We all dream of keeping a particular motorcycle for the duration of our lives, but in reality, it’s not always an option.
Mick Page told himself in 1975 that he would let go of his Honda CB750 when it stopped running, and 45 years later, the four-cylinder machine still sits proudly in his shed.
Mick’s CB750 is far from what it was in 1975, and after being developed from multiple looks over the years, it’s now one of the most unique Cafe Racers in the world.
It retains minimal parts and aesthetics from the standard model, which has lent itself to being a popular base for bike builders across the globe.
The bike has seen many transformations throughout its 45 years, from it’s stock-standard days to being a chopper, and now, a beast of a cafe racer on a Rickman chassis.
The motorcycle could be described as somewhat of a Frankenstein, but in a good way - it uses a Rickman frame, but Mick strayed from using the complimenting Rickman components.
He sourced his own tank, seat and rear cowl, and has stuck with the polished alloy look with highlights of red and gold anodising.
“I wanted it to be special this time when I built it. It’s a Rickman, but I wanted to put a different tank and everything on it so you would look at the bike and not know it was a Rickman.
“When I first bought the bike, it was Candy Apple red – I always loved the colour. I like the Rickman frame which is Nickel-plated, but against polished alloy it was just too much.
“So the colours I’ve chosen are black, polished alloy, gold anodising and red anodising just to break it up – they are my favourite colours.”
The aesthetics of this motorcycle are just the beginning of its modifications, and it starts with the lengthy and impressive engine changes.
The powerplant of the Honda is a special one, which has been switched for an F2 series engine while using a 1150cc American-made big block, plus a b’Ol d’or crank has been installed.
The F2 parts were mainly to accommodate the increased engine capacity, which he says has a stronger bottom end and larger ports and valves than the K series engine it came with.
“This an F2 motor, because the bottom end is a lot stronger, and the head is also an F2 head – it has bigger ports and bigger valves than any of the K series’ bikes.
“It breathes a lot better, in fact, the F2 head breathed too well for a 750 engine, but now being an 1150, it breathes quite nicely. That’s why I went with the F2 parts.
Those modifications in themselves would be enough of a performance boost for most, but not the mind of Mick - he needed to take it one step further.
What makes this bike truly unique is the supercharger, which takes this bike to a completely different level.
Superchargers are a rarity in the motorcycle world, especially for a bike of this age and style, and it’s no question why this bike seems to take out awards at every show it’s on display.
Now one might ask why does a 45-year-old motorbike that’s already been bored out need such a performance component, and that’s best left answered by Mick himself.
“I knew it was a big bike, but I wanted something that was going to standout, and I thought what am I going to do? Turbos don’t do it for me, so I thought supercharger – and yeah, it’s the best thing I ever did.
“It took me six months to get the supercharger from Switzerland, it’s called an Autorotor, and I pinched a carburettor from a Jaguar car. Luckily when I got it running, I didn’t have much boost at all, which is good for running in."
The engine’s significant works combined with the supercharger and exhaust system, this bike simply sounds incredible and you won’t miss it from a mile away.
The suspension has undergone upgrade and Mick’s also fitted steering damper, which are essentials when you have this much power beneath you.
Surprisingly, Mick still runs clip-ons just like he did over four decades ago, and believes the bike is as comfortable as ever with its low riding position.