Monday, 25 April 2011
Sunday, 24 April 2011
Saturday, 23 April 2011
This is a story of maybe the fastest CB750 ever, and hardly anyone has ever heard about it...
This is the story of one of the most eccentric challenges Honda has ever undertaken – the pursuit of the world land speed record. The was a skunk works project like mission that distracted a small but dedicated group of American Honda Employees for the better part of two years during the early 1970s.
Honda pursuit of the world land speed record was the brainchild of general manager of American Honda Masa Suzuki. Suzuki dedicated that it would be tremendous boost for Honda’s public relations effort if the company set a new absolute land-speed record for two-wheeled vehicles at the
Dubbed the Honda Hawk the machine was a conventional streamliner motivated by tandem turbocharger CB750 engines. The Hawk chassis was actually build by a Wisconsin-based company called Reaction Dynamics which had previously done development work on the record-holding, rocked powered Blue Flame streamliner. The Company spared absolutely no expense in creating the Hawk – a gorgeous machine, fitted with a sophisticated data-acquisition system that charted a dozen inputs, and high-tension drive chains that were packed in grease that cost $55 a quart. Despite this no-holds-barred attitude, the Hawk effort was never to achieve its goals.
According to Bob Jameson, one of the participants in the Hawk project, the effort was fatally flawed from the beginning. “First of, it was a PR project, not an engineering project”, Jameson says. “The project was pretty much governed by Honda’s advertising company – they prepared the contracts, established the sates of the runs – everything. And what they knew about running a land-speed record team, who knows?!"
But what was more troubling, Jameson says, was the attitude of the Honda bosses driving the project. Suzuki was a real ego guy, a fame and glory guy, a beat-your-chest guy. Jameson remembers. “He wanted to have the spotlight all to Honda, so we were alone on the salt”. This lack of experience, Jameson says, was the biggest stumbling block. With the exception of the limited help from Reaction Dynamics, the Hawk was entirely an internal project. And with the exception of Jameson, no one on the team had ever been to Bonneville before. The driver, an experienced road racer named John Mckibbon, had hardly exceeded
The Honda land-speed effort got off to a bad start things quickly got worse. Honda made its first land speed record attempt in the fall on 1971, immediately following the Bonneville Speed week. Conditions were less than cooperative: Weather during the first runs was everything you don’t want for a record attempt - including rain and strong crosswinds. There were also mechanical problems, including a non-functioning rev limiter that led to and epidemic of bend valve stems. Worse McKibbon was having a terrible time keeping the Hawk upright.
To create the Hawk, Reaction Dynamics had basically borrowed the front design from its earlier and more successful Blue flame. The only problem was that the Blue Flame was a tricycle chassis geometry did not appear to be compatible with the motorcycle chassis at speed. The result was that McKibbon and the Hawk fell down a lot – nearly every run. By the end of the first day, the once gorgeous Hawk was salt scarred on both sides and held together with duct tape. McKibbon did eventually cross the 300 mil per hour barrier, breaking the traps one time at
After a few fruitless days on the salt the Honda team swallowed its pride and placed a phone call to Don Vesco, the former Honda road racer and land-speed legend whose assistance they had earlier refused. Dix Erickson, another member of the team, raced down to Tesco’s shop in
During the off-season, the team constructed an entirely new Hawk, with a totally different body and chassis concept, but this second-generation machine never even made it to the salt. Funding was cut and the mission was aborted before the Hawk II could even be rolled out of the shop. Ironically, all the landspeed glory in the 1970s went to former Honda racer Don Vesco and his Yamaha and
Wednesday, 20 April 2011
Monday, 18 April 2011
Friday, 15 April 2011
Mr. Paint himself (Aka. Paulo Aka. Joe King : http://www.joeking.com.br/) send me this comment to the feed “Paint On Seat And Tank“
I am flattered to hear that my build get’s this kind of attention from all over the world. So thank you all for the comment, feedback and support.
I appreciate it…
Wednesday, 13 April 2011
This cool CR750 replica was finished in early 2010, and has been on display at the Vintage Days at
The engine has been modified with CR type profile camshaft, Performance Cycle connecting rods, lightened crank, and lighten engine case… And of cause there has been fitted a set of
The electrical system has also been updated with a dry lightweight charging system and Dyna ignitions.
The mean looking exhausted system was completed by Swarbrick Racing Competition Exhaust Systems in
The suspension has been upgraded with progressive shocks in the rear, and Race Tech fork springs in the front. The faring, seat and tank is from Air Tech, and the oil tank is custom made in aluminium.
Saturday, 9 April 2011
The seat and tank was send to the painter yesterday...
Thursday, 7 April 2011
Hmm…. It seems like all the super cool CB/CR750 ends up in the
First the Wrench Monkees Gorilla Punch is bourght by some nightclub owner and put on display in a bar in
The bike was constructed during the winter of 1996-1997 by Mark McGrew and the M3 crew, at the M3 Racing factory in
This bike has start in such magazines as: Cycle World, Motorcyclist, Classic Bike
Thanks to the dab hand of French Legend Gilles Chauve the carbs has been given a thorough going over so the bike is now a 100% race ready again.
HONDA CR750 M3 RACING ENGINE:
Engine built by M3 Racing (92-93 HP @ 9800 RPM)
Nova Close Ratio gear box (newest updated version)
Lightened/balanced/micro polished crank with oil hole mods.
Carrillo conecting rods with Kelmet racing beariings.
Special M3 slipper type cam chain tensioner/Tsubaki racing chain.
Special M3 racing pistons/rings, set at zero deck height.
Special M3 racing grind camshaft by Web Cam.
Lightened/polished rocker arms with special M3 adjustimng lock nuts.
KPMI springs/Ti retainers and Black Diamond valves.
Cylinder head Ported/flowed by "Berreth Heads" to M3 specs.
Special primary drive hub with M3 modifications.
Dyna ingition with OEM advancer.
Special top cover with top engine mount by M3 Racing.
CR special 31mm carbs.
Heavy duty racing clutch.
Heavy duty primary chains.
OEM oil pump modified to M3 Racing specs.
SPECIAL PARTS:22 liter RSC made factory fuel tank alloy with magnesium cap
Dick Mann seat/seat cover taken from Honda race team spares
Alloy factory RSC oil tank from Team Honda
RSC magnesium side cover for AC generator
Hand made megaphones by Rob North to factory "works" specs
Titanium front & rear axels, from Dick Mann spares
Titanium engine bolts & swingarm pivot from Dick Mann spares
RSC tachometer/oil pressure mounting plate
Factory RSC tachometer
Works Performance rear shocks built to M3 Racing specs.
Special alloy swingarm bearings and pivot system.