SOLD: $3850 plus premium
This one is personal. Last weekend Mecum Auctions held a collector car auction in the Chicago area. Among the offerings were cars and bikes from a collector near Hartford, WI., and this bike was a former project of mine, purchased from me three years ago.

The bike is a 1986 VFR 700F. It now shows 25,454 miles, an increase of only 397 miles since I passed it on. This bike is a very clean, mostly original-condition example with one special touch — it sports a set of very rare, in my experience, 4-into-2 Cobra F1 exhaust slip-ons. The mid-fairings were both damaged and repainted. As I noted in the "My VFRs" summary, "Not a garage queen but a perfect example of a rider-grade refurbishment."

I believe Mecum's buyer's premium is 8%, making the total selling price $4158.

Here in the Hinterlands, winter is bearing down. We see it on the calendar and feel it in the air — soon we'll see it in the air in the form of fluffy white stuff. Over this past weekend we were treated to a balmy, sunny day so I took advantage of it to winterize my three bikes. I keep them in riding condition, so for me, that just means making sure they're clean, full of fresh, stabilized fuel, drain the carbs, plus an oil/filter change. Of course, gotta warm that old oil, so out for a final blast on each.

There's a fair number of myths and bad information out there about how best to prep a machine for seasonal storage. For some clarity, here's an article from Revzilla's Common Thread.

A personal plea: The top mistake owners make on this subject is to periodically start their machines during storage. DON'T DO THIS! Unless you're actually riding — on the road! — for at least 20 minutes to fully warm the oil and evaporate the moisture and acids a cold start creates, DON'T DO THIS! I once bought an airplane from a seller who proudly told me that he would regularly start his engine and let it idle for ten minutes during the winter months (he rarely actually flew it). I knew I would soon be in for an engine rebuild and, sure enough, a year later the engine failed its annual inspection resulting in a $14,000 rebuild. I wanted to hot rod it a little anyway, so this was expected. The point is that his practice of running the cold engine resulted in cumulative damage each and every time. Your engine is happy sleeping through the cold — let it sleep in peace.

Recently sold on eBay, this 1983 V45 went for an impressive $6400 after 50 bids. As a first-year Interceptor, the bike has historical provenance and the listing was effectively done.

The bike shows only 4421 miles and our seller claims complete originality. There's lots of hi-res photos included with the listing, so we can get a pretty good indication of condition. Unfortunately, despite the seller's assertions of complete and regular "detailing," those details look pretty scruffy to my eye. The bike does appear original, right down to the sagging turn signals and bits of rust and corrosion in the right places, but the more closely I look at the paintwork, the more it appears to be non-original, though admittedly, I'm looking at photographs. There's also scratches on the right-side engine cases from some small trauma in the past, but again, the paintwork is unblemished. In any case, after lowering his reserve, the bike was well sold. I'm sure the seller is pleased and hope the buyer is also.

Before loading up to deliver Project 25 earlier this week I rolled out Project 24 for a photographic comparison between the fourth- and fifth-generation bikes. Much more than just an exercise in showroom restyling, the fifth-gen, introduced in 1998, was a complete redesign from the crankshaft upwards.

The engine left its comfortable 750cc niche and, thanks to slightly larger bores and shorter stroke, the displacement now totaled 781cc. Lighter crankshaft, heads and even cylinder liners shaved five pounds from the old 750 mill, with power up a few horses thanks to a bit of a compression boost. The iconic gear-driven cams were moved to the right side of the engine, a trick taken from the RC45's playbook. But the big news in the engine department was the addition of fuel injection, only the third Honda motorbike to get the upgrade (the '85 Gold Wing Limited Edition and the RC45 were the first).

The chassis was all new, featuring a shorter wheelbase made possible by changing the single front-mounted radiator of old to two side-mounted rads. The single-sided swingarm was now bolted directly to the engine, which also featured new "variable stiffness" motor mounts. The whole affair weighed in at eight pounds less than before. Suspension was a bit stiffer and the shock now featured adjustable rebound damping.

Honda had also developed a linked braking system which actually worked well in the real world. The fairing was refined, Honda claiming nine-percent lower drag, and painted up in "Italian Red." The 2000 models got a one-year only "Pearl Shining Yellow." One more bit of fifth-gen trivia; the Interceptor name returned to the model. The 1998 bike retailed for $9500, only $200 more than the previous model.

The VFR Interceptor had officially reached middle age. It had shrugged off its cc-class connection. going boldly into its own mid-sized niche, and would appeal to an older, more sensible, more experienced rider. For a fairly comprehensive look at the 1998 remake of the VFR, click here for a Sport Rider article.

Here's a few views of a 1998 VFR800 FI (left) and a 1995 VFR750F (right)....

$2900
I'm testing the waters with my latest acquisition, a 1976 Honda CB550 SS custom cafe racer. My friend Andrew has spent thousands of dollars and several years getting this little gem to this point and now we're looking to see if someone out there might want to either enjoy it as is or take it to the next level. The only major items remaining are paint and seat upholstery.

From the Craigslist ad:
Selling my 1976 Honda CB550 SS cafe racer custom. Completed five years ago with quality (and expensive) components; about $6000 invested. The list of upgrades/updates is long, here's some highlights:
• CR Special carburetor set
• Billet velocity intakes
• Moto GPwerks complete exhaust system (rare piece)
• Custom hand-formed aluminum tail and seat pan
• Billet upper triple clamp
• Clip-on handlebars
• Integrated tail, brake and turn signals in frame loop
• Engine tuned by Cycle X in Hazelhurst, WI
• Engine painted, covers polished
• Billet rear-sets
• Aftermarket speedo and tach
• Sun Rims aluminum rims with SS spokes laced to OEM hubs
• New shocks with progressive springs
• Brake disc drilled
• Spin-on oil filter adaptor
• Electrics relocated under seat
This is a great-running custom. The bike has approximately 21,000 miles (I have the original speedo showing 19,993 mi). It's been operated as is for the past five years. Taking it to the next level would require fresh paint and seat upholstery. The components are quality, the bike has the right stance and look. The engine was purposely left stock for Honda reliability and ride-ability. I will link a video of a walk-around and start-up, but the camera can't capture the awesome exhaust sounds. I'm downsizing my stable and gettin' a bit old for this type of bike. Clear and clean title.
Delivery via open trailer is possible with arrangements.

Running video:
https://youtu.be/cgpvQGfwHIU

Photo album with 46 hi-res photos:
https://flic.kr/s/aHsmHPVmAg

Update:
The CB550 has sold. Early this morning Boon and friend King made the trip from central Wisconsin and trailered the bike home.

Boon is excited to have his first vintage ride and wants to learn more hands-on skills. I think he's chosen the perfect bike. Best of luck, and many safe rides ahead.

This 1998 VFR800 FI was found in Prospect Heights, Illinois earlier this summer. The seller was the second owner and used the bike for local riding and touring the western states. It shows only 17,133 miles and certainly looks the part. Walking up to this bike, you'd be hard pressed to tell it from a showroom fresh example.

After some cosmetic repairs, I upgraded the headlight and taillight bulbs, fitted sleeker mirrors (2000-01) and brought the maintenance up-to-date:
• Spark plugs
• Air filter
• Flushed coolant
• Flushed hydraulics
• Cleaned & inspected brake calipers
There's also an aftermarket windscreen and control levers fitted. Other niceties are a center stand, passenger seat cowl and chain adjustment tool. Tires, chain and sprockets show little use. Clear & clean Illinois title in my name.

I'm offering this example for only $2900. Often considered the best of the best of the VFR line, the fifth-gen models fit right between the carbureted earlier 750s and the later VTEC 800s, retaining the signature gear-driven cams while being updated with fuel injection and linked brakes. From Cycle World (May '98): "Honda is never a company to be outdone. At a time when other manufacturers are pushing narrowly focused, track-bred repli-racers, Honda has created what may be the most versatile, sport-oriented motorcycle ever sold."

Photo album:
https://flic.kr/s/aHsmHNGUUS

Walk-around & start-up video:
https://youtu.be/93GYjy0EArk

Craigslist ad:
https://chicago.craigslist.org/nwc/mcy/d/antioch-vfr800-interceptor-honda-low/7002816768.html

​Delivery is possible. Contact me for information.
joe.nelson@ymail.com
​608-807-7829

A Bonhams motorcycle auction was recently held in conjunction with the annual Barber Vintage Festival on October 5th. Three Honda V4s were sold:

It wouldn't be a proper auction without an RC30, and this very nice U.S.-spec 1990 example shows only 7040 miles. Sold for $34,500 including premium.

Here's a real bargain...this 1994 example indicates only 10,400 miles, sports a Vance & Hines muffler and shows a "little wear typical for its age and use." Sold for $1955 including premium.

The final V4 sold is this 1993 VFR750 with 30,400 miles. This is a non-original color and is fitted with a Yoshimura pipe and several boy-racer stickers. Sold for $1495 including premium.

Whenever I refurbish a set of carburetors I know they'll need syncing on the running bike. And here's a classic example. This is the bike at idle before syncing — number two is the base carb (non-adjustable) and the others are way off. 

...and here's the engine at 3000 RPM after syncing. I begin syncing at idle, but we don't ride at idle, so I fine tune at a steady higher RPM.















​And here's a video of the running bike......

Project 11, a 1986 VFR700F, is at the reassembly stage. In order to get her back on her feet, new steering head bearings need to be fitted. I always use tapered bearings from All Balls which I consider an upgrade. The lower bearing is pressed on and can be a project in itself to remove and install — see the "Maintenance" page tutorial, "Steering Head Bearing Replacement," for my home-brewed technique.

Here, I'm driving the new upper bearing race into place using a drift and hammer. I slowly work my way around till the tone of the hammer changes, indicating that the race has seated. The OEM caged ball bearings are shown below, and the new tapered set.

Next up is carburetor installation and tuning. When I removed the air cleaner, a cleanable K&N, I found disintegrating bits of foam all over the filter. The foam comes from the snorkel and was used as a sound deadening material. Over time, it deteriorates and gets sucked into the air plenum. This stuff should always be removed.

I use a small wire brush and plastic scraper, then scrub with soap and water, removing every bit of foam and adhesive that I can.

(Below) This model requires that the OEM rubber gasket (arrow) be removed from both halves of the air box when installing a K&N filter. Here, the cleaned filter is installed.

I'm now ready to fire up the bike and sync the carbs.

Project 11, a 1986 VFR700F which left my shop five years ago, is stripped down to allow me to tackle some needed updates and maintenance. During a test ride I found a front end wobble during deceleration. It turned out to be worn steering head bearings which necessitated removing the forks. Good time to change out the fork oil — I'll be going up a notch to a 10w oil as these forks felt pretty mushy with the previous ATF as fork fluid.

(Right) That telltale yellowing on the lower portion of the fuel petcock recess and along the bottom seam of the tank is a dead giveaway that the petcock is leaking.

Normally I'd just install a fresh part from Honda, but I recently learned that All Balls offers a rebuild kit for these second-gen Interceptors. So I picked up a kit on eBay for $18 (new ones are $37+ shipping) and gave it a go.

Hopefully I'll be able to sand and buff out those gas stains.

(Below) Here's the contents of the kit. It's very complete, right down to the required drill bit, used for replacing the rivets with self-tapping screws.

We begin by drilling out the rivet heads, removing the face plate, and separating the layers of parts. TIP: note the orientation of the rotating portion of the assembly before removing it. The assembly goes back together in the order removed and the new screws are used to tighten up the face plate. Pretty straightforward; hope it seals!

Another modification I now always make, but didn't five years ago, is to hardwire the three stator wires in order to eliminate the high resistance plastic connector. Melting of that connector is a known issue with the early VFRs. This will also help promote a healthy charging system, along with cleaning other connections, especially chassis grounds.

I provide extra lengths of wire in case the stator needs service in the future. This harness will be wrapped in tape and routed safely out of the way under the fuel pump.

The carb set has been refreshed with VITON fuel rail o-rings and fresh fuel lines, again, a maintenance item that's routine for me now but wasn't five years ago. I'll re-sync the carbs when I reinstall. The coolant and hydraulics will also get treated to fresh fluids, and I've ordered up a full set of VENHILL stainless brake lines from a supplier in the UK. They'll be black with black fittings in order to better blend in on this stock-looking VFR.

Things are going smoothly and this beauty should be ready for the road in no time.