Development of new engines has been halted since the CB750 Four that shook the world, and there is a demand for something new that goes beyond simply filling the gap with rival DOHC models!
In 1978, the CB750K was announced in America. It was almost 10 years since the CB750FOUR, the world's first mass-produced 4-cylinder engine, was released in 1969.
While all manufacturers were refusing to comply with the American exhaust gas regulations, the Muskie Act, Honda saw this as a golden opportunity to become recognized on the world stage as a car manufacturer, and was determined to make it happen. They pooled all the efforts of their engineers, including those in the motorcycle industry, in the development of the CVCC engine with its compound combustion chamber.
Honda, which had withdrawn from World GP racing after 1968, entered the 24-hour endurance race to maintain its performance image among fans. In order to maintain its performance image to fans, Honda entered a works machine, the RCB, a DOHC version of the CB750FOUR, in the 24-hour endurance race, defending Honda's strong position in the race.
The RCB engine was followed by the DOHC 4-cylinder engine of the new CB750K, which was about to enter its 10th year.
With four valves per cylinder for a total of 16 valves, the proven layout and cooling fin design reminiscent of the RCB was a surprise to Honda fans who had been waiting for this engine.
With its imposing quad exhaust system, large-capacity fuel tank designed for long-distance touring, and a thick seat, it was a confident announcement that this was a luxurious flagship that truly exuded the performance of a cruiser.
However, something unexpected happened for Honda.
Honda received a flurry of complaints from European countries about the new 750cc motorcycle, demanding that they do something about the old-fashioned design of the big bike, which they felt lacked sportiness! In the UK, the cafe style was a part of the populist culture of rockers, with a normal fuel tank, separate drop handlebars and a long seat.
But even in the UK, the stylish and sophisticated urban cafe style, such as the Norton series, was seen as a lifestyle hobby for the wealthy, and there were workshops in France, Switzerland and Germany that custom-made such special machines.
Honda quickly decided to take on the challenge of creating an urbane Euro design, and the CB750F (later to be joined by the CB900F) was announced soon after, and sales began alongside the K.
The CB750F further refined this trend, with its all-aluminum rear sets, which were originally designed for cafe racers, and a racy mechanism that linked the shift pedal to the setback position, and other specifications that were previously only available with custom parts but never on mass-produced cars, all packed with special features.
Thus, the strategy for the new CB750 series changed to one based on the CB750F and CB900F, and they quickly made a comeback against their rival Japanese manufacturers, using this as a springboard to overwhelm them with a development rush including a V-type 4-cylinder series.
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Information Source. [ RIDE HI ]