I just heard from interwebs buddy Derek from the Houston area that he has begun work on bringing his newly acquired 1993 VFR750F back to life after few years of inactivity on the part of the previous owner.

If there's a collectible third/forth generation VFR this is it. The only year offered in monochromatic white it was a stunner then and still is. What makes Derek's find significant, though, is that it has only 3000 miles(!) and has survived in original condition. He's found some rust inside the fuel tank which is being dealt with and Derek is taking the proper steps to bring the engine back to life. He was an ASE tech back in the day so the bike is in good hands. I hope Derek will keep me posted on his progress. What a find — it proves that they're still out there just waiting to be rescued.

Well, here's something I don't like to find upon disassembling the latest set of carburetors to find its way onto my bench.

These are from the Magna Project, and while otherwise pretty clean and in generally good condition, the well-meaning previous fiddler obviously didn't spring for fresh bowl gaskets, instead gooping on way too much RTV in an effort to seal the float bowls. This is a Bad Idea. Those excess globs of RTV can separate and find their way into the carbs, clogging passages which may never clear. It also makes a mess for the next guy to clean up.

The VITON bowl gaskets that I supply for the VFR don't fit the earlier VF because the bowls have a deeper groove, preventing the o-ring from making a dependable seal. The solution is an OEM or aftermarket carb rebuild set; about $100 on eBay.

Pictured is the set of VF750C carbs disassembled and waiting for their fresh bits and pieces.

In the world of vintage motos, finding an original 30-year old seat that's in useable condition makes it worth the effort to clean and preserve it.

My approach is a deep cleaning with Oxi-Clean in a warm water solution. I scrub it with a soft brush and sponge, taking my time to allow the Oxi to do it's work.

After drying overnight, I rub the vinyl with a quality leather conditioner like Bickmore's saddle lotion. The old vinyl is softened and ready for several more year's of service. 

I've recently taken on an '82 Magna 750 project for new friend Charles. He located a 16,000-mile example of the first-year VF750C which he'd like to bring back to life as a weekend rider via a "sympathetic restoration."

The Magna series shares it's engine with the first-gen VF700/750 Interceptor but beyond that they're different animals.

The mechanical checks are well underway and as part of the valve clearance procedure the alternator cover is removed. Good time to refurbish it.

As was common back in the day, these covers were polished aluminum which was clear-coated at the factory. Over the years the clear-coat would deteriorate and corrosion would eat away at the aluminum underneath resulting in a mottled mess of ugly metal. The treatment is to remove the clear paint, sand away the corrosion, file and sand any gouges, scratches or other rash, buff the finish, and finally repaint logos and accents.

This is labor intensive work but time and effort will leave you with a very presentable piece. Machine buffing will give these polished aluminum bits a shine to rival chrome, but the original finish wasn't quite that dramatic. To achieve the right sheen, I wet sand the buffed piece with 2000-grit paper followed by a single hand polish with Mother's aluminum polish. Next up, valve covers.

What: 1986 VFR700F
Where: Stoughton WI
Why: A low-mile salvage bargain?
Price: Opening bid $1675, no reserve

Once upon a time I was selling a like-new, '05 VFR800 in pearl white. It turned into the most difficult sale I've ever experienced. Why? It had a salvage title. 

Without a known damage history, salvage or rebuilt vehicles can be a real gamble. Or they can be the buy of the year.

Insurance companies use a pretty basic formula to determine whether or not to total a vehicle: cost to repair versus cost to buy out the owner and dispose of the vehicle. Cosmetic damage can be very costly to fix, at least the way insurance companies do it, which is to replace parts with new OEM. I once had an insurance company total a five year-old Ducati ST2 because the fairings got scraped up when pushed over in a parking garage. I could have had the damage repaired for under $1000 but their parts replacement estimate was $6300!

We don't know the history of this repainted '86 Interceptor so no telling if there's hidden issues. The seller states that it was "completely refurbished by an authorized/licensed re-builder a few years ago." Not sure what that means, so I'd want some more details. The alternator cover is not original and the right muffler shows some rash. The bike indicates only 15,200 miles and the red with white wheels looks sharp.

So when does buying salvage make sense? Here's my guidelines:
1. When it's the bike you want and will keep it long term.
2. When it checks out mechanically and cosmetically.
3. When it's priced accordingly.
4. And you realize that its value will remain low come time to sell.

What: 2014 VFR800 (standard)
Where: Waukesha, WI (dealer)
Why: Super price
Price: $6887

Prices continue to fall on leftover eighth-generation Interceptors and here's another example. Offered on Craigslist from Action Powersports in Waukesha, Wisconsin, this 2014 standard model is priced at $6887 from an original MSRP of $12,500. The standard won't have some desirable goodies found on the Deluxe model, like ABS, traction control and heated grips, but this is still a great new motorcycle at a used bike price.
              http://milwaukee.craigslist.org/mcd/5630511603.html

We all know there's good carbs and there's bad carbs. And in the world of vintage motorbikes there's good carbs gone bad, like this set. This is what a few years of hosting mice in your air plenum can produce. First the rodents ate and peed their way through the air filter element and eventually through the metal screening, which allowed the little beasts entry into the four condos of the plenum itself. This is the result. 

This lower air box is bound for the dumpster.

But this isn't the worst of it. These creatures urinate where they live, and gravity moves the toxic mess downward into the carbs, freezing the butterfly valves and sticking the plastic slides in place.

This carb set is currently enjoying a long soak in a tub of PineSol, followed by a bath in the ultrasonic cleaner.

The crud even found its way into the intake runners. This quickly dissolved with a spray of PB Blaster.

And here's an example of what alcohol-laced fuel can do when left to marinate inside our carbs. This photo shows hardened varnish deposits on the plastic slide and jet needle.

And here's a shot of the slide's bore. These slides were all but glued in place.

Too often, issues like these are the beginning of the end for otherwise healthy bikes. The low-speed jets get gummed up, the bike runs worse and worse, gets ridden less and less, and ends up parked in the corner of the garage behind that '84 Camaro project that you're never going to get to.

What can we do?
- Recycle fuel by riding our bikes regularly!
- If you can't keep fresh fuel in your system, then be sure there's a fuel stabilizer added at all times, like Sta-Bil or    my favorite, Star Tron (stupid name, good product).
- Drain your carb bowls when stored.
- Keep your fuel tank full when stored.
- Ride your bike! (did I already list that?)

What: 1985 VF1000R
Where: Kansas City, KS
Why: Good-looking rider grade collectible
Price: $7495 opening bid

There never seems to be a shortage of the big VF's on the market. Trouble is, they often live at one end of the spectrum or the other; low-mileage museum pieces or hi-mile projects. This '85 "R" model sits in the sweet spot — not too perfect but one you could be proud to own and actually ride.

Showing 11,700 miles this one sports later model dual headlights, F1 slip-ons (originals included!), period Arai helmet and a matching Honda dust cover. Maintenance seems to be up-to-date and the bike appears ready to ride. And there's just enough survivor patina to assuage any guilt you may have about putting some miles on it.

These bikes run the gamut from $1500 projects to $12000 living room queens. The seller has set the value somewhere in the middle... much like this bike.

Here's something that doesn't come along every day. This is a Supertrapp slip-on system for the '86-87 VFR 700/750. Not just another old roached out set of aftermarket mufflers, this set is New Old Stock complete with baffle plates and mid-pipes. Instant sound, performance and period look for only..... ah, $617.52 delivered to your door.

That's all the money, but this system is NLA from Supertrapp and I've searched long and hard for a replacement right side Supertrapp (which I just recently found for $150 — NOS, muffler only). And, the seller's asking price is right in line with Supertrapp's current offering for a Yamaha V-Max, for example. Does it work for you? 

While cruising the Illinois Tollway yesterday en route to pick up my latest project, Patti and I came upon this impressive rig. Proudly flying the Honda winged foot and signature company color, the young driver was pegged right at the speed limit and there was not a finger smudge to be seen on the transport, not even on the mirrored stainless edges of the trailer loading ramp.

This pristine symbol of Honda Motor Company reminded me of what Honda represents in the manufacturing world. Just last week I'd read something Editor Mark Hoyer of Cycle World magazine had written in a review of the new Africa Twin (September 2016). He wrote:

"Honda's systemic approach to the motorcycle has always been impressive. It's like its engineers spend an inordinate amount of time focusing on how the whole motorcycle works between each and every component, with "balance" only ever outshined by "polish."

How true. My first motorcycle was a new 1971 Honda 500-4, a jewel of a machine if ever there was, and part of the modern motorcycle revolution led by Honda. Soichiro Honda was a visionary, a marketer, a leader, and even a racer. He was all of this, but at his core he was an engineer. He never let go his passion for innovation and production based on leading-edge engineering. Like Apple, Honda is an engineering company first and a manufacturer second. And, like Apple, successful products are borne of innovative engineering. Both companies have had their failures along the way but only due to their drive to exercise their technical chops and show the world what might be. From the 3RC-164 inline 6-cylinder of 1964 to the present day RC213V V4, and everything in-between, Honda Motor Company has always helped show the way.

You'll note that the beautiful rig we came upon yesterday only displays the Honda logo and name — no other marketing. And for those of us who have ridden and wrenched on these machines, there's none required.