There are motorcycles that are cool, and then there are motorcycles that change everything. The Honda CB750, unveiled in 1969, was one of those rare machines that flipped the industry on its head. It was fast, reliable, affordable, and bristling with technology riders had only dreamed about. But among all the CB750s built over the next decade, one small, early batch stands apart — the mysterious, highly coveted “sandcast” CB750s.
These bikes weren’t just first off the line; they represent Honda’s gamble on a new future for motorcycling.
Honda’s Big Gamble
The late 1960s were an exciting but uncertain time. Honda had already conquered small-displacement bikes, but the idea of a big four-cylinder superbike for everyday riders was risky. Would customers buy a 736 cc machine? Would it sell outside the racing paddock?
To speed development, Honda didn’t invest right away in expensive, high-volume tooling. Instead, the very first production CB750 engines were made using sandcasting — molten aluminum poured into sand molds. Sandcasting is perfect when you’re not sure if you’ll need thousands or just hundreds of cases: it’s slower, cheaper to set up, but leaves a rough, grainy surface.
Honda figured they could test the waters, and if the bike was a hit, they’d switch to faster, cleaner die-casting.
The gamble worked. Riders went crazy for the CB750. Dealers couldn’t get enough. Within months, Honda had to retool for mass production.
How Many Sandcasts Were Made?
Only about 7,400 sandcast CB750s rolled out before Honda switched. They fall into a very specific VIN range:
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Engines & frames: CB750E-1000001 to ~CB750E-1007414.
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From ~1007415 onward, cases were die-cast and smoother.
A handful of prototypes and test bikes exist outside this range, but they’re museum-level rarities.
Why This Bike Rocked the World
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Fast & Affordable: ~124 mph top speed, five gears, and a U.S. price tag of just $1,495.
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Cultural Earthquake: Magazines called it the bike that made everything else feel outdated overnight. Kawasaki, Suzuki, Yamaha, and even European makers scrambled to respond.
By 1970, the CB750 had kicked off an arms race. Kawasaki would answer with the Z1. European brands would scramble to modernize. Motorcycling would never be the same.
The Look — Original Colors
The first CB750s (often called K0s today) came in Candy Ruby Red, Candy Blue Green, and Candy Gold. Early shipments to the U.S. were heavy on Blue Green and Ruby Red, with Gold becoming more common as production ramped up in late ’69 and early ’70.
Spotting a Real Sandcast CB750
If you’re shopping for one of these legends, knowing the tells is critical:
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Engine & Frame Numbers: 1000001–1007414.
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Case Texture: Sandcast cases feel slightly rough or porous; later die-cast cases are smooth.
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Clutch Cover: 9-bolt cover and gasket on sandcast engines.
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Exhaust:
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No-number mufflers (two types):
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VIN 1–1221: 55 mm hanger hole, ~2.5 mm lower seam.
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VIN 1222–7414: 58 mm hanger hole, ~5 mm seam.
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If you see HM300 stamps, the pipes are later replacements.
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Carbs: Early Keihins with “28” tops and a 4-into-1 throttle cable.
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Horn: Starts on the left side; Honda moved it to the right partway through production.
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Other early bits: Folded metal chain guard, round oil filter cover, early-style switchgear and gauges.
No single clue proves authenticity — smart buyers cross-check VINs, texture, and parts before spending big.
Value & Collectability
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Rider-quality sandcasts: around $25,000–$30,000 USD.
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Well-restored or very clean survivors: $35,000–$60,000+.
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Museum-quality / early VIN / documented originals: sometimes six figures at major auctions.
Condition, originality, and paperwork drive price more than anything. Correct pipes, paint, gauges, and undisturbed case numbers make a huge difference.
Tips if You’re Buying or Restoring
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Check the numbers: Engine and frame should be in range
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Look for restamps: Fonts and machining can give away fakes.
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Audit the exhaust: True no-number pipes with correct hanger holes/seams are gold.
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Don’t rely only on covers: A 9-bolt clutch cover can be swapped; look deeper.
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Save documentation: Bills of sale, early manuals, period photos, or recall paperwork add serious value.
Restoring one is easier than you think — many parts interchange with later K0 models — but certain sandcast-only pieces (cases, pipes, early carbs, gauges) can be expensive and rare.
Why Sandcasts Still Matter
The CB750 sandcast isn’t just an old bike; it’s a symbol of a moment when motorcycling changed forever. Honda took a gamble on a market no one knew existed — and won. The sandcast is the first chapter in the superbike story, a tangible piece of engineering history, and for collectors and riders alike, it’s pure magic.
Want to Build or Maintain One?
At VintageCB750.com, we stock the hard-to-find pieces that keep these legends alive — from engine gaskets and carb kits to period-correct cables and hardware.