As a usual step one, the oil is changed. The filter bolt either had some serious loctite, or it had not been off in many moons. It was already rounded off from some previous ham-fisted attempts to remove it. It took a liberal dose of heat and a sacrificial socket to get it removed. A new one came from Larry's who happened to have an OEM version in stock. A new K&N filter finishes the job. On the cosmetic front, a couple of side cover emblems are easily sourced along with a points cover. The broken clutch lever is replaced, and a few bulbs are refreshed. Timing is adjusted as it is slightly off. Brake fluid also gets refreshed, so we should be ready for the summer.
1972 Honda CB750
Changing the plugs on this bike is awkward given how they are positioned behind the frame, and the deep narrow well. It is always interesting to try to determine why a vehicle has something other than stock spark plugs. Was it a performance upgrade? Something to mask a problem? A more modern equivalent? In this case, as in most, I go back to the stock plug and then see if there is an issue. The stock equivalent for this bike is an NGK B8EA. I also drained the oil and attempted to remove the filter housing which seems to be seized in place. Great...ran out of time so that will be a project for the next session.
There is no rational explanation. No logic. No rhyme, no reason. This is one of the machines that leaves the garage and re-enters the garage, and then it leaves again. And then it returns. The only defense is that I am working my way back from 1976 to a few 1974 versions and now to 1972. Almost back to the sandcast models with their irrationally high premiums. This one has good pipes, and under 8k miles on the clock. It starts, but obviously needs work. The carbs probably need to come off as usual, and the normal tune up. It has a busted horn, a missing electric start button, and a few other electrical issues. Cleanup needs, new chain, an airbox, etc.