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For the term "cb77".

Honda CB77


First offered to the public in 1961, the Honda CB77 Superhawk can be seen as the first shots fired in the war for market domination. This 1966 CB77 shows you what the public did with this parallel twin, 305cc bike when it came to the shores of the US. With the engine integrated as a part of the frame, this showed the world what Honda learned in its first years of Grand Prix racing.


From the seller

This is a rare and wonderful find.  The bike is a 1966 Honda CB77 Superhawk racer.  It was built, owned and raced by two brothers in Northern California.  The bike raced AFM at SearsPoint and Cotati Raceway.  If you look at the picture from the front number plate (which I removed so the bike was street legal with headlight) you will see an AFM tech inspection sticker from Sears Point Raceway

Bike had been in the garage under a lot of dust since the early 80’s.  I rebuilt the carbs, drained and coated the fiberglass tank with Caswell two part epoxy and changed the fuel lines and oil and she started right up and runs the way she should.  The original race tires were cracked and unsafe so I put new tires on her.  The original tires will go with the bike just in case you need them.


What the engine delivered before any race prep was 28hp that claimed 100mph from the factory. What these two brothers could have done to go racing is the tried and true CCC race tuning. Carbs, with Velocity stacks, but are they bigger? Cams? Honda has been known to offer over the counter race parts? Compression, what hides inside of those twins?


Part of buying a vintage racer is the unknown. Racers often evolve in the race it, break it, improve it mode. The seller points out that this 1966 Honda CB77 has some road rash, but who knows if the two brothers had some engine issues, and found some more power with there solutions? BB


1966 Honda CB77

There are many ways to do a custom bike. The most often used method is to use parts that are available today to make your bike your own. A less often used method is to pretend you are stuck back in time and can only use the parts that were available at that time. The builders of this 1966 Honda CB77 set up to hot rod their bike with parts that were only available in the 1960’s. They were going for the over the counter CYB77 and the pictures show what they were able to do.

From the seller

Up for sale is a freshly restored 1967 CYB77 race replica.  We built this bike as if were built in the 60’s or 70’s.  A few mods that we did to the bike include using the CB160 headlight instead of the rather large CB77 headlight to give the front end a more minimalistic look.  The battery was moved under the seat and the box and all the surrounding tabs were removed.  All wiring that could be hidden is tucked under the original CYB77 factory race seat (recovered, with new foam) as well as the headlight switch.  The CB160 did not have a switch on the bucket like the CB77.  The stock top triple was shaved down.  Period style clip-ons were used instead of the more popular aluminum models.  The front brake hub was drilled and fitted with stainless steel mesh to cool the shoes under heavy braking.  Taillight is a WW2 Harley/Indian military light with glass lens retrofitted under the seat.  We did not run fenders on the bike, but instead ran a polished aluminum plate at the rear wheel to keep anything from slinging up all over the motor and seat from the tire.

We have shown other CB77 and learned that at the time you could go to your Honda dealer and pull out the parts catalog and flip to the CYB parts section. Open megaphones, rear-sets, solo seat, and more were all offered over the counter to turn your CB into a race ready CYB.

More from the seller

The engine (1964) was rebuilt using a new kickstart bushing, new seals and gaskets, although there are a couple of oil leaks (hard to seal all of them on a 48 year old motor).  In our attempt to gain a bit more power out of the 305cc engine, we used NOS Kenig racing pistons from the 60’s fitted with NOS Honda rings (both .75 over).  We were tempted by the CB350 rebore kits, but wanted a more period bike.  The megaphone exhausts were custom built and welded to the original headers, painted and then wrapped.  They are rather loud, but have a great deep sound.  The velocity stacks are also period, but most likely never fitted to this style bike and we were forced to trim them down a bit in order to fit under the tank.

When looking at Classic Sports Bikes, I do prefer to see ones that are Classic. When you see a 1960’s bike with 2012 parts on them, they just don’t look classic any more. There are some concessions on this bike, but because they set up at the beginning to stay within the decade of original manufacture, the over all project is very nice. The seller of this 1966 CB77  gives more detail on the build and a few more pictures, so check it out and see if it fits. BB

1964 Honda CB77 Super Hawk

Before the advent of weather radar, people would only have the current weather to help determine what was on the horizon. If it was nice and sunny, you could expect that you would continue to have nice and sunny days. But if you see a 1963 Honda CB77 in the showroom, you have to expect a storm coming. The seller of this  Honda CB77 restored the bike using some of the racing parts with the CYB77 prefix found in the parts catalogue.

 From the seller

1964 model year. 11450 miles. Restored in the 1990s. Many Honda factory YB parts listed below.

This bike starts and runs excellently. This bike was restored as an AHRMA racer. I have not, however, been raced. It sits in a museum with a lot of other production and race Hondas of the 1950s and 60s.

Between 1963 and 1967 the CB77 was a 305cc twin cylinder OHC motorcycle offered from Honda. It was the bigger brother to the  250cc CB72, but just because of  305cc, do not call it small. From the factory it would produce 28hp at 7200rpm and had a redline way out to 9250rpm. This was good to 90+mph stock, from the factory, with all the restrictive parts still on the bike. So what is to be expected from the CYB77 parts?

The photos should detail the bike reasonably well but some of the items to note are the special YB racing parts as follows:

YB racing megaphones. The bike sounds wonderful but is of course loud.

YB racing solo seat

YB racing rear-set foot pegs (these particular units are also the style seen on many Honda CR racing machines)

shouldered aluminum racing rims. These are size WM2

rear shocks. These are not Honda factory shocks. These are Hagon racing shocks.

Mikuni (sudco carbs) These carbs works outstandingly well. They work far better than the original carbs. I do have the original carbs and they will go with the bike in any case.

drilling on the front and rear hubs. The craftsmanship is excellent. Most people love this. Some people think it is a bit much. This drilling is of course not factory. I do have a factory set of hubs and backing plates that are very nice, original and undrilled that will go with the bike. So you get the bike both ways.

This CB77 offered up for sale now is something that a lot of people want. Something that takes a good performing bike, and goes further. Now it stops short for removing the headlight and tail light. But the addition of some go fast parts, and the removal of weight from the tried and true drilling of parts should get the new owner of this bike a great rider. It has been in a museum, so take care in bringing it back to road going condition. BB

1966 CB77 Super Hawk

“You meet the Nicest people on a Honda” was how Honda got their foot in the door, the Super Hawk may have been the first scream heard once they got through the door. Looking at it you might not see the future of Honda, with bikes like the RC30 to come, but the CB77 was a capable little machine, and one with potential.

First offer in 1961 the 305cc Super Hawk was the bigger brother to the 247cc Dream Sport. The Hawks 28.5 hp would push the little bike and rider to 90mph at the 9000rpm limit. A ride review in the 1961 MotorCycle was able to get 96mph and they did the math for a theoretical 103mph. The sellers offered multiple sprockets, so this bike has the possibility to reach these theoretical speeds.

From the seller

            All the electrical works (including the neutral light).
Both push-button and kick-start (not welded).
All new cables (along with all the original cables).
New fuel lines.
3 rear sprockets (original 32, NOS 32, and new 34 teeth rear sprocket that is currently on the bike).
2 sets of tank badges (original “Honda 300” set and new “Honda” set – currently on the bike).
2 sets of handlebars (original upright bars and and replica euro-bars – as pictured).
2 sets of mirrors (stock mirrors and bar end mirrors – currently on the bike, but pictured).
2 sets of air filters (original vintage air filters and UNI pod air filters-currently on the bike).
1 set of new hand grips (on the bike).
1 Honda CB 250 – 300cc repair manual.
Tires (Avons – less than a year old – plus the original tires from 1966).
chain (less than a year old – plus the original chain from 1966).
battery (less than a year old).

If you want to get racing parts for your 2011 Honda, there are many aftermarket vendors that you can go to. In the 1960’s you could go to your dealer, open up the parts book to the “CBY” section and start shopping. Tanks, cams, bars, exhaust. One stop shopping to turn you road bike into a road racer. I imagine today these factory race parts would be hard, if not impossible to come by.

If you find yourself contemplating , read “Zen and the Art of Motorcycle Repair” the author Robert Persig wrote and rode on his own CB77.


Road and Track: 1974 Laverda SFC 750 for Sale

1974 Laverda SFC R Side Front

It’s been a little while since I’ve seen a Laverda SFC for sale. They are some of the most desirable sportbikes of the 1970s, homologation specials that were quite literally race bikes with some road equipment tacked on. Basically: cut a hole in the fairing for an off-the-shelf headlight, bolt on a speedometer, and stick an awkwardly-angled taillight on the solo-tail section, complete with curved lower edge to accommodate a number-plate…

Voilà: instant road bike!

Of course, many never saw the road at all, and lights, signals, and other equipment were quickly boxed up to prep the bikes for race-duty. Or display.

1974 Laverda SFC L Side

Sold in limited numbers between 1971 and 1976, the Laverda SFC took its name from the enormous front drum brake seen on earlier models. SFC literally stands for Super Freni Competizione or basically, “super-braking race bike.” Later bikes like this one did feature dual discs, and I’m sure those stop very nicely but, like the Moto Guzzi V7 Sport, there’s something about those huge aluminum drums found on early 70s Italian sport bikes… But from the seller’s listing, it looks like much more than just the brakes were updated on the later bikes…

1974 Laverda SFC L Clocks

The basic Laverda parallel twin made for a pretty good foundation for racing. It wasn’t particularly light, but the bike was stiff and very stable, ideal for endurance events. And the engine featured five main bearings for exemplary durability, as the bike in stock form was fairly under-stressed. Stuffed full of factory high-performance goodness, the SFC made 80hp while retaining the standard bike’s rock-solid handling.

1974 Laverda SFC L Side Rear

From the original eBay listing: 1974 Laverda 750 SFC for Sale

The example offered here is an excellent example of the US series 1974 Laverda 750 SFC and comes with a known and documented history. Although it has been slightly modified from original, with a smaller European taillight, Verlicchi twin cable throttle, and no turn signals and reflectors, the sporting soul remains intact.

The late 1950s and early 1960s was not a great time for Italian motorcycle manufacturers. As Italian industry was heavily protected and imports restricted, motorcycle manufacturers survived in a false world where most of their products were consumed by the domestic market. When domestic demand collapsed so did much of the Italian motorcycle industry. Laverda struggled during this period but Massimo Laverda saw a way out, and that was targeting the huge American market.

Massimo was a motorcycle enthusiast, already aware of the move to towards motorcycling as a means of fun and enjoyment instead of basic transportation and was convinced the future lay in large capacity, more sporting machines. Knowing he didn’t have the resources to develop an engine from the ground up, and not wanting to emulate obsolete British designs, Massimo looked at what Honda was doing. Honda released their 305cc CB77 parallel twin “Super Hawk” for 1961 and as this overhead camshaft unit construction engine with horizontally-split crankcases was already proving considerably reliable, Laverda essentially enlarged and strengthened the Honda engine, initially creating a 650, before releasing the 750 in 1969. In long distance endurance racing during 1969 and 1970 the 750 S and SF established Laverda’s reputation for robustness and exceptional all round performance and for 1971 Laverda created the 750 SFC (C for Competizione). The bright orange color scheme of the factory racers became an SFC trademark. Although it was always a limited edition model, even after 1973 when the factory stopped racing the 750 twin, the SFC continued, incorporating many of the developments learnt from three successful years of racing. The 750 SFC was thus a true racing machine, built to the highest standards, that could be ridden on the street and a limited edition replica of a successful factory racer. Few components were shared between the SFC and regular SF, and only in 1974 did production exceed 200 a year.

For 1974 Laverda released an updated 750 SFC, primarily for Italian 750cc production-based racing, one of the leading domestic racing categories. Success in 750 racing was seen as very important publicity and the updated 750 SFC differed considerably in design and concept to the earlier drum brake versions. It was now substantially different to the 750 SF and designed with 750 class production racing in mind rather than endurance racing. Incorporating many developments of the 1973 factory bikes, the 1974 750 SFC was one of the outstanding sporting machines of the era. With its low frame and sculptured looks the 1974 750 SFC was also a styling triumph. There was also a specific US version this year but while these North American examples were slightly different in equipment the engine and chassis specifications were the same as the European model.

1974 Laverda SFC Rearset

Just 549 of these were made over the short production run, making them very desirable. This example looks to be in excellent condition and is being offered up by a seller who’s featured regularly on these pages, as he often seems to have very rare and very interesting motorcycles available. There is still some time left on the auction and bidding is up north of $37,000 although the reserve has not been met which is no surprise, given the condition and rarity of this SFC.


1974 Laverda SFC R Side

Yetman-Framed 1963 Honda 250 Racebike for Sale

1963 Honda 250 Race Bike R Front

I’d like to be able to tell you what we really have here, but the listing simply says it’s a 250 Honda Road Racer. Factory Honda 250cc racers of the period were generally sophisticated four-cylinder or even six-cylinder machines, although there was the CR72, a parallel-twin race bike. So is this a full-on racer, or a converted street bike? without a shot of the bike sans fairing, it’s hard to tell and I’d be happy to have any experts weigh in the comments. The frame won’t give you much hint: it’s not the original and is claimed to have been built by Yetman.

1963 Honda 250 Race Bike L Rear

Dave Yetman was an innovative, seat-of-the-pants motorcycle enthusiast who, after crashing his CB77, found it was more economical to build a replacement frame for it, using welding skills he learned working on Formula Vee cars. At the time most motorcycles used cradle frames, whereas Yetman used thin-tube, “trellis-style” frames that used the engine as a stressed member. His frames were almost impossibly light: the resulting CB77 frame was only eight pounds, compared to the original’s 30!

1963 Honda 250 Race Bike R Tank

In business making frames throughout the 1960’s for roadracing, off-road, and drag racing applications, Yetman was like an American version of Rickman or Nico Bakker, creating bikes that were lighter, faster, and better-handling than what you could generally get from the factory.

1963 Honda 250 Race Bike Fairing

From the original eBay listing: 1963 Honda 250 Road Racer for Sale

Motoexotica is pleased to present this extremely rare and beautifully preserved 1963 Honda road racing motorcycle which features a 250cc four stroke twin cylinder engine and a Yetman racing frame. Bike is also equipped with 5 speed transmission, 26mm Mikuni carburetors, twin leading shoe front brakes, magnesium triple trees, full safety wiring, and more.

As part of a collection, this bike has been a static display piece for several years and has not been started or run recently. Overall condition is excellent with some patina on original parts but no broken or damaged pieces and parts that we are aware of. This bike is a fantastic piece of motorcycle racing history and is sure to start conversations wherever it sits.

It’s a shame that this bike is currently a display item, but I’d expect it should be possible to get it into running order without too much difficulty. Bidding is up to $3,700 with the Reserve Not Met and a couple days left on the auction. Perhaps if the seller included a bit more history, it’d get the bidders’ juices flowing…


1963 Honda 250 Race Bike L Side


1965 Yetman framed Honda CB305


Some of the greatest achievements that man have made came out of the garage. That guy with a beer in one hand and a wrench in the other is able to create something that changes the world, or some small part of it. This may be a huge reach, but this 1965 Honda CB305 with a Yetman racing frame is a bike that shows that a guy like David Yetman could create something to replace his broken bike.


From David Yetman

In 1965, while working for Autodynamics, Inc., a builder of Formula Vee racing cars in Marblehead, Massachusetts, I had the misfortune of wrecking my new CB77 Honda Super Hawk by broadsiding a large sedan. Being unable to afford a new frame, I designed and built one using my race car chassis experience.  Autodynamics’ owner saw the eight-pound result as a commercial possibility and bought the rights from me.  When we had a falling-out some months later, I repurchased the rights and set up The Yetman Corporation with the financial backing of a friend.


I have heard the term “Spaceframe” before and always just assumed it was a general term.

From David Yetman :” pure “spaceframe”, meaning that all of its structural members were triangulated, either in compression or tension. The design derived its strength from its form, not its material. ”


When you are able to strengthen something with design, you can see were the weight starts to drop. Some more great reading from the man himself can be found here.

Now this bike up for auction was put together by a different guy, but the spirit is the same. He had an engine, a frame, and some other parts and started to put them all together. Now its you chance to take over from this seller with his Yetman frame.


From the seller

This is a rare original nickel Yetman roadrace framed Honda 350 that I had started to convert to road use. It is highly modified and a work of art and goes like stink. Had it running last year around my neighborhood and just rips. It has the following:

Yetman frame with number 3015 stamped in it. Frame is beautiful work of art with great nickeling all over but has a wear spot near steering from cable rub and 3 small dings in top under seat location as shown in close-ups.

Engine is a CB72 lower end with serial number CB72E-40164. It has been highly modified with 305 barrels bored out to 350cc with a race cam, larger carburetors, and high compression pistons. This was info I was told when I purchased it and it goes like it is bigger than any 350 I have ever ridden. Plus the high degree of work done to the case covers and special clutch set-up indicate a lot of work was put into it.

Running constant loss ignition with no kick start so currently bump start. Was not too hard to do. Original Yetman gas tank with older cream coat. I put race fuel in so not a problem but if using newer fuels I would coat it again with something else. No leaks or cracks in tank.

Has some CYB parts including smooth fork crown, racing exhaust megaphones and I believe the rear sets.


This 1965 Yetman framed Honda CB305 is a project. You are going to need some work and money to get this bike on the road. I think what you have at the end of the journey is going to be something very unique. BB



1973 Honda cb350f

Honda CB350F For Sale

Often dismissed because of its weight and small displacement the CB350f used to be looked at as a bike with no reason in owning. The CB350 twin Hondas are lighter, more powerful and look more like English twins. A lot of people figure why get a four when the faster twin is the same displacement. In my experience the four is a bit of a sleeper, with it’s high revving and smooth single overhead cam. I’ve had a CB350 twin, a CB400f and I have a CB350f in boxes waiting to come up in my rotation of projects. I enjoy the Italian race car-ish four cylinder exhaust over the hollow throat of the twin. I like the smooth, low vibration, high revving four over the low revving vibrating twin. These things I like about the four must be some of the reasons other people like the four as well. I have noticed a trend in the prices of the CB350f’s. A bike that just a few years ago could be picked up for around $1500 is now going for $3000.


I’ve been having a bit of insomnia so I find myself looking at classic sport bikes for sale at all hours of the night. I usually pass over these 350’s because they used to go for cheaper and seemed kind of common. That is no longer the case. I rarely see them on Craigs List and maybe only 1-2 of them on eBay at any given time. I can’t say for sure that they will continue to raise in value in the short term but I can almost guarantee that in the long term these will be fetching some very high prices among collectors. The small fours were produced in a 350cc from 1972-74 and 400cc from 1975-77. The twins were produced for over ten years. The twins might make a better race bike but the fours make a very reliable, smooth runner for going to vintage bike nights and going on short weekend rides.


This 350 is perfectly preserved and slightly modified. My favorite version of a classic. Not so perfect it can be ridden year around without hurting it’s value. Not so abused that it won’t let you ride it. The seller seems to feel the same.


I purchased this classic survivor about a year ago in great condition from the original owner. It had spent its entire life in sunny Southern California always garaged. Sadly after being stored properly for the last 10 years, had ceased to be ridden.

After I got it home and went through all the standard Frankenstein Moto-resurrection processes. (carbs/tank/petcock/brakes/cables/controls/tires) The bike started to grow on me. I had over a dozen candidates for modification and restoration in my shop and decided that this smooth running little four was just what I needed for my daily driver.

I toyed with the idea of turning it into a café racer or maybe a street tracker. The classic lines and the honest patina of this 40-year old beauty won me over so I decided on only period correct, reversible modifications that would enhance the looks while making it a very usable rider. First, I swapped that Hindenburg sized taillight and rear fender for a bobbed 350 twin front fender with a more sensible sized Lucas taillight. Next I changed out the stock bars for a nice set from a CB77 Super Hawk complete with a pair of Amal style gum grips and bar end mirrors. Finally I shortened up the stock blinker shafts to make things a little more proportional. Leaving the Honda emblems on the tank has not helped to clear up confusion between this little four and some of its bigger brothers from over the pond.

I am pleased with what I ended up with, a great looking classic bike that I can daily drive or take off on a 300 mile ride with, that didn’t break the bank or destroy this rare piece of motorcycle history.

This is not a show bike and is over 40 years old. Rides great as is or a good canidate for a full restoration. I reserve the right to end auction early as the bike is for sale locally. These bikes are getting hard to find in good condition. If you are interested you should bid before the end of auction or you may miss out.

The seller and I must be cut from a similar cloth. His description and pictures make me want to get my 350 out of the attic and put it together. If you don’t already have one stashed away this would be a good one to grab.

Click here to check it out.


Is it a Yetman Honda or Honda MT125R

Two bikes offered for sale here confused me. I started writing while looking at a full fairing bike labeled as a Yetman Framed Honda and I wondered why the exhaust poking out from under the fairing was so thick? I then started to write something up on the MT125R listed by the same seller. I thought that there was to much going on above the  intake and exhaust to be a 2 Stroke.

After talking it over with my co-horts and digging into the RareSportsBikesForSale archives, we have come to the conclusion that the seller swapped pictures, so I will hopefully correct this for them here at Classic Sports Bikes For Sale.

1966 Yetman Honda 305

Who hasn’t borrowed stuff from work? An envelope here, some paper there, low carbon cold-drawn steel tubing. This is how Yetman frames seem to have started. David Yetman recounts his history at TZ350.net and tells of having wrecked his CB77 was unable to buy a new frame. He decided to use his day job with Autodynamics, Inc, builder of Formula Vee race cars, to solve his problems.

            This excellent example has a highly modified Honda 305cc engine, engine was enlarged to 350cc with a race cam, larger carburetors, and high compression pistons. The transmission has been “X” -ed which was a common technique at the time to get closer gear ratios without having to spend the money on a 5 speed transmission.

David took his race car chassis experience and developed his frame with all its structural members triangulated either in compression or tension. This, with the engine incorporated as a structural member, allowed the overall strength to increase and weight to decrees. The perfect recipe for a winning race bike. Yetman continued to make frames for road racing and later drag racing. Yetman frames have been designed for engines offered by Honda, Ducati, Triumph and Harley Davidson.

This Honda appears to be ready for vintage racing. The seller doesn’t tell where the engine was sourced, but the CB77 Dream Super Sport came with a 305cc engine from 1961-1967. The same bike that started Yetman frames.

The bike included many Honda CYB factory race parts such as the fork triple clamp and the megaphone exhaust pipes. Other special features are the alloy rims, fiberglass tank and seat, Koni adjustable shock absorbers, and the Ceriani road race forks.

1977 MT125R

 Mike wrote about another MT125R for RSBFS and gives some great background. The seller jumps right in to tell us about the bike.

The Honda MT125R was produced for the U.S. market in the years 1977–1978. It was a production Grand Prix motorcycle racing road racer designed for closed-course competition road racing. The MT125R was produced by Honda Racing Service Center (RSC) and made available to the general public through the American Honda Motorcycle dealer network.

Recycling many parts from Honda’s own dual-sport Elsinore, they were able win on the road with small changes. Adding a larger 34mm Mikumi and moving the whole carburater closer to the engine shortened the intake track and moved the power peak higher in the rpm range. The porting configuration and timing are the same, but a change in the exhaust pipe raises and narrows the power band. A first hand account written for Cycle World, tells of the difficulty in getting the bike moving, but once “on the pipe” the six speeds keep the bike in the power band.

Engine – 123cc 2-stroke air-cooled single cylinder, 6-speed, power 26HP
Chassis – fiberglass tank, fairing, fender and seat cowl
Other – tachometer, mechanical front disk brake, and rear cable operated drum brake

We always like lots of pictures to get the best idea of the condition of the bike. The only pictures provide for both bikes show nice bikes, but when ever buying from a distance, call the vendor and if you are able to, send someone you know and trust to take a look. Especially if the seller mixes up the pictures.