
two bolts each; each flat strip had 'fingers' that were bent up to
prevent the 8mm hex nuts 94001-080000S from vibrating loose/off.
   
The tongued washer (lockstrips) used were 90522-300-01
0 from 1969-1973, later superseded to 94108-18000.
1974-1975 K-models used tongued washer (lockstrips) 94108-18000.
1976 through 1978 K-models did not use the flat lockstrips;
instead they used 8mm 'flanged' nuts
90309-357-000 for vibration security.



F-model SuperSport rotors:
1975-1976  front disk brake rotor 45120-392-000
1977-1978  front disk brake rotor 45251-410-000,
superceded by 45251-410-305
1975-1978  rear disk brake rotor 43120-371-000


A-model Hondamatic rotors:
1976-1977  front disk brake rotor 45120-392-000
1978  front disk brake rotor 45120-393-780

Note: Involves transition models. Additional minor variations, different part numbers,
changes and/or crossovers may have occurred within some shown or listed types.

 

59. Turn signal buzzers appeared
beginning with 1972 K2 models.
       

Part Numbers
1972: Buzzer 38400-341-671
(1972 also used a short wiring harness
adapter 'Wire Sub Cord B' 32121-300-750)
1973-1978: Buzzer 38400-341-674

Honda calls it a 'winker buzzer'.
It mounts into a square hole inside the left headlight bracket.

Note: Involves transition models.
Additional minor variations, different part numbers, changes
and/or crossovers may have occurred within some shown or listed types.

 

60. Honda 750 !

*More than 553,000 1969-1978 Honda 750
(K, F, and A combined) motorcycles were made*

*Nearly 450,000 1969-1978 K-model 750s were made*

*A Honda 750 is made up of about 2500 parts*

*A Honda 750 weighs about 500 pounds*

*A Honda 750 engine weighs about 200 pounds*

*A Honda 750 engine is removed out the right side*

*If a part number ends in (color code) 'XW', that is chrome,
but not all chrome parts use XW in the part number*

*The best-selling K-model year was the 1971 750 K1*

*The least-selling K-model year was the 1975 750 K5*

 

A) right handle bush stop (a short rubber tube, shown below
already installed in master cylinder) 45526-300-000,
| superceded by 45526-341-000; B) lever bush plate
(sheet metal with a locator nub and a bolt hole) 45527-300-000;
and C) thin 6mm nut 94002-06000, superceded by 94002-06000S.

 

Salvage-yard and Internet searchers:
on all US 750 K, F and A models,
starter motors use the same
part number 1969 through 1978!

   

Part number is 'Starting Motor 31200-300-030'

The starter is under a chromed rectangle-shaped
cover under the two left carburetors.
It is accessed via the left side of the bike.
Two cover bolts and a gasket.

Note:
disconnect your battery before working on the starter!


US K3 through K5 models, had 'Starter Motor Safety Unit'
31800-341-701 under the left side cover,
bolted near the bottom edge of the battery cage.

With this, the 750 starter would only work if the bike
was in neutral or if the clutch lever was pulled in.

US K3 through K8 Honda 750 models used
clutch lever starter safety switch
35360-341-000,
superseded by 35340-329-003


Insider Tip: to remove the starter motor, you must
first remove the cam-chain tensioner holder.

Note: Additional minor variations, different part numbers,
changes and/or crossovers may have occurred within some shown or listed types.
Entire site and content © Honda750Expert.com

 

Salvage-yard and Internet searchers:
There were 5 different battery boxes
used on 1969-1978 Honda 750 US K-models.

      

Each year is similar but with different mount holes, etc.

Mount holes were used for various
brackets, flashers, solenoids,
   
starter safety switches, various charging items, and fuses.


Commonly referred to as a battery 'cage',
the box itself is rubber cushion-mounted.

Inside the box, the battery is surrounded by bottom
& side anti-vibration rubber cushioning.


Battery bottom cushioning:
under the bottom of the battery, 1969 through 1976
used a large rubber pad 'Battery Rubber 50329-300-010',

whereas 1977-1978 instead used two round rubber pieces

'Battery Rubber B 50327-300-000'

under the battery instead.


Battery side cushioning:
all years used round rubber pieces

'Battery Rubber B 50327-300-000'.


Battery top:
batteries of all K-model years were secured
down by a rubber strap with metal ends

'Battery Band A 50322-3000010',
superseded by 95012-17000.



Battery box part numbers
1969-1972 models (K0-K2): 50325-300-020
1973-1975 models (K3-K5): 50325-341-700
1976 models (K6): 50325-341-701
1977 model (K7): 50325-405-000
1978 model (K8): 50325-405-770

Note: this part is often dirty with rust and battery acid residue.
Protect clothes, skin and eyes.

Note: no K-model year came from the
factory with a chromed battery box.
That would be an aftermarket change.

Note: Involves transition models.
Additional minor variations, different part numbers,
changes and/or crossovers may have occurred within some shown or listed types.
Entire site and content © Honda750Expert.com

 

Salvage-yard searchers:
There were 9 different wiring harnesses
used on US Honda 750 K-models during 1969-1978.



K0, up to frame #1003479: 32100-300-040
(superseded by 32100-300-050)

K0, beginning with frame #103480: 32100-300-050

K1: 32100-300-050       K2: 32100-341-000 

      K3: 32100-341-702

K4, up to frame #2346793: 32100-341-702

K4, beginning with frame #2346794: 32100-341-703

K5: 32100-341-703      K6: 32100-341-900     

K7: 32100-405-670      

K8: 32100405-611

Note: Involves transition models. Additional minor variations, different part numbers,
changes and/or crossovers may have occurred within some shown or listed type.
Entire site and content © Honda750Expert.com

 

Salvage-yard and Internet searchers:
4 different US 750 K-model chrome grab-bar
'Rear Bumpers' 1969 through 1978!

                    
K0-K1: on left-side only

                  
K2-K6: full grab rail

   
         K7-K8: longer full grab rail