Honda Man - in reply, where all the bearings "extra clearance" I am thinking I may have normal for them all however I didn't ask when ordering so I don't really know.
With the final drive both original and the purchased set have a double row bearing and the set I purchased had excellent bearings and so I ma not changing them. this said though I think all the bushings are bronze from memory - I will check on that.
I have check the shift drum for anything other than excessive wear, but I got forks with shift drum I purchased so it all should match up there. I will just need to check the pins and holes for slop. the old drum actually rotated freely by hand before I pulled it apart so the holes in the case should be fine.
Once again HM your knowledge is outstanding and always grateful, I have ordered your book but it is very slow coming across the waters.
Some folks used to get the 'extra clearance' bearings for all 4 on the shafts, back in the Production Stock roadracing days of the 1970s. The theory was that they didn't need as much break-in time to release the friction, and since these bikes were often running at very high revs during our bouts, it made some sense. After I've ridden mine so far, though, I am keen with the idea of keeping the tight ones myself, just because the gear wear was so low that I used most of the gears again, changing just a few. The 'new' ones had more inner bushing clearance than the 'old' ones, even now, and none of them had measureable (or even observable) tooth wear toward their outside edges of the teeth. This latter would show up if the shafts were out of alignment for a long time from the twisting loads, and as much time as I spent near (or over) triple-digit speeds in those pre-marriage years, I was dead sure I would see this: sometimes I would be doing whole weeks of 1000-mile days for my vacations, changing oil every night. I see it in the later gearboxes (iron bushings) with far fewer miles, so it seems the bronze ones make a heck of a difference. 
Thanks HM, the finally arrived today - took just over a month, I got parts from Dynoman in one week, strange. it would however seem strange that Honda would go backwards with cast bushings instead of the bronze, we may never know why.
It was an economy-of-manufacture thing in those days. The background (from Sochiro's biography) makes the "why" pretty clear: the 750 was the 3rd time he nearly bankrupted the company ("bet the farm") to get a new bike out. He stepped down from that level of power in Honda Motor Company in 1973 (voluntarily) as they were just coming out of the tough times the 750 had induced on them, and were turning toward the good times again. It took off dramatically, but they had gone under financially to open the 'new factory', and the 750 sales were carrying the banner for them by 1972. Competition from the Kawi 900 and the Suzy waterbike were making big inroads, though, so they kept the 750's price at just $1750 to hold sales up. The DOT was also pounding on Honda (and ONLY Honda) to make the "safety" things we know today as the Safety Interlock Module, and up-front running lights (which was repealed in 1982). To afford all this, they did all the following "less expensive" things by 1/73 builds that I recorded:
1. Stopped making expensively-machined swingarm bolts and reduced the 2-zerk design to 1 (which didn't work at all) with flanged phenolic bushings and sealed cup washers (parts count dropped by 5 items).
2. Started accepting poorer castings into production engines without the finishing touches like flash removal and fin straightening, or fixing sagging ports. This caused a stark drop in power. All the engines (top ends) became painted, in the aluminum paint we most often see today, to avoid the hand-polishing that had been common, both inside and out.
3. The seat became noticeably less comfortable, had less foam, and a thinner cover (that split in as little as 2 years).
4. The valve springs were not matched anymore, instead becoming tapered ones that would just cause less vibration if they were not close in strength to each other.
5. The metal of the carb hose clamps got thinner.
6. The chains from RK became faster-wearing than the post-1970 versions, probably because the 18T front sprocket was helping make them last longer.
7. The O-rings in several places inside the engine got thinner.
8. The early oil jets in the head became the much cheaper 7-hole aluminum turnings instead of the 2-piece crimped-together, 13-strainer-hole types.
9. The wires in the harness all shrunk in gage size, while the connectors changed to unplated versions.
10. The cams became much less accurately made.
11. The top steering head casting changed to a stamped sheet metal piece with much less expensive chrome parts.
12. The chrome got brighter, but thinner, on the fenders and clutch/starter/points covers. The points covers became much thinner. The metal of the gas caps lightened up, too.
13. The petcocks on the tanks became 1 instead of 2, so they could be built faster (I'm guessing at the 'why' here, as the USA had a 55 MPH speed limit in those days, and the bikes sipped gas at that speed).
14. The clutch hubs became cast-and-machined parts instead of built-up, steel-supported and welded arrangements. This saved a lot of labor time. The clutch plates got narrower, with more "blocks" of cork in smaller segments, starting in 1974. This meant there was less surface cork area overall, but the bikes made less HP by then, too.
15. The bronze bearings inside the tranny gears became cast iron on all the New Factory bikes I saw by 1974. By 1976 they were all cast iron.
16. The Stellite valve guides disappeared in favor of cast iron guides.
17. The highly-polished, free-to-spin rocker shafts got little bolts on them to lock them in place, so they didn't need to be perfectly straight anymore. It also reduced a tiny rattle sound in the top end.
18. The expensive "holey" drilled-and-lightened cam sprockets disappeared in favor of solid, as-cast versions.
19. The expensive 1-piece oil rings disappeared and became the cheaper ripple-ring type.
20. Points on the new bikes came as Hitachi, which did not last as long as the TEC type.
21. New bikes came with ND X24ES (not the "U" type) sparkplugs, which were 30 cents each when the NGK was $1 each.
22. The chain guards lost their front brace (or the 2 braces it had) in favor of a longer 1-piece inner support.
23. The front forks were changed to lose almost 10 parts of assembly.
24. The front brake hanger was changed to a smaller, less-expensive 2-piece casting. The lower brake hose got noticeably shorter, too. So did the steel line between the hose and the caliper.
There's actually many more of these sorts of 'little' things, but you get the idea: they were trying to make some $$ on it as the competition was getting better, and while they held the price as steady as they could. I think they were pretty sharp, in their own way.
