What: 1986 VFR700 F2
Why: A great rider
Where: Naperville, Illinois
Price: No reserve auction ends Nov 25

​For a few more details, please refer to my earlier post (10/13) when this former project was offered on FB Marketplace.

Project 27 is now live on Bring-a-Trailer with no reserve. The seller now notes an oil leak, which he reckons is from the rear cylinder valve cover which should be easily addressed. Good luck to seller & buyer.

Earlier this month, at the EICMA trade show in Milan, Italy, Honda dropped this little bomb on the moto industry. In development is an all-new V3 engine featuring what would seem to be a stunningly good idea: an electrically-driven, computer-controlled mini-compressor.

Not a lot of details were provided except to state that this engine would be a 75° V3 (two cylinders in front, one in back) "for larger displacement machines."

Honda claims the electric turbo to be an industry first, its huge advantage being the ability "to control compression of the intake air irrespective of engine RPM, meaning that high-response torque can be delivered even from lower RPM."

Honda has dabbled in the V3 layout in the past with the NS400R and exhaust-driven turbo-charging back in the '70/80s with the CX500/650 Turbo, but this independently-driven electric compressor has the potential of addressing the deficiencies of that traditional turbo design. No word on the first model planned for the new engine, but the photos suppled showed this very cool trellis-style, single-sided swingarm, sportbike-looking frame — the engine and drivetrain barely twice as wide as the rear tire.

I'm thinking a 750cc new-age Interceptor with ~150 horsepower and gobs of mid-range torque. Sounds like fun!

What: 1984 VF700F Interceptor
Why: Low-mileage, original
Where: Bainbridge Island, WA
Price: $4500 OBO

By the time a classic vehicle reaches four decades of age, finding one with the magic combination of very low miles and unmolested condition is something of a holy grail. Here we have such a find.

Showing only 5597 miles and represented as a 2d-owner bike and always garaged, this example appears to be complete with all its original bits and less than perfect finish commensurate with its age. There's road rash on the left muffler and general scuffs and light corrosion, but still a fine 10-foot example. The fuel tank was replaced with a NOS original, the front fairing repainted sometime in the past and some maintenance completed ten years ago. A week spent detailing and maybe refurbishing a handful of items would take this survivor to the next level.

Our seller has put on only 200 miles in his decade of ownership. His description indicates that the carburetors are in need of attention, and I would attend to all the fluids, source a replacement muffler and ditch those old Shinko tires, but this would be a great example to take up a notch for the perfect classic, everyday rider. At closer to $4K this would be a great find on a first generation Interceptor.

I've been busy for several weeks preparing all the large and small bits for final assembly on Project 41, a 1987 VFR700 F2. The goal is to have everything sitting ready on the shelf when its time comes. The bodywork is finished, tires mounted, small bits gathered and refurbished and the machining required for the fork emulator install has been completed. I'm currently awaiting delivery of the new shock which will allow the rear of the bike to be assembled, the build proceeding quickly from there.

I recently received Project 41's engine covers back from Tom at Tom's Cycle Recycling (https://www.facebook.com/Tomk1960/) showcasing his usual powdercoat perfection. Finished in Textured Gold Dust, the idea is to mimic the unique-colored covers from the 1986 VFR, while providing a deeper, richer color. These covers are special — they're made of magnesium, shared with more exotic factory-prepared machines like the RC30 and RC45, IRRC. To my knowledge, Gen-2 VFRs are the only generation of standard production models to sport magnesium covers.

Let's go through my part of the process to get to the finished product, beginning with disassembly.

Powdercoating requires media blasting and baking in high heat, so everything must be stripped from the assemblies. For the clutch/alternator covers, this begins with removal of the (sound?) baffles on the backside of the covers. A single bolt holds each plate and its rubber gasket, which are lock-tighted in place, requiring an impact tool for removal.
(click on images to enlarge)

For the valve covers, I'll need to remove the rubber gaskets and the rear cover's oil baffle assembly, where I discover a paper gasket (a first for me) in place of the typical stamped metal (below). The metal is reusable, but the paper version shreds upon removal. Neither is available from Honda but, fortunately, a paper replacement is available from the aftermarket, about $13 on eBay.

Once stripped down to the bare covers, I address any cosmetic damage. In this case only the lower portion of the alternator cover had some road rash. I smooth out the metal with a combination of light sanding discs on a die grinder followed by hand sanding till smooth.

After Tom works his magic, I give all the parts a soapy bath and hot rinse to ensure nothing harmful is left behind, then assembly begins with remounting the oil baffle (below).

Next, I'll assemble the side covers (below). I lay the sound baffle's rubber gasket in place, set the baffle in the gasket's groove and lay the rubber washer and its metal cap in place. After degreasing the bolt, I'll coat with red threadlock and tighten the bolt very securely. Note which side of the baffle plates face upward.

Next, I install the rubber valve cover gaskets (below). The Honda manual states to "apply sealant between the gaskets and cylinder head covers." I've never found this to be necessary, except to add six or eight dabs of gasket cement or similar (center photo) in order to hold the gasket in place when it's tipped upside down during installation onto the engine. I let the cement set up for a few minutes and then test that the gasket stays in place long enough to allow installation. 

The manual also states, "apply sealant around the projections of the gasket." I have no idea what they're referring to, but I've never had a reused valve cover gasket leak when installed dry. YMMV.

Finally, I spend some time with the timing hole cover. The cover can be powdercoated, of course, but I like the contrasting polished aluminum look. After chemically stripping the original black paint (in this case) I wet sand with three or four grits till I'm happy with the look, then coat with Sharkhide to protect the raw aluminum finish. The manual wants us to coat its threads with moly grease, and I also add some to the o-ring, which I always reuse. Snug in place with a 17mm socket, and these parts are ready to rejoin the engine…a future post.

What: "Norceptor"
Why: I got nothin'
Where: Dallas, Texas
Price: $3600 opening bid

With full appreciation that our Honda V4s are great engines and relatively unique in the classic moto world, this build is still a head-scratcher.

The practice of swapping Triumph/Norton/Vincent engines and frames was popular back in the day for one good reason: the sum could be made better than its parts. The Norton "Featherbed" frame, for example, was considered the gold standard of the 60's era production bikes so it kind of made sense and was a fun (and relatively easy) exercise.

But this collection of parts is none of that. Based upon what appears to be a '73 Norton frame, complete with a single Lockheed disc squeezer up front (barely better than the drum it replaced), ancient drum out back, along with spindly tires and suspension, this bike will transport the rider back to the bad old days of British "dominance."

Lest one assume I know not from whence I speak, I should mention that my first crankshaft-up restoration was a '72 Norton Commando roadster. I loved much about that machine (on a good day) but its performance was greatly derived from its relatively light weight, giving a good power-to-weight ratio (for the time) and helping to mask the weak suspension, brakes, and flexible frame.

Inserting a heavy 80 HP V4, plus its cooling system, into a 1950's-derived chassis is the definition of going backwards in moto evolution. I really do appreciate folks who think outside the box and have the determination, time and skills to make it a reality, but some ideas just make more sense than others. I can't even imagine this thing going down the road at any speed ("frame welds need attention for riding again") but with an opening bid of $3600 and no title provided, that likely won't happen in any case.

Time, rarity and inflation conspire to up the cost of our hobby, and here's some current examples, specifically for the VFR750R.

Ebay seller, adrenaline_cycle, has two RC30 items up for sale. How about a vintage tool kit in an old-school fabric wrap: $1000 or offer plus $20 shipping. They also have a set of used mirrors, stated to be "factory OEM" though they're in black and the mounting doesn't look right, at least for the 1990 US model: $600 or offer plus $15 shipping.

For a potentially better deal on the above tool bag, here's a set up for auction, opening bid at $499.

From France we have a used 8-spoke rear wheel for a cool $862 plus $145 shipping to the US (current exchange rate).

Having recently completed the paintwork on Project 41, I can verify that the cost of paint and labor has also transported those costs into a new realm. It's all relative, of course, and we play with old motorbikes for nobler reasons, right?