What: 1996 VFR750F
​Why: A gorgeous survivor
Where: Milwaukee, Wisconsin
Price: BaT auction ends Aug. 25

I know this bike and this seller…but that's not why I'm posting it here. I'm featuring this bike because it is an exceptional example of an excellent generation of Honda VFRs. The seller, Joe, has the eye of a collector with the soul of a genuine enthusiast — he searches out the best and then treats them as such.

Go through the videos and 100+ detailed photos included with this listing — there's nothing to hide here. Read the seller's comments, "what’s unique about this bike is the paint and body panels are flawless." I've seen this bike in person and that's an accurate assessment.

If a Gen-4 VFR is on your list, this bike and this buyer is what you should be looking for. This is offered on a no-reserve auction, nor does it need a reserve — the next caretaker of this VFR will know its value. Bid with confidence.

The "mystery muffler" referred to in the previous post belongs to this bike. A past client, Jeff C. from Oklahoma, has a fun collection of Gen-2 & -3 white VFRs, three of which were full-on projects of mine at some point. This one is his "rider," and it's a 1986 VFR700F2. When coming out of winter storage earlier this year, the bike presented itself with a no-start condition. Jeff focused on the carburetors as the culprit, but he also verified that the fuel pump was supplying the magic juice and replaced the plugs. We were texting back & forth but neither of us thought to do a basic spark check…which eventually showed itself as the root cause; more on that later.

Not knowing much of the history of this bike, Jeff decided to have the carbs redone and tuned, volunteering to deliver the bike to me on his way to other duties in this area. I only had a few days with the bike so I got right to work on the carbs, which proved to foreshadow several maintenance surprises.

(Below) While removing the carbs, I found three of the eight boot clamps had been replaced with loose-fitting hardware store hose clamps. The boots were old but three of them were reusable while the fourth was physically damaged beyond use. Next I found that the metal airbox plenum base had been ground out around the brass tubes which protrude from the carb tops. I've seen this before, and it's a result of trying to install the plenum on the carb set which was prematurely secured by the underside screws/brackets. The carbs need to move apart slightly to install over the brass tubes…then everything gets snugged up. By hogging out those radius' you create a permanent unfiltered air leak at each carb. Fortunately, I had a spare plenum on hand.

Next, I found a bent enriching plunger — not the end of the world, and would actually continue to function as long as the now-weakened soft brass didn't break off. This I've also seen before, and again, it's a result of trying to force the plunger on or off the carb without first removing its linkage. We also sourced its replacement. Various jets and passages were clogged and several of the carbs' screw heads were damaged by use of an improper screwdriver, so they were replaced with new.

While the carbs were off, I did a quick valve clearance check…all OK.

(Right) Later, I would find that these carbs' sync settings were waaay off. By the time I got to this point, I was not surprised by the lack of proper tuning.

In the end, it was a good decision to address these carburetors.

With the rebuilt carbs remounted, I quickly encountered the original no-start situation. There was absolutely no indication of this engine wanting to light off, so the first thing I did was to remove #1 spark plug and check for spark. Nothing. Well…there's yer problem.

Even on these relatively simple bikes, a no-spark issue can be the result of a number of failure points; a check of the service manual lists ten possibilities in the trouble-shooting section. But what I needed to focus on were only the items which could cause all four plugs to fail. That quickly eliminated things like pulse generator(s), coil(s) or plug lead(s), as these would require multiple items to fail at once, highly unlikely.

I began at the beginning, as it were, with the ignition switch, which has a simple continuity test in the manual: OK. Next was the kill switch, likewise a continuity test: OK. Next on the list was the Cam Pulse Generator, again, a simple continuity test: FAIL. The Cam Pulse Generator is a Hall-style (magnetic pick-up) sensor located on the front cylinder head and sensing a trigger on the front intake cam gear. This is wired directly to the Spark Unit (black box), offering lots of potential information to the Spark Unit. If this information is missing, there's no way the black box knows when or even if to signal the coils to fire the plugs — no spark.

The next hurdle was to find a replacement. Honda no longer supplies the part, but I did locate one at CMSNL.com in the Netherlands. Before committing to that, however, I reached out to internet friend Bazza, and asked if he could lend us the part to check my diagnosis. He could and he did, and a week later we had a running engine. Baz was even kind enough to sell us the part. Another example of the VFR community coming together.

Because of the parts delay, Jeff was forced to leave his bike with me to get back home, which gave me some time to poke my curious nose around his bike…a good thing, as it turns out.

The first thing I noticed was that the rear brake torque arm was installed front-to-back, missing the spacer washers and wasn't safety wired with cotter keys. This all kinda still worked, but wasn't, you know, right. Looking further, I see that the rear axle was also installed backwards. In the process of righting those wrongs I realized that the rear brake caliper slider pin wasn't, ahh, sliding; rusted in place, a common issue (below). Honda can still help out with that part, so let's clean up the caliper pads and pins and set all of this right. While installing the rear wheel, I took the time to clean and adjust the drive chain. Along the way, I discovered that the rear brake lever wasn't activating the brake light, but the adjuster was stuck in place requiring removal of the footpeg assembly to allow access.

Next, I checked all the hydraulics and found this soup in the clutch reservoir (below). Okay, let's flush the front brakes and clutch (the rear brake looked fresh). I also removed the clutch and front brake lever assemblies for a clean and lube which smoothed the lever action considerably. Later, on the test ride, I still didn't like the front braking action in general, so the decision was made to replace the unknown brake pads with some upgraded EBC HH pads. Again, a fortuitous decision, as I found the left-side pad spring installed backwards (this is becoming a common theme), limiting the outer pad's movement. So, a full cleaning/lubing had the brakes back in shape.

Finally, with the front end suspended, I checked the steering head bearings and found the worst steering bearing situation I've ever encountered. The bearings were reluctant to move, but the real issue was a severe "notch" in the center position. No question that we had to service the bearings, which required a hammer to loosen the bearing lock nut. I've never seen anything like this entire situation, actually. A bearing replacement/upgrade to tapered bearings had everything moving like butter. Here's a short video showing the issue.

So, even though this was a running, riding bike last Fall, when we poked around under the plastics, there was no shortage of surprises. But, as was the case here, a competent DIYer can put this bike right with a service manual, a few days of garage therapy and a couple hundred dollars.

I think that there's an overall lesson here, one which I learned early on in my time with these V4 projects. That lesson is that initial looks can be deceiving, and what lurks beneath can cost you time, money and even your safety. The previous work performed on this bike reeked of amateur-grade sloppiness. I'm an amateur and I'm the first to encourage others to learn to work on their machines. It's satisfying, saves tons of money and you know it's done right. That is, IF you at least follow some qualified guidance while learning. I've said many times here that I consider a service manual at your side to be a must-have tool. And a torque wrench would have helped immensely in this case. If you're not willing to do it right, you shouldn't be messing with something that could hurt you or someone else — brakes being a prime example.

And as always, caveat emptor.

I've recently had a 1986 VFR700 in the shop for several bits of maintenance, and was intrigued by the aftermarket muffler mounted on this bike. I've never seen this style, but it's obviously made for, or adapted to, the Gen-2 VFR — the mid-pipes fit onto the stock header pipes and the rear mount lines up to the stock footpeg mounting point. I really like the polished and substantial 3-bolt flange joining the pipe and muffler. The cast two-pipe outlet flange is pretty cool, too.

The sound? While a soft, mellow rumble at low throttle settings, when I had this on the road it makes itself known under throttle and higher RPMs. I'm not sure whether this can be repacked, but the owner likes it just as it is.

Anyone know this muffler's manufacturer?

From poster ishmac on ADVrider.com's VFR Thread, comes this beautiful postcard-like photo from Scotland. In stark contrast to the rustic backdrop we have ishmac's 1999 VFR along with an equally exceptional Gen-4 in factory teal color, err, colour. Lovely.

Despite the gloomy reports swirling around the U.S. motorcycle market, the fact is that America repesents a small portion of world moto sales, which is led by the emerging economies of India, Latin America and SE Asia. In fact, while global sales are rising year over year, American sales declined 1% last year and Canada 4%, much of that due to our penchant for large displacement bikes in a world focused on small, practical scoots.

From top to bottom, here's the top ten in two-wheeled production….

1. HONDA. Honda has held this top spot for an amazing 52 years! With numbers frankly hard to comprehend, Honda sold 20.7 million motos last year, an average of 56,000 per day, more than Ducati makes in a year. Honda also holds the distiction for the current best-selling two-wheeler in the world, the PCX125.

2. HERO. Vitually unknown to most of us in the west, Hero is the leading Indian manufacturer, selling 6.1 million units, mostly concentrating on the small displacement Inidan and South American market.

3. YAMAHA. Always one of the world leaders, Yamaha posted 4.8 million sales.

4. TVS MOTOR. Running a close fourth but definitely a future player, TVS sold 4.5 million bikes, mostly in its homeland of India. TVS is also the parent company of Norton and has built small bikes under license for BMW. They're also betting on the electric future of two-wheeled transportation.

5. YADEA. One of two Chinese companies to make this list, Yadea makes only electric bikes — 4.3 million of 'em actually.

6. BAJAJ AUTO. With 3.3 million of their own sales, Bajaj has also partnered with KTM, producing two smaller models in their Indian factory.

7. SUZUKI. With possibly their best production year ever, Suzuki manufactured 2.2 milliion units last year.

8. ITALIKA. The largest manufacturer in North America, Italika serves mostly their domestic Mexican market with 1.3 million bikes, but also builds under license for Hero and Benelli.

9. ROYAL ENFIELD. Gaining steam in each of the past three years (+46% just last year!) Royal Enfield is fighting sucessfully for off-shore expansion but still sells most of their 1.2 million units on their home turf of India.

10. NIU. The second Chinese manufacturer to place in the top ten, Niu also makes only electric motos, 1.1 million last year.

So, for national bragging rights, India takes the lead with four in the top ten, followed by Japan with three, China with two, and Mexico with one.

And the future looks bright. According to MotorCycles Data (.com), "Despite a highly uncertain global economic environment, the motorcycle industry continues to expand at a solid pace. After four consecutive years of growth ended with the new record established in 2025, the first quarter 2026 started with double-digit growth. Indeed, Q1 2026 global 2-wheeler sales have been 16.8 million (+11.0%), the highest quarter ever…."

What: 2005 VFR800 Interceptor
Why: Low miles, all-round rider
Where: Ottawa, Illinois
Price: $4500

This VTEC 800 looks like a nicely-optioned example of a very useable sport tourer. It shows only 8300 miles and sports some nice extras, like factory luggage, Delkevic slip-ons, aftermarket seat (Corbin?) and aftermarket windscreen. The seller, Scott, is a man of few words, but states the original seat and exhaust is included. I wrote for more details, but, again, few words: "It has a scratch on the left side. It can be easily touched up. Tires have some age on them. But they have tread. Runs perfectly."

I suspect that this is simply mid-western straight talk from a mid-western straight shooter, as the bike is located about 1.5 hours southwest of Chicago's O'hare airport, so a possible fly-n-ride opportunity. And, I would say the asking price of $4500 is just about right.

Back in the heyday of print magazines, I devoured at least four each month, including Rider. Upon fetching the magazine from the mailbox I would immediately get comfortable and open to the last page, where would be found the "Retrospective" column, penned by Clement Salvadori. I enjoyed the informal, opinionated, entertaining accounts of an eclectic selection of classic motorbikes.

​Clem was a modern renaissance man who lived with purpose and conviction, ivy league educated and serving as a Viet Nam-era Army Green Beret. His friend and long-time editor, Mark Tuttle, offered his personal remembrance:

"Sad news, especially after hearing of his wife Sue passing a few months ago. If there was ever a full life well lived, it was Clem's. I had the honor of being his editor at Rider for many years (which he tolerated but didn't always relish), and in 50 years of publication he was by far the magazine's most popular contributor. When Clem didn't have a pair of handlebars or a keyboard at hand, he was generally reading a travel book of some sort (or taking a nap), having touched feet and tires in more than 70 countries on six continents. He called himself the "Literary Motorcyclist" on his business card, and I always looked forward to reading his Road Tales columns and countless travel stories written for Rider and many other publications. I will miss his boisterous laugh, his story telling and even his infamous sneezing attacks, which could be heard in the next county. Mostly I will miss just riding with the guy, which always felt more important somehow. Godspeed Clem! I hope you made arrangements for the cats."