The Project
I sold a perfectly mint 2001 VT750 in search of a hobby project that I could test my mechanical abilities. With $7000 in hand and several months of research behind me, I started searching for a donor bike to lend its motor to my imagination. I had read that the SOHC 4’s had been held as the “holy grail” motors of chopper built in the mid to late seventies. After hours of searching for aftermarket suppliers and craftsmen specializing in the these beasts, I decided that the 1975 CB750F would be the target of my search.
Several potentials slipped through my grasp, when finally an older gentlemen returned an inquiring call saying that he had a daily rider that he was willing to part with for $1500. Two days later and a little financial coaxing I was the proud owner of a pumpkin coloured 1975 CB750F.
Very clean and well maintained with 18395kms on the clock this was perfect for the heart of my dream. Several hours later that same Saturday I surgically removed the key pieces from this find. All non-essential components to the build were cleaned sorted and listed on EBay and or Kijiji, all except for the rear master brake cylinder the motor and the 4 -2-1 exhaust system.
During my research I had come across a Guru amongst the SOHC750 Gods, by the name of Ken Kuhnke of CycleX in Wisconsin USA. The further I had researched Ken’s name, the owner of CycleX kept popping up as the man to seek for the best motor work. The very next Monday I contacted Ken and contracted him to construct a “neck snapping” motor from my newly acquired find. In Ken’s way he advised me that he would check out what I had and start assessing its potential, but if things weren’t solid, “not to worry he had several units to draw from to build me what I wanted”.
Next step was to get my motor to Wisconsin for Ken to begin to work his magic. That was November 2008, two days of constant travelling left my prize in Ken’s hands and I departed CycleX knowing that Ken would be contacting me sometime in May or sooner if things looked bad.
For the next six months USPS, UPS and FEDEX were visiting regularly chipping away at the projects‘ budget, dropping off bits and pieces that I found and ordered from EBay, Harley Davidson and several aftermarket parts distributors. My plan was to keep costs down by building the bulk of the bike project from Harley architecture aftermarket parts, because of their low cost and availability. Not a fan of stretched and hiked frames I chose a low prostreet hardtail frame that would allow the Honda motor to bolt right in.
When I dropped the motor in Wisconsin the Canadian dollar was near par with the American dollar, however by Xmas 2008, the bottom of our solid dollar fell out. Early in 2009 it rebounded somewhat, although never recovered to the strength seen the year previously. This slump added to the project cost but that was just an annoyance. By the time May rolled around I had a roller, with oil bag gas tank and brakes, having picked up these parts from trips to Phoenix, Az., Carlisle, PA., and internet purchases from distributors south of the border.
The big call from Ken came the last week of May 2009, while I was on a motorcycle trip with friends in Alcoa, TN. to ride the Tail of the Dragon. The motor was ready for pick up. Knowing the drive to CycleX was at least a four day round trip I convinced my wife to take an impromptu vacation through the northern shores of Lake Michigan. Two days on the road and we arrived, just in time to hear Ken twist the throttle on my ear splitting Exercet missile. Staying about an hour, discussing tuning criteria and gather paperwork to cross the border we headed back home with a motor in the hatch that had more horsepower than the
motor under the hood, and of course several dollars lighter, $4500 to be exact. My wife and I tried to enjoy the trip, but my mind was pre-occupied with future chores, God bless her as she has been extremely forgiving through the complete project. Within hours of arriving home the motor was married to the roller, and things moved very quickly from
this point forward. Weekly the project progressed, countless trips back and worth to my welder and CAD laser cutter its lines became more distinct. Months had gone by when finally the project was close enough to be challenged and tested.
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Early November 2009, with the weather still reasonably warm and one year after dropping the donor motor off at CycleX, I fired the project up and that sound was bone chilling. For an hour I rode her around a school parking lot testing my designs. Very pleased with my creation, only slight modifications to the oil bag to provide more clearance for the chain and a repositioning of the carbs for a more even fuel distribution between the outer and inner cylinders were in order.
With the end in sight the next few months were spent completing the fabrication of parts and mounting brackets. Finally every piece was located, acquired, and found a home on the frame. Miles of wire were fished and labelled and mapped. Finally in February, 2010 work ended and the collective parts were knocked down and sorted into two piles, those for powder-coating, and those for paint. Parts that started out all over the country having come together under my direction were now sent all over Ontario to find their end coatings. March became a month of reluctant patience for me, as I waited for other artists to work their expertise.
Finally as March came to a close I collected the parts and reassembled the bike I had to pace myself in order to prevent a last minute screw-up. March had allowed me to think openly about giving this creation a name. This beast formed with the “holy grail” of hearts implanted in an American iconic body was truly a deviant being. So the name “Deviant” was burned into its hide for the curious to read.
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Deviant
Motor: 1975 CB750F SOHC 4
Overbored to 849 cc
Twin 34mm Mikuni carbs
PowerArc Ignition system
Modified 4-1 Mac exhaust sytem
Frame: ProBoxer (CycleX) Hardtail
DNA Wide Glide -2” forks
Custom Chrome teardrop gas tank scalloped tail
1984 Softail horseshoe oil bag “frenched”
2001 Honda Shadow Spirit dragbars
Wheels: Ultima 60 spoked rims
18 x 5.5 rear
21 x 2.15 front
180 Avon Venom rear tire
90/90 Avon Venom front tire
Brakes: Wilwood 4 piston front
Wilwood 2 piston rear
OEM CB750 rear master cylinder
Harley 1984 Softtail front master cylinder
Fenders: Kraft Tech 9” trimmed rear round top
Reversible Café Racer front
Gauges: Motogadget Mini digital speedometer/tachometer
Mechanical Oil pressure
Controls: Forwards custom designed
Arlen Ness pegs
Lighting: Led modified Arlen Ness bullets
4 ½” Side-mounting Headlamp
Custom side-mount plate holder
Seat: Bobber rock-shocked in tooled leather (CurtWood)
Total Budget: $15,000
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