"Exotica, erotica and speed." Hardly the way we picture the ubiquitous Honda CB750 today, but those are the very words Cycle magazine chose to describe what they termed "the most sophisticated production bike ever" when it debuted in 1969.

This "magnificent, musclebound racer for the road," as Cycle World proclaimed in their January 1969 issue, boasted a number of firsts for a mass-market motorcycle. It was the first production machine to use a disc brake. It was the first modern four-cylinder road bike from a major manufacturer. It made nearly as much power as an MV Agusta Grand Prix racer and came complete with turn signals. In short, the CB750 revolutionized motorcycling.

From the start, the Honda was designed to be a world-beater. Honda built its reputation on reliable small-capacity bikes like the 305cc Dream and the 50cc Super Cub scooter. While these bikes introduced tens of thousands of new riders to the joys of motorcycling, the little Hondas were often viewed as toys by "real" motorcyclists. The CB450–the infamous "Black Bomber"–helped change that reputation, but Soichiro Honda wanted a bike that would dominate the large-displacement market which was then ruled by Triumph, BSA and Harley-Davidson. In short, he wanted to create the king of motorcycles.

In 1967 Bob Hansen, then American Honda’s Midwest Regional Manager, was said to have mentioned to Soichiro Honda that the king of motorcycles would have to be a four, not a large twin as Honda was then developing. His advice was not taken lightly. By 1968 Honda’s engineers finished the prototype of the all-new four-cylinder bike. Within a year, the final machine was released to an eager public as the CB750.

In 1969, the big Honda cost as much as a Volkswagen Beetle, but at the time it was simply one of the best bikes money could buy. A five-speed transmission, a top speed of more than 120 mph, an electric starter and Honda’s reputation for reliability made it a hit from day one.

Ironically, Honda was so unsure what kind of reception the CB750 would receive that it sandcast the first year's engine cases rather than invest in the dies needed for large-scale production. How wrong they were! The 750 was so successful that it remained in Honda’s lineup ten years, until 1978, making it one of the longest production runs of any Honda model.