As I enter the final assembly stages for Project 40, a 1986 VFR700F, one of the finishing touches is fitting a complete set of silicone coolant hoses.

It was nearly a year ago that I set out on a search for a silicone hose set for the RC24/26 models, and was surprised to find that Samco brand, which I'd used in the past, couldn't be found anywhere. But I'd recently purchased a set for the 3d-gen RC36 bikes from AS3 Performance in England, so I reached out to them about adding the 2d-gen to their catalog. One thing led to another and I eventually sent off an original hose set for them to pattern from, then early this month I got the first set off the molds! I quickly installed them on Project 40 for a fitment test, which went perfectly.
(click on an image to enlarge)

I also used their clamp kit, which are generally recommended for silicone hoses. The short water pump connector hose at the engine's bottom left side can be a struggle to get in place. After cutting off the old hose, I loosen the chrome coolant pipe's connector bolt to allow a bit of play to that pipe, then slide the new hose section onto the chrome pipe — this is where the struggle comes in. Once on the pipe, the hose will slide onto the water pump outlet and the clamps put in place (you remembered to slide the clamps onto the pipe before installation, right?). Installing this short hose is somewhat easier if the chrome tube is removed from the engine, but plan to have a replacement upper sealing o-ring on hand.

As an incentive to AS3, I offered to purchase the first ten sets produced, which will soon be on their way across the pond. So, I will have at least a few sets available for purchase at whatever my cost turns out to be — available in black or blue. Contact me if you're in need of a set: [email protected]

Last month reader Gerry contacted me asking if I might help with his search for a 5th-gen VFR800, adding that the 800 is intended as a stablemate to his 1987 VFR700. The fascinating part of this story is how Gerry bought his RC26 35 years ago with 1000 miles on the bike, and has happily added 144,000 more, mostly in his stunning Pacific Northwest neighborhood.

Gerry is quick to credit George Dean and Walter Myers at Seattle Cycle Service, and to Mike Boersma (aka Captain 80’s), formerly of University Honda, "for helping to keep her in good nick." As for modifications, upgrades and replacements on a 100K+ VFR, I'll let Gerry fill us in:
"Not many mods here - Galfer brake lines and pads, Braking wave rotors, Penske shock, Throttlemeister bar ends, VF500 turn signal stalks, heated grips, C-Volt voltmeter, MotoFizz clock/thermometer, RAM cell phone mount, Rick’s regulator/rectifier, ‘88 VFR rear wheel, ‘88 CBR front wheel, spare saddle to accommodate the euro VFR grab rail.
All rubber components have been replaced, as well as the alternator, clutch, fuel pump and relay, water pump, cams and cam followers, and gas cap. Now replacing pulse generator and clutch springs along with spark plugs, oil and oil filter."

Gerry is fortunate to have a group of fellow retiree riders who try to get together for a weekly "safety meeting" and ride when weather permits. His riding history includes a collection of 80s sport bikes, including a VF500 Interceptor. This one is still ridden weekly and he "hopes to be buried with it."

The happy ending to this little story is that shortly after first talking with Gerry, I came across this pristine 5th-gen in Ft. Wayne, IN. Gerry was looking for an exceptional example and, after talking with the seller, a deal was struck and this 1999 VFR800Fi is now enroute to Washington State. This beauty shows 14,339 miles and sports a Staintune muffler and Sargent seat; stock parts included. The seller's VF1000R in the background is pretty cool, too. Congratulations to Gerry on the new addition to his stable.

For reasons unknown, 3d-gen VFR parts are tough to find here in the States, especially the plastic body panels. I happened upon UK seller Straightarms Motorbikeparts eBay listings and he's got some '90-93 pieces that may come in handy for those of us with a 3d-gen project, like myself. Prices seem reasonable, but remember to account for shipping across the pond.

UPDATE: Sold $11,500
What: 1985 VF1000R
Where: Fort Meyers, Florida
Why: Low-ish miles, clean example
Price: Bring-A-Trailer auction ends March 4th

Here we have the first of a two-year model run (US) big-block V4 Interceptor. This is a Florida dealer flip and presents quite well with great original mufflers and some plastics damage, with only 11,000 miles showing and appearing very original. The "R" model 1000s are, of course, considered the one to have (the '86 slightly more so), and values reflect that. Nicer to look at than to ride, these bikes are nonetheless in no danger of losing their appeal and dollar value. I would expect to see mid-teens on this one.

$500 outright including shipping to CONUS.
Exchange credit for your old carbs.

I have available freshly cleaned, inspected and sync'd carburetors for the '86-87 VFR700/750. Fitted with VITON fuel tube seals, pilot screw o-rings and bowl gaskets, TYGON fuel line, new #40 low-speed jets (for better low-speed rideability), full ultrasonic cleaning, tested and tuned on a running bike — ready to install and ride away.

I can add a jet kit if desired for the cost of the kit plus $20 labor.

Exchange: I will refund $100 for your rebuildable carb set, or $50 for an incomplete/not rebuildable set for use as parts, and I will pay for shipping to me. "Rebuildable" means the set is complete, and the throttle/butterflys and choke mechanisms are free, not frozen. I will provide the shipping label for your exchange set (CONUS). Upon inspection, I will refund the appropriate amount.

​Contact me for more information: [email protected] 6O8-8O7-7829 call or text.

PayPal, Venmo, Zelle, Cash, Jameson

What: 2007 VFR800 Anniversary Ed.
Where: Elkhart Lake, Wisconsin
Why: Zero-mile, mostly original
Price: BaT auction
UPDATE: SOLD $12,250

A dealer acquired this bike, prepped it for long-term storage and put it on display…in 2007. In 2020 it sold at a Mecum auction for $10,450 and is now offered by Throttlestop via Bring-a-Trailer.

The bike shows as nearly perfect cosmetic condition with a few parts missing (rear pegs & fender) and red wheel stripes added. Seems to me that there's two approaches here: Pay up for a museum piece or overpay for a the nicest, lowest-mile 6th-gen out there and put it back on the road.
​Auction ends Feb. 22.

Mufflers only look simple, but they're actually engineered airflow mechanisms which need to meet the needs of sound reduction, sound quality, performance goals, weight and aesthetics — all seemingly in opposition to one another. And what do we do? Pull them off and toss them on a shelf and eventually the trash bin.

Years ago I decided to dissect a second-gen muffler just to see what's going on inside and maybe modify a stock muffler for better sound. I discovered that Honda had accomplished their goals in a typically engineering-oriented approach, without the use of sound deadening material (which wears out) or acres of perforated baffling, which adds weight and rusts out. The image below is from a Canadian dealer informational brochure showing a diagram of the OEM muffler for the 3d-gen (the pink notations are mine).

There's four sealed chambers, the airflow progressing rearward through the blue-colored tubes all the way to chamber #4, then forced to make a 180° turn, forward to chamber #2 through holes in the chamber walls, then another 180° turn rearward through the exit tube and out the rear. The sound is mitigated by the forced turns and chambers #2 & 4 absorbing the sound waves — at least that's how my non-engineering mind sees it. Air doesn't like making turns, particularly 180° turns, so back pressure is created, which is engineered to work in conjunction with the cool tuned header pipes. Ever wonder why those front pipes cross over one another? That's part of the complicated tuning of pressure pulses.

All that internal steel piping adds weight and takes up real estate, which is why the aftermarket has a much easier job in creating lighter, louder, more compact mufflers. Do they work better? Typically not, but they often sound better, or at least louder, at the expense of hearing loss and irate public opinion. The only way to achieve actual performance benefit is to tune an entire system, including intake and carburetion, to work together, but that's a doctoral thesis in itself. The Hindle system is an example.

Below is my crude diagram of a 2d-gen muffler. The concept is similar, with the airflow path reversing to chamber #3, then again reversing outward (top). I also show how I make the cuts to shorten the muffler by about 5 inches and eliminate both 180° turns (lower). The result is a deeper, mellow sound without being too loud. I've not found a need to adjust carburetor jetting. This is also an effective way to salvage a road-rashed muffler, as I fill the dents and scrapes, then repaint black or silver. The 3d-gen muffler could be similarly shortened. Looks like I'll need to add a tutorial to the "Maintenance" page.
A simple tin canister? No so much.

One of my favorite sites to share my morning coffee with is the POIM (Pictures Of Interesting Motorcycles) Facebook page. You never know what will surface, from the beautiful to the bizarre.
​Some examples of the former….

The RC30 Reimagined, By Kardesign
Design house Kardesign took four classic sport bikes and virtually accomplished some subtle design updates to bring them into today's aesthetic. Here's their take on the iconic VFR750R. I can't say that I find much wrong with the original, with the exception of the odd shaped fuel tank and the pale shade of blue, both of which are artfully dealt with here.

Heart Of The RC30
Here's a great photo of the RC30's V4.

See-Through RC30?
Well, here's something completely different. Someone went to a lot of effort to accomplish this display.

NR Internals
RC30 not exotic for you? How about the oval-piston NR 750? Here's a couple of images showing the fascinating hardware at the heart of the beast.