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Super Fours
Sunday shed wrap
Sep 13, 2026, by Guy 'Guido' Allen
Lining up in the exercise yard at Chateau Guido today were the recently-acquired 1974 Kawasaki Z1A and the 1971 Honda CB750-Four K1 we've owned for many years.
Coincidentally, they're both the second variants of the originals – in theory with a few early bugs sorted.
The story of these two models has been well-recorded over
the years. In short, the launch of the Honda in late 1968
pretty much turned the motorcycle performance market
upside-down. After some initial teething troubles, the
CB750-Four proved to be tough, reliable and offer
incredible bang for the buck.
Kawasaki already had a similar project in development,
and the launch of the Honda bumped it to plan B, which was
in 1972 launching a bigger and faster 900 boasting double
overhead cams rather than the Honda's SOHC set-up.
I have a modern classic motorcycle publication in mind
that will include these two and acquiring the Zed
filled out a glaring hole in my current fleet.
Today was an exercise in getting to know it after
snapping it up at auction. Overall I'm happy. It's not a
show bike, but a clean example that presents okay – which
fits with the rest of the crew.
The exhaust system is a mix of OEM and aftermarket that's
pretty much shot, which I'm replacing with a replica set from Delkevic. This Z1A cost
Au$17,000 (US$12,000, GB£9000, €10,500) at auction and is
simply not worth the considerable investment in an OEM
system, if one can be found.
I've used the company's product on a couple of bikes, including the
CBX1000C, and have been happy with it.
Something which staggers me is the crap people do when
they're selling a bike. In the case of the Z1A, a new rear
Pirelli tyre was fitted, but not a front. Really? You
sodding cheapskate! The tyre that is on the sharp end has
tread but is over 30 years old and clearly not safe.
Nevertheless, they had taken the time to dress it up with
tyre shine. Mongrel.
The plan at the moment is to send the Zed to my favourite
motorcycle electrical expert to sort out a few issues,
then on to another workshop to fit new tyres and tubes,
the pipes and do the roadworthy certificate. Then enjoy.
You might notice I said tyres – plural. Given the cheap
and shoddy trick with the front rubber, I now want a
matching set with new tubes. No shortcuts.
As for the Honda, the CeeBee continues to be a delightful
casual Sunday ride. It gets out maybe once a month and so
the pre-gallop ritual includes hooking up a battery
charger and pumping up the tyres.
I know I've mentioned our shifting goal posts over the
decades when it comes to understanding what a 'big'
motorcycle is. My first CB750 was bought back in the early
1980s and it then still felt like a formidable thing.
Now with a Valkyrie
Interstate and other ridiculous machinery in the
shed, the CeeBee
feels like a nimble middleweight. That it can still
provide considerable riding pleasure 55 years after it was
made, and about 15 years after it was restored, says
something good about the original design.
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