Motorcycle CB750 Nighthawk: technical specifications, photos, videos

Motorcycle Honda CB 750 Nighthawk 1996 review

Specifications Honda CB 750 Nighthawk 1996

Engine Honda CB 750 Nighthawk 1996

Transmission Honda CB 750 Nighthawk 1996

Dimensions and weights of Honda CB 750 Nighthawk 1996

Chassis and brakes Honda CB 750 Nighthawk 1996

Dynamic characteristics of Honda CB 750 Nighthawk 1996

Other characteristics of Honda CB 750 Nighthawk 1996

Description Honda CB 750 Nighthawk 1996

The description of the Honda CB 750 Nighthawk 1996 motorcycle is in the queue for publication of the article. Announcement: Today, for almost every new motorcycle that comes into being, marketers strive to carve out their own niche. This one is a road sport, this one is a recreational enduro. But what class should we include a motorcycle that has a little bit of everything? A good bike should have a reliable engine, comfortable ergonomics and simple controls.

Despite the fact that good models of motorcycles have a very respectable price, and the season for their use is relatively short, the motorcycle market is developing rapidly. And if you believe the words of dealers, then some models of recently released motorcycles are selling like hot cakes at the beginning of the season, and the models brought to Russia are clearly not enough to fully satisfy consumer demand.

A motorcycle has long ceased to be an alternative to a car, and the times when this equipment was bought only because there was not enough money for a full-fledged car are forgotten. Nowadays, two-wheelers can be called technological marvels in many cases, and their cost can be compared with that of prestigious cars.

Many people have started buying motorcycles for hobby purposes as riding or even collecting them has become a good pastime for many people. Many motorcycles, for example the Honda CB 750 Nighthawk, whose technical characteristics allow the model to be called a prestigious brand, are in demand among both beginners and experienced motorcyclists.

Currently, it is impossible to purchase a new Honda CB 750 Nighthawk motorcycle from the 1996 model year, since their production stopped 20 years ago. At the same time, the Honda CB 750 Nighthawk has excellent technical characteristics, so many are eager to purchase, if not a new, then at least a used version.

Motorcycles with an engine capacity of 747 cc / 45.5 cu-in. see, appeared as a result of long work of inventors who sought to create a model that was not inferior in characteristics to other versions of the motorcycle. In some cases, these models are not only not inferior, but also ahead of other motorcycles, as they have minimal fuel consumption and other excellent parameters.

Motorcycles with an engine capacity of more than 400 kb. cm, which includes the Honda CB 750 Nighthawk - this category of motorcycles simply cannot claim the title of “motorcycle for a beginner.” On the contrary, this is already a serious technique that requires certain control of motorcycle equipment with a smaller engine capacity. Yes, she attracts more attention, she is the most beautiful, fast, interesting and there is a huge selection of models. But as power increases, the weight of the motorcycle inevitably increases. In this class you are unlikely to find motorcycles lighter than 180 kg, unless they are the latest motorcycle models.

Go to the entire range of Honda motorcycles, on this page you can find Honda CB 750 Nighthawk motorcycles from other years of production and information about them

Motorcycles similar in characteristics to the CB 750 Nighthawk:

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Price of Honda CB 750 Nighthawk according to advertisements for sale

* Attention! Under the maximum, average and minimum of the Honda CB 750 Nighthawk motorcycle on this page, the average cost according to advertisements for sale on the Internet is indicated, without taking into account the year of manufacture, configuration and generation of the motorcycle model.

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Java 680 Trial (250 cc)

Jawa-680 250 cc for trial Among fans of motorcycle sports, there are more and more people who are fond of trials. Accordingly, the share of trial machines in the global production of sports motorcycles is growing. Now they are made by such factories as the Italian "Aprilia", "Beta", "Garelli", the Japanese "Honda", "Simson" - in the GDR, ChZ and JAVA - in Czechoslovakia. One of the largest manufacturers of sports motorcycles, Italian, annually produces 5,000 machines specially designed for such competitions. On the scale of Western Europe, this is a rather impressive figure. YAVA-680 is a special motorcycle of the 1987 model. The engine with a displacement of 246 cm3 with a cylinder diameter of 70 mm and a piston stroke of 64 mm is a further modification of the YAVA-125 engine. When creating it, the goal was to ensure minimal external dimensions and weight. The cylinder is made of an alloy of light metals, a mixture of r.

How to increase the durability of the IZHRP-1S turn relay on IZH Planet 3 and Jupiter 3 motorcycles

IZHRP-1S relay On the IZH-Planet-3 and IZH-Jupiter-3 motorcycles, the IZHRP-1S turn signal relay is constantly turned on simultaneously with the ignition. To make it work only when using turn indicators, some motorcyclists modify the switches, as described in the magazine “Behind the Wheel.” Motorcyclists who are familiar with the basics of electrical and radio engineering can achieve the same goal by slightly modifying the relay. It is enough to introduce two diodes of type D208 (or D7) into the circuit and change the switching circuits, as shown in the figure. The relay converted in this way has been working flawlessly for three years.B. ROGOZHIN141300, Moscow region, Zagorsk, 4, apt. 4 Diagram of the converted relay IZHRP-1S (changes are highlighted in bold lines). 1976N06P37

Installation of the electronic ignition system unit Electronics on the Dnepr MT-10 motorcycle

The Electronics ignition system electronic unit, designed for cars, works successfully on the Dnepr MT-10 motorcycle, which has 12-volt electrical equipment. Of these devices, it is the cheapest, small-sized, has an outlet and serves as an anti-theft device. I installed it in the luggage compartment of the stroller and connected it as follows. Terminal lug No. 7 is connected to the “LK” terminal of the relay-regulator, which increased the secondary voltage when starting the engine, and terminal lug No. 9 is connected to ground. Four wires collected in a bundle were connected (see figure). The capacitor was disconnected. The engine starts easily even in winter, the breaker contacts practically do not wear out, and the gap between them does not require adjustment. V. DONETSKrasnodar region, Khatukai village Connecting the unit cable: 1— cable; 2— wire from the ignition switch (+ 12 V); 3— ignition coil B204; 4 - breaker. In circles &.

Electrical diagram of Dnepr MT-10

Rice. 1 — left turn signal light 2 — lamp A12-21; 3 - headlight; - 4 - lamp A12-4 side and parking light; 5 — lamp A12-45-40 high and low beam; 6 — right turn signal lamp (not connected on a motorcycle with a sidecar): 7 — speedometer; 8 — lamp A12-1 speedometer lighting; 9 — indicator lamp for direction indicators; 10 — warning lamp for emergency oil pressure; 11 — high beam warning lamp; 12 — generator warning lamp; 13 — neutral sensor warning lamp; 14 — instrument panel; 15 - central switch; 16 — direction indicator switch; 17 – turn signal switch; 18 — contact plug; 19 — emergency oil pressure sensor; 20 - light switch; 21 — front light of the stroller 22 — lamp A12-21 for side light and brake signal on the stroller; 23 - bl.

Dnepr MT-10-36

Modernized motorcycle Dnepr Motorcycle "Dnepr" MT10 -36. Externally, it can be distinguished from previous models by levers with balls at the ends, union nuts on the exhaust pipes, and a passenger footrest that folds up and back. Last year, 1976, the Kiev motorcycle plant carried out a serious modernization of the Dnepr MT10 motorcycle it produced. First, the engine power was increased - from 32 to 36 hp. With. (see “Behind the Wheel”, 1976, No. 10), and then some components of the crew part were changed. This is a stage of a broad program to improve and improve the quality of motorcycle manufacturing, planned for the current five-year period. The modernized model received the designation MT10-36. The main directions of the work carried out were determined by the requirements of new, more stringent GOSTs in terms of increasing the active and passive safety of the motorcycle and reducing external noise. Rice. 1. Two-cam brake of the front wheel: 1 - driven lever; 2.

Additional options and versions

The model intended for the American market was equipped with ineffective brakes with a front disc mechanism and a rear drum mechanism, and therefore they prefer to purchase versions of the Honda CB 750 with two disc mechanisms in the front and one in the rear. The braking systems of other versions are many times more powerful, which is their undoubted advantage.

It is worth noting that the manufacturer offers a wide range of additional equipment for tuning, but when choosing it, it is worth considering that the Japanese and European versions of the motorcycle differ from each other.

Motorcycle Honda CB 750 - high-quality remake

This motorcycle is a modern copy of a model that was released back in the eighties. Honda CB 750 is a real remake.

There are both positive and negative sides to this, but those who wanted to buy a new motorcycle, just from a display case, and at the same time completely repeating the classics, were terribly lucky.

For whom

Here are the features of the model:

• reliability;
• seasoned old style;
• comfortable fit;
• details that cannot be found on modern bikes.

The Honda SB 750 is well suited for those who are bored with ordinary models, of which there are a dime a dozen on the streets and country roads. The bike is not a universal motorcycle for all conditions like the Honda Africa Twin, it is an ordinary machine for everyday riding on more or less smooth roads.

Specifications

In terms of its parameters, this is the most old motorcycle, almost from the middle of the last century. Of course, compared to its surviving predecessors, the components of the new CB 750 are in better condition. However, the archaic nature of the design cannot but affect all the dynamic indicators of the model.

Engine

The CB 750 is equipped with an in-line, four-stroke, four-cylinder engine with an effective displacement of 747 cm³. The unit has air-oil cooling. At 7500 rpm, the maximum torque is 65 Nm, and the maximum power at 8500 rpm will be 75 hp. The motorcycle accelerates to 100 km/h in less than 4 seconds, and its top speed is 205 km/h.

Transmission

This bike is equipped with a five-speed gearbox, and the drive is of a chain type. This is quite enough for this kind of motorcycle, and also does not contradict the designers’ task of creating a remake of their successful brainchild.

Dimensions and weight

The dimensions of this car are quite impressive, making it convenient for driving with a passenger. The length of the CB 750 reaches 2220 mm, while its width and height are 780 mm and 1100 mm respectively. The wheelbase here is 1495 mm, and the seat height of the model is 795 mm. The weight of the bike without fuel is 215 kg, and the tank volume is 20 liters. Taking into account gasoline consumption of approximately 6 liters per hundred kilometers, the tank capacity is quite sufficient.

Chassis and brakes

The CB 750 duplex frame is made of steel and is a wonderful example of a road classic. All the shapes speak of the old-fashioned nature of this car. The wheels are alloy, which is within the class limits. The comfortable steering wheel also matches its counterpart in the old model.

The rear pendulum suspension is equipped with two shock absorbers. At the front there is a telescopic fork with dimensions of 41 mm. Braking at the rear is a single-piston caliper and a 240 mm disc, while at the front this function is performed by two 296 mm discs together with two-piston calipers.

Production

For many, the CB 750 became not just a source of nostalgia, it attracted the attention of the public with its phenomenal reliability. It is not surprising that it was produced for so long - from 1991 to 2008. For some, this motorcycle was comparable to a breath of fresh air, air from a long-gone era.

Classmates

Honda itself certainly did not create its model so that it could compete with someone. A high-quality remake was the company’s goal. However, there are still motorcycles from other brands that are very close to the model in various parameters. These are the FZX 750 from Yamaha, the ZR-7 from Kawasaki, and the GSF 750 from Suzuki.

History of changes

During its career, the CB 750 went through several stages:

• 1991 – start of production;
• 1995 – minor changes to the purely exterior plan;
• 2008 is the last year of production.

This motorcycle probably found a response in the hearts of many fans of old technology, especially those who liked road bikes of the seventies.

Modifications

Versions of the Honda CB 750 differed from each other, but only slightly:

• F2 Seven Fifty - produced from 1992 to 2001 for the European market. The model is characterized by a classic design, rear disc brake and front dual brakes. In the Japanese domestic market, the motorcycle was sold from 1992 to 1995. Restyling was carried out in 2001, after which the model was sold until 2008.
• From 1991 to 2003, an American version of the Nighthawk was produced, featuring a cruiser design, rear drum brakes and a front disc brake.

NC750X DCT ABS – a good budget tourer from Honda

Article author: Moto Moto

The NC750X is an excellent budget tourer from Honda that is ideal for driving both on the highway and on busy city streets. This Honda, in the configuration I drove during my test drive, is simply made for travel.

HONDA NC750X – this could be the ideal tourism

The NC750X, in the configuration I received for testing, has everything I need for the long haul. Of course, many of these extras are not available in the basic version. I mean, first of all, the trunks. They are very easy to assemble and very convenient and packaged. Let's put a lot of them in them. To do this, do not stick out too much beyond the contours of the motorcycle, which cannot be overestimated in city traffic. And if there is no space in the trunks, it always remains... a trunk. Because you cannot call the luggage space available in this motorcycle anything else. Instead of a trunk, there is a compartment that can easily fit a helmet, a medium-sized backpack, or everyday shopping. It is also equipped with a landing port, document storage and a tool kit. It may be difficult to pull the power cord through the rubber grommet.

Another addition that's worth investing in is heated grips. These Honda suggested 3 degrees of heat. The first mode is for everyday use at night or at a temperature of 18 degrees. Level 2 is for cooler temperatures, while Level 3 is quite difficult and you can use it to dry out your gloves on rainy days. However, the way they are assembled is not very convenient, which is why the thumb always goes to the place where the cord connects to the gas.

The center stand, which should be an integral element of any “tourist,” has one drawback. Well, when you ride standing on your feet, your heel goes into the ledge to turn around. It is true that the risk of plowing the asphalt with this paw is small, but in case of unsuccessful driving through potholes, a bad situation could arise. However, the ability to have free network service on the go is something worth investing in.

HONDA NC750X – fuel combustion

Another advantage of this Honda from a touring perspective is its low fuel demand. The NC750X burns a ridiculous amount of fuel for a 750cc engine – 3.5L/100km. I was unable to get down to this level, and the combustion turned out to be 4.13/100 km in highly mixed mode over 450 km. In general, together with a passenger and panniers, at a speed of 170 km/h, the motorcycle demonstrated instantaneous combustion at the level of 5 l/100 km, which... in general, is an excellent result! Be that as it may, with a 14 liter fuel tank we can easily fly 300 km without refueling... although I'm sure that in normal driving a result of 3.5 l / 100 km is not an achievement, and then a range of 400 km should be achieved.

HONDA NC750X – DCT transmission in tourism

It should also be noted that the NC750X I had for a test drive had a DCT gearbox. This cover is perfect for this type of motorcycle. Not only does it free up the driver and give him more time to enjoy the surroundings or concentrate on the road, but it also improves driving economy. I won't talk much about this box here. It should be noted, however, that:

• This bike has a chain and it works better with the DCT gearbox because shifting gears is not that difficult. Loosening the chain makes the shift smoother.
• If we are driving in D mode, which is very economical, driving at lower speeds, at lower revs, is accompanied by a slight jerk of the motorcycle. It is best to drive in S1 mode around the city.

HONDA NC750X – engine

The heart of the car generates 55 horses and 68 torque. Maximum torque is available as early as 4,750 rpm, while maximum power is available at 6,000 rpm. And feel it while driving. It was definitely better to shift gears faster than to spin the red box. You can say that we have little strength for this ability. But this is not a “racer”, and such parameters guarantee high durability and service life of the engine. Numbers with license plates and driving experience - another pair of rubber boots. I was not afraid to overtake, I left many behind, because of the lights I was often first, and on the route with a passenger and without luggage I flew so nicely. In the right city, on an ideal route, on easy terrain, the butt carries. What do you want more? This ability also means that I will successfully recommend this gear for the first run of every Category A reins.

HONDA NC750X – brakes

Here, unfortunately, not everything is so colorful. Single 320mm front disc and two-piston caliper. This is not much for such mass and achieved speed. Of course, the bike slows down, but sometimes it would be useful to reduce the speed more effectively. You have to get used to it. You must maintain the rear brake. But everything is fine with ABS, it is in series and works just as well on white and wet... as on sand, although here you can feel the pulsation of the system. Due to the inability to leave the motorcycle running, there is a manual parking brake - this is standard on motorcycles with DCT. I wonder, though, why the DCT version didn't have the rear brake under the left handlebar, as is the case with the Honda Integra.

HONDA NC750X – display

The display deserves special attention. Unfortunately it doesn't show the engine temperature and the RPM seems so belt-hating, but otherwise it's quite functional and changes color. And now, depending on the mode, these colors can communicate what gear we're running, or when to change course, or what mode the box is in, or... and this was the mode that was used most often: economy information. There is also a clear indication of the speed at which we are moving. You can also change the intensity of the backlight and widgets such as the welcome text... unfortunately, this is often barely noticeable because the display is difficult to see when exposed to bright light.

HONDA NC750X – handling

This motorcycle is a pleasure to ride. It could have been even better if there wasn't such a ridiculous quick post ahead. I am sure that its wider and higher exchange will improve the traveler's comfort. But now it's good. The riding position is excellent and the bike, despite its weight, is easy to maneuver at medium to low speeds, which is useful around town. With barrels you do need to get a little more tired when getting into the bike, but it's not a major issue. Being 180 cm tall, I had no problem reaching the ground with my outstretched leg. Unfortunately, after 200 km the rear was forced to bounce for a few minutes, and it was also impossible to get out of the tank without a break in the meantime. Well, the exhaust heat shield... is perfect under the heel, making it perpetually dirty, but at least the footpegs are solid rubber instead of jelly AND the 9k mile hardware has shown no signs of wear.

What is a big plus for motorcycle tourism is the comfort of our passenger travel. Here's the revelation. The passenger is happy with Jady on the NC750X and that's a lot. The central trunk and the frame with handles were also important. Overall, I really really liked the equipment.

The lighting in the new Hondas is on a higher shelf. The LEDs give a lot of advice and everything is lit up beautifully. If you also choose hazy light, then even the dark side of the moon will be an ideal and bright driving environment.

Overall I really liked this motorcycle. If you are looking for a good “tourist”, then choose this one. Full specifications, available finishes, pricing and other information about the NC750X DCT ABS can be found on the manufacturer's website. Below are some numbers:

I also invite you to watch a video review of this motorcycle.

Owner reviews

A distinctive feature of the Honda CB 750 is a comfortable and comfortable seat that allows you to carry a passenger. The engine runs silently, average fuel consumption is 6 liters per 100 kilometers at a speed of 100-120 km/h. Engine oil consumption is reasonable, the air-oil cooling system protects the engine from overheating.

Among the disadvantages, owners of the Honda CB 750 in reviews say that the suspension is too soft, and therefore motorists often replace the springs with new ones. The fork is quite soft and sometimes breaks, but there is nothing critical about it. When using low-quality oil, the clutch begins to slip when driving at speeds over 160 km/h and during intense acceleration. This drawback can be eliminated by using high-quality motor oil.

The owners note that the braking system, represented by a drum and disc mechanism, is quite sufficient for the motorcycle, despite the fact that it is often criticized. If necessary, the motorcycle stops quickly and confidently without skidding.

The Honda CB 750 can travel 700 kilometers or more per day without overheating the engine, confidently holds its course, and does not wander along the road. Acceleration from a standstill is smooth, without jerks, the maximum speed is 180 km/h. Owners note the presence of a limiter and excellent acceleration dynamics, which are maintained throughout the entire speed range.

Despite the motorcycle’s considerable dimensions, it handles well in traffic jams and heavy city traffic: owners note excellent maneuverability. The seat is quite low, but at the same time comfortable and comfortable, the transmission works excellently. The stated problems with finding spare parts are not justified: motorcyclists easily find the necessary components in specialized stores, noting their affordable cost in reviews.

Honda CB 750 motorcycle: photo, review, technical specifications, reviews

The Honda CB 750 motorcycle is the same type of bike that never becomes outdated, remaining aloof from newfangled trends and technological innovations. The model rightfully received the title of timeless classic: mass production lasted from 1992 to 2004, and several hundred thousand copies were produced over the entire period.

Honda CB 750 review

The mid-sized CB 750 road bike was designed as an alternative to the underpowered Honda CB 400 and the overweight Honda CB 1300 with excellent durability and simplicity. The CB 750 is a remake of one of the most popular motorcycles of the 70s, and the manufacturer admitted that it deliberately created the second generation with an archaic design.

The Honda CB 750 was not created as a competitor to its classmates - rather, it was a model created for those who want to buy a motorcycle built on the basis of old technologies. The idea of ​​the Japanese company turned out to be successful: the CB 750 was extremely popular and was produced in several versions - classic, CB 750 Nighthawk and a simpler one, used for training in motorcycle schools in Japan.

Modifications

Versions of the Honda CB 750 differed from each other, but only slightly:

• F2 Seven Fifty - produced from 1992 to 2001 for the European market. The model is characterized by a classic design, rear disc brake and front dual brakes. In the Japanese domestic market, the motorcycle was sold from 1992 to 1995. Restyling was carried out in 2001, after which the model was sold until 2008.
• From 1991 to 2003, an American version of the Nighthawk was produced, featuring a cruiser design, rear drum brakes and a front disc brake.

Technical characteristics of Honda CB 750

The design of the motorcycle is quite primitive: a duplex steel frame, a four-cylinder in-line engine with an air-oil cooling system, front telescopic forks and two rear shock absorbers, a five-speed transmission, a chain drive and four carburetors. The classic design of the Honda CB 750 excludes the plastic body kit, but is equipped with an analog instrument panel and round optics.

Engine

The Honda CB 750 was equipped with an engine producing 75 horsepower and 65 Nm of torque, which is a very good indicator even for modern motorcycles. The motor was equipped with a valve drive system with a hydraulic compensator, which eliminates the need for constant adjustment and reduces the noise level. The engine has a long service life and reliability, but requires proper and high-quality maintenance. When saving on consumables and operating fluids, you may be faced with the need for expensive repairs.

Transmission

The gearbox installed on the Honda CB 750 has the same characteristics as the engine, being reliable, long-lasting and quiet. Gear shifting is smooth and soft.

The weak point of the motorcycle is the gear shift shaft, which fails when dropped on the left side. Versions released for the Japanese market most often suffered from rapid clutch wear. Replacing this unit is complicated by the fact that it differs from those installed on European Honda CB 750 models, which makes it extremely difficult to find.

Body kit and frame

The engine is mounted on a frame of a classic design made of steel pipes, which, however, has sufficient rigidity provided that the motorcycle is used on the highway and in urban areas. The chassis of the motorcycle is designed for pilots of average and tall height, but for a short person the CB 750 will seem too tall.

Pendants

The telescopic front fork is not adjustable and does not have sufficient strength. Adjustment of the rear shock absorbers is carried out only by pre-compressing the springs, which is why most motorcycles on the secondary market are equipped with tuned shock absorbers.

Brake system

Early versions of the Honda CB 750 were equipped with rear drum and single-disc front brakes. The brakes are effective enough for braking during moderate driving, but with an active driving style they are clearly not enough.

Additional options and versions

The model intended for the American market was equipped with ineffective brakes with a front disc mechanism and a rear drum mechanism, and therefore they prefer to purchase versions of the Honda CB 750 with two disc mechanisms in the front and one in the rear. The braking systems of other versions are many times more powerful, which is their undoubted advantage.

It is worth noting that the manufacturer offers a wide range of additional equipment for tuning, but when choosing it, it is worth considering that the Japanese and European versions of the motorcycle differ from each other.

Summary

The Honda CB 750 road bike is not an ordinary styling of famous retro motorcycles, but a powerful model with excellent characteristics. The CB 750 was created on the basis of the model of the same name, released more than half a century ago. Despite certain pros and cons, the simple design of the model is quite reliable, and the retro design can be considered an advantage.

text from MotoReview

Honda CB750: 747 cc, 75 hp, 215 kg, $3800

There are some motorcycles that seem to exist outside of time. They are completely unaffected by bursts of fashion and technological innovations. For many generations of motorcyclists they were, are and will be. A good example of this is the Honda CB750. Everyone knows this model, the number of copies produced has long exceeded hundreds of thousands, its abbreviation emphasizes the glorious history of this name - one of the most significant motorcycles of the 1970s. Honda's first four-cylinder motorcycle appeared in 1968 and revolutionized the market. He set completely new standards and changed attitudes towards recreational models. The car had an overhead camshaft, a five-speed transmission and a front disc brake. Many believe that the CB750 should be considered the first true supermotorcycle.

It was to cement this event in the annals of history that 17 years later, in the early 90s, Honda again decided to launch a similar classic car into circulation. And, despite the fact that many tried and are trying to consider it as some kind of competitor to local and modern neoclassics, Honda designers have always emphasized that they deliberately aged the “stuffing” and chassis, thereby distinguishing the model from the wide mass of similar two-wheeled remakes. The appearance of the SV750 and its characteristics determine the special place of the car in the modern table of ranks. Since its debut in 1991, several modifications have been released. The most common are the CB750 Nighthawk (with a single-disc front brake, smoother fascia shapes and large-spoke alloy wheels) and the classic CB750 with chrome mufflers, dual-disc front brakes and a rear passenger handle. Accordingly, there were differences in weight, gas tank volumes and dimensions. However, the simplified American version did not last long on the assembly line, and since 1993 it was completely replaced by the classic version, which, by the way, also began to be produced in fairly large quantities in a special modification for motorcycle schools. The devices are distinguished by black mufflers, the absence of a passenger handle, and sometimes an additional fan on the oil radiator.

Otherwise, the CB750 is “tailored” according to the classic proven design – a duplex frame, a four-cylinder in-line engine, a “telescope” in the front and two shock absorbers in the rear, simple disc brakes and the same “tidy” with a round headlight.

Thanks to its huge circulation, reliability and unpretentiousness (it is no coincidence that it is used in Japan as a motorcycle for training!) the model has long been a regular at second-hand stores. Given the combination of characteristics and availability of spare parts, the price is quite acceptable for many. And it is not surprising that the device is most often preferred in our country as the first foreign car. Even with a good mileage of 50,000 km, it is capable of running at least that much. Not every contemporary can survive this long. That's why we decided to take a little break from the new products and return to the classics of the genre. How are you, “grandmother”?

Vladimir Zdorov, Motor Review expert Height - 193 cm, driving experience - 13 years, rides a Suzuki TL1000R sportbike. For some unknown reason, instead of a well-deserved place in the museum of motor rarities, this device stands in front of me and looks in surprise with the round headlight of the “correct” one. classic design to the modern world, which has changed so much over the many decades since its inception. Long years of hard work in a previous life as a tool for a motorcycle courier or the first motorcycle for training in various motorcycle schools only confirm its legendary reliability and unpretentiousness. However, it is precisely this circumstance that makes me very suspicious of those devices that end up on the secondary market. It’s even scary to imagine how many laps their unfortunate odometers have clocked up...

To some extent, the “sibikha” was a victim of its own successful and indestructible design. Of course, trying to seriously evaluate the performance of suspensions, brakes or handling from the standpoint of the capabilities of a modern motorcycle would, to put it mildly, not be entirely correct in relation to the “old lady”. However, there is no escaping the immutable facts either. For example, in terms of ergonomics, this “grandmother” is able to give master class lessons to many of her contemporaries - the seating position is absolutely relaxed, there is a decent amount of legroom, the “classics of instrumentation” in the form of two indispensable “glasses” of a speedometer and tachometer are right before your eyes, respectively, providing excellent readability. The clutch and brake levers please with little effort, and the reliability and precise operation of the gearbox, which has already become the talk of the town, is taken for granted when choosing a motorcycle with the Honda inscription on the gas tank. At the same time, the seat itself pleases with both its size and thickness, providing a completely digestible level of comfort for both the owner and his possible passenger, and it does not matter what build he is.

SV750 is a motorcycle of mood and understanding of life in its beautiful manifestations a good 20 years ago. It is also interesting that if you set a goal and, suppressing the urges of pity, mercilessly unscrew the throttle in first gear, not forgetting, of course, to “spit” the clutch, then the engine will sway and squeak indignantly with a couple of “backpack” shock absorbers at the rear , is quite capable of covering 50 meters on the rear wheel, rewarding him with a severe fork breakdown on landing for such a disrespectful attitude towards age.

Riding “on the knee” is also possible here, however, the motorcycle resists and wriggles in every possible way, like a creeping reptile, clearly hinting that they don’t ride classics like that. You must understand that you need to look for pure adrenaline and fun when riding this motorcycle, not in acceleration or refined work of suspensions and brakes, but directly in the process of movement and movement in space and time, and that feeling of freedom that no car is able to reward its owner, no matter how many zeros appear in his price tag. If we are honest with ourselves, we must admit that due to the specifics of the work, the body, as they say, has “eaten” with various “motor delicacies”, which does not always allow us to accurately and impartially assess the merits of some motorcycles, the whole point of which is not at all in clever injections or high-tech frame made from alloys of high-mountain goat excrement.

The main advantage of this Honda, it seems to me, is its accessibility and simplicity of design, which in further operation will ensure minimal maintenance costs. In theory, the main concept of this model involves significant daily mileage, it doesn’t matter whether the motorcycle is used for some work purposes, or we are talking about a large motorcycle trip - the essence is the same, the owner of the SV750 will always be as convenient and comfortable as possible, and his head will not be clogged thoughts about why the third gear “does not engage” and the second constantly “knocks out”. Or where to get motorcycle oil to top up the engine; this is unacceptable bad manners for the Honda Corporation. In general, if you need a motorcycle as a vehicle, where reliability and unpretentiousness are at the forefront, then the Honda CB750 seems to me to be a completely worthy and interesting option, the main thing is to be able to find a copy that has not been tortured to the point of clinical death.

Nikolay Bogomolov, Motor Review expert Height – 183 cm, driving experience – 8 years, rides a Kawasaki KDX250 Once upon a time, almost 40 years ago, this motorcycle revolutionized the market. Since then, a lot of water has flown under the bridge, contemporaneous models have sunk into oblivion, but the Honda people continued to rivet the best-selling classic. I really wanted to find out what the trick of the motorcycle is that attracts many millions of buyers, so I started testing with particular enthusiasm.

There were no complaints about the landing. Almost without getting out of the saddle, I rode several hundred kilometers and did not feel tired. The “fifth point” normally perceives contact with a comfortable seat; there is no discomfort in the limbs located on the steering wheel and footrests. The rear road conditions can be clearly read in the mirrors, especially since there are no vibrations. In general, I would not be afraid to go long distance on this motorcycle. However, there is not enough protection from the wind. But if you want to spoil the motorcycle for the sake of comfort, you can put a tuning windshield on it. But the device has problems with dynamics. You don’t get any “kicks in the butt” by “opening the handle”: smoothly and relatively slowly the CB accelerates to about 160 km/h, after which it becomes completely sluggish. In a word, it is not conducive to aggressive driving. The suspension is not conducive to this either. When cornering at speed, the front wheel does not behave entirely predictably - it follows its own trajectory. But if you don’t pretend to be Valentino Rossi, you can ride. Moreover, on small uneven surfaces the suspension absorbs almost all shocks, keeping the rider’s musculoskeletal system safe and sound.

The brakes match the character of the bike. It would be hard to call them powerful, but they are enough for braking during quiet driving.

Having listened to my experienced comrades, I filled the tank with 92-grade gasoline. And indeed, the motorcycle rides no worse than the 95. Consumption during dynamic city driving is five to six liters, when driving on the highway it is slightly less. What is the specialty of the motorcycle? This is what I couldn’t understand. A faceless device with average performance for reasonable money. Apparently, this is exactly the kind of car that most buyers need. It’s not for nothing that Zhiguli and Golf cars sell best on the automobile market.

Mikhail Lapshin, deputy editor-in-chief of Motorreview Height - 193 cm, driving experience - 12 years, rides a Yamaha TDM900 and Yamaha YBR125 Inspecting the motorcycle on site made me sad: the mufflers are black, which means the device is from a Japanese motorcycle school, brake discs and calipers “breathe time”... I can imagine how many people have ridden on it! But, lo and behold! The engine runs completely smoothly, responds easily to the gas, the suspension does not leak, and the gears engage like on a new Yamaha - normally. Okay, I persuaded you, “old lady,” let’s go!

How can I convey these sensations more precisely?.. Have you ever ridden a Volga? Here the impressions are approximately the same: a slight swing on uneven surfaces (the suspensions just need time to dampen the flaws), as if there is traction (well, in the sense that the engine pulls and accelerates the car), and even controllability is present (on a straight line, mostly) . I admit, I immediately felt completely out of place in the modern equipment and integral helmet on the SV750. I just wanted to dress in an open bowler hat, canned glasses, leggings and army boots. This device seemed to have fallen out of the times when “Java”, “Izhi” and “Dnepr” were moving on our roads.

I did not evaluate the motorcycle from a modern point of view. Crazy blows, turns with “knees”... if our Vova Zdorov amuses you with this, then the flag is in his hands. The device was created simply for moving from point A to point B. The rhythm is unhurried - 120 km/h is best. The trajectory in the flow does not need to be too confusing. Remember, straight forward is best. And don't assume that these impressive-looking brake discs slow the car down with the capabilities of modern motorcycles. Just know that they work well, but without a single drop of sport. The heavy weight of the “Sibihi” makes itself felt in turns, when the rear begins to merrily rearrange, and the front wheel moves away from the line intended by the pilot. In such cases, it is better to simply let the car level itself and drive along a trajectory known only to it.

After clocking up about 300 km on the odometer, I finally understood what the aura of this motorcycle was. You need to be as simple and undemanding as possible with him, just love him for what he is, and for the fact that he has a very well-deserved pedigree behind him. Yes, yes, the most family relationships, a real “grandmother”! Don't you sometimes love to sit with your elderly relatives, chat, listen to interesting stories and talk about life? What about ambitions? Leave them at the door...

Alexander Astapov, Deputy Editor-in-Chief of Motor Review Height – 182 cm, driving experience – 15 years, drives an Italjet Dragster XX An old, old joke. The New Russian is returning Christmas tree decorations to the store. They ask him: are they really defective, so we will replace them for you right away, etc. He shakes his head. Having tired of fluttering around the client, the sellers ask in despair: “So what’s the matter?” He looks sadly: “They don’t make me happy...”. I’m also not happy with this “sibiga”. Everything seems to be in order (if, of course, we ignore the nightmare state of this specimen): comfortable fit, soft saddle, quite efficient brakes, quite (enough, fellow sport bikers!) powerful engine...

But all the same: it’s not happy! On the way to work and back, I want to enjoy driving, and not just move from point A to point B. I didn’t find any “spiciness” or any kind of sharpness in any reactions at all. Everything is boring, like your spouse’s grievances after another night you spent away from home. Not happy... And the device weighs - dear mother! Yes, liter neoclassics are even heavier, but there you understand why you are straining your tired muscles and broken joints. I’ll keep silent about the Sportster: there you feel like a rider of a wild “steel horse” living its own life, and at least it brings pleasure. Everything here is sluggish and tasteless. Not happy...

And the appearance is a nightmare. Yes, it seems like everything is in the style of its 400 and 1000 cc counterparts. But everything is quite harmonious with them. Here the proportions are different, and I, looking at the motorcycle from the side, feel the desire to turn away so as not to spoil the mood with the sight of this bastard. The Nighthawk version - although it had no brakes (one disc in front and a drum in the rear for such a carcass - tears!), but its noble appearance made it a good alternative to the old Japanese cruisers. And this one... I’m not happy! So, “get this bastard out of sight.” I will never take it for myself, even if there is an option in mint condition for ridiculous money. He doesn’t make me happy, he doesn’t make me happy!

Alexander Dmitriev, editor-in-chief of “Motoreview” Height – 183 cm, driving experience – 16 years, drives a BMW F650 GS I have a long-standing relationship with the SV750, and it’s platonic. So, without ever having ridden it, in 1996 I almost bought this motorcycle. And I liked his appearance. Instead of the Seabikha, I bought an enduro and forgot about the SV for five years. Then the fanaticism passed, and somehow I just took the SV750 for a ride. I rode it a bit, realized that the device was too small for me, and changed it to a CB1000. Therefore, now I rode this legendary motorcycle for almost the first time. Strange, but today he no longer seemed very small to me. Well, the saddle is a little low, but it’s more comfortable to place your feet on the ground. How does the motor work? This is one of those motorcycles that, with your eyes closed, you can tell it's a Honda. Riding a motorcycle is pleasant: but not in a hurry. At the same time, it allows decent maneuvering in traffic, easily accelerates, brakes and does everything that a regular motorcycle should do. You don’t expect gun-like dynamics and precise handling from it. But he can drive for a long time and with minimal investment. No one looks at the SV750 as if it were an expensive thing - it does not attract crowds of onlookers. And this is again nice - it reduces the likelihood of theft. I rode it to the dacha - no one noticed that I had arrived on a motorcycle. The CB750 does everything correctly and predictably - whether driving on the highway or broken concrete. But you won’t get what’s called fun from him. If only while traveling. By the way, about long trips: I drove it about 180 km in one sitting, and assessed the condition of the “fifth point” as good. But you won’t be able to travel with a passenger – the suspension for two is still a bit soft. And one can only guess how he will behave laden.

And what about the notorious price-quality ratio? What can you buy for $3500? The only one with a 750 cm3 engine is the Kawasaki Zephyr 750. But can you compare it with a Honda? What about the choice of additional equipment? A motorcycle produced in huge quantities is loved by spare parts dealers: at least consumables are always available for it.

The summary is this: an excellent motorcycle for those who do not care about image, but just need to ride. Travel a lot with minimal hassle and expense. Yes, and you can learn from it - decide to resell it in a year - you won’t lose anything in money.