The space vehicle we call Earth is tilting once again, reducing Mother Sun's effective calefaction to those of us on the top half of the globe…in other words, winter is coming, and for those of us in America's snow belt, that translates into some five months of motorbike hibernation.

Machines don't respond well to disuse, but there's at least one common storage misconception that we need to heed, and that's the fallacy that running an engine during storage is somehow "good" for the machine. It is not, and the photo below is graphic proof. What we're looking at is an amazing window into the innards of a 1986 VFR750F, thanks to Sebspeed's modified clutch cover. What we see is a huge accumulation of moisture created when a cold engine has been run for the first few minutes after startup. What we don't see is the production of acids created by the incomplete combustion process, due to the cold engine's need for a rich fuel setting and those gasses slipping past the not-yet-expanded cylinders and rings. Note that by "cold" I mean any ambient temperature — not just the cold months. This photo was take on a warm summer day.

This situation took 20 minutes of running in order to heat the engine's interior to the point where the excess moisture finally evaporated and the window cleared. When a well-meaning owner starts his engine every few weeks and idles it for several minutes this is what he or she is producing. The inside surfaces of the crankcase are awash in this water and acid soup, and when it's shut down the corrosion of aluminum and steel parts begins — bearings, gears, camshafts, etc. A stored engine does not need this exercise, but if you insist on making yourself feel better by running your stored engine, then it must be taken on the road for at least 20 minutes of normal riding to effectively dissipate this stuff. If not, you're doing more harm than good.

And, speaking of acids, remember that used motor oil holds suspended combustion acids. These too will spend the winter months eating away at your engine's internal bits. That's why engine oil should be changed at the END of the riding season, NOT the beginning.

Be considerate of our machine's needs; when the warm temperatures return we will be rewarded with a willing and able riding companion.

What: 1986 VF500F Interceptor
Where: Walnut Grove, Georgia
Why: Low miles, original, beautiful
Price: Auction ends Nov. 2
UPDATE: Sold for $6000

For all those readers of this site who ask me to keep an eye out for a nice 500 Interceptor…here's your bike!

This 8100-mile example is offered on Bring A Trailer, from a dealer, and is represented as an original survivor. The photos show a nicely preserved final-year example with just enough blemishes to make it real. Maintenance has been brought up to date and there's a couple of videos included in the listing. This would make a great rider!

I've managed to lose the ad link for this pitiful VFR800, but I still have the photo. It's difficult for me to imagine the motivation and effort someone has expended to "cruiser-ize" this sport touring bike. I don't know which pains my eyes more — the Harley seat strapped on with a length of old seat belt? The chrome rear fender with that hideous tail light? The hi-riser handlebars? No, it must be what appears to be a vintage BMW headlight perched high and proud like a myopic cyclops. What would a buyer even do with this misfit collection of parts?

In addition to Projects 39 and 40, detailed in the previous post, I recently picked up another project, which is officially labeled Project 41. This one's a 1987 VFR700 F2 in Candy Wave Blue with silver/gray accent and wheels. I've had two similar models in the shop over the past few years, but this one's a little special, beyond the relatively rare color way. This is one of only three examples I've come across over the years that was made in Marysville, Ohio, USA. All of them have been '87 700s, two in this color and one in Pearl Crescent White.

Looking at my VIN plate, below, the first three alphanumerics are "1HF," where other VFRs begin with "JH2." The first letter indicates country of manufacture; "J" denoting Japan, while my "1" denotes USA. The "H" is for Honda, and the "2" indicates motorcycle, while mine is "F," another bit of the mystery. The rest of the VIN appears to be almost hand-stamped, rather than the more polished Japan-made bikes. Of course, there's also the "MADE IN U.S.A." printed below the "!HF."

I've posted in the past on this site and the VFR forums looking for some insight into this little mystery — with no luck. This time I managed to contact Jon Row, retired 35-year Honda staffer with involvement in many of the company's activities. Turns out this is a mystery to Jon as well, but he speculates that the late manufacture date of May, 1987 possibly indicates that the company shipped a container (or more) of "knockdown" assemblies to the Marysville plant (where Gold Wings were being produced) for unknown reasons, possibly to simply finish off RC26 production in the U.S. so that the Japan factory could ready for the big changes to the '88 Euro models. Or, maybe Marysville just needed to fill some assembly line downtime. Jon promised to keep nosing around, but for now the mystery continues. In any event, this is one of the low number of VFRs ever to be produced in the U.S. Does it add to the value? Probably not, but it lends a little air of uniqueness to this rescue.

And a rescue it will be. The bike shows 32,000 miles and it has led a neglected life. I found this poor soul languishing on FB Marketplace in suburban Milwaukee, Wisconsin. Some of its history is known by the 50-ish seller, as he purchased it from a friend years ago, who in turn purchased it from another mutual friend when he moved away. The tortured body panels show scars from years of careless ownership and the bike hasn't been ridden in anger in years (tires are date-coded 1996), though the seller promised me he recently ran the engine on a bottle of gas. We shall see.

The bike is very complete, minus the chain guard, but the fuel tank is likely toast along with a few body pieces. I won't get to this project in earnest for several months but I will slowly address some items, like the carbs, as time permits over the winter.

Hear's a short walk-around video upon arrival at the V4 Dreams complex (please excuse my referring to the fuel cut-off relay as a starter relay):

Having recently completed two big projects, I've moved two more into the shop. On the lift is Project 40, a 1986 VFR700F which I acquired earlier this year. This bike has 33,000 miles on the clock, in red/white/blue colors, and was a running example. The plan is to go through all the systems, as per usual, and present it as a rider-grade finished bike for someone to enjoy for many years. At this point I'm preparing it for start-up with rebuilt carbs and an aftermarket exhaust — I just need to decide which one. Two of the body panels will require repair/repaint, but the rest of the work will be straightforward.

Pictured in the foreground is Project 39, a 1993 VFR750F with 31,000 miles. I was offered this bike from a gentleman in Florida who's only request was that I would do my best to give it a chance at a second life. I'm building this as my personal bike which will give me the freedom to go whichever direction I choose. Nothing radical, as I consider the Interceptors to be competent and beautiful machines in their own right. I'll add some comfort features as a nod to my aging knees but the bike will likely keep its iconic pearl white look. I also have a Yoshimura slip-on that I expect will grace the beautiful 8-spoke rear wheel. This one will look good on Wisconsin's alphabet roads next season.

In the lower right corner sits an RC24 750cc motor — running, tuned and detailed. I don't have a plan for its future but, hopefully, something will present itself.

Yesterday I received back this set of RC24/26 clutch and alternator covers, expertly powder coated by Tom at Tom's Cycle Recycling.

What makes the 2d-gen VFR covers so special? In a nod to weight savings for Honda's complete remake of the Interceptor model for '86, one of the changes was to cast the valve and engine covers in magnesium. Aluminum was used on earlier and later generations.

To find a set like these which haven't suffered garage and road rash makes them well worth saving. The color chosen is "Gold Dust" from Prismatic Powders. Thanks, Tom, nice work!

SOLD: $2800

The solitary bidder on this attractive 4th-gen Interceptor picked up quite a bargain. This bike shows only 12,000 miles in original paint and sports those rare Corbin Beetle Bags, along with both Corbin and OEM saddles. Comfort features include lowered pegs, raised bars, an aftermarket windscreen deflector, throttle lock and mirror extenders. Here's a bike that could pound out some touring miles…but hasn't.

There is a crack in one of the body panels, but that's fixable. The bike was located in southeastern Florida which may have been a shipping consideration for potential bidders.

​Well bought.

No Sale, Reserve Not Met
$41,000 with 9 bids

​Recently offered via eBay auction, this 1989 Canadian-spec RC30 failed to meet its reserve price. With only 1910 miles this one has served as a display piece for many years. As such, it will need a full service to make it road worthy, something the seller probably should have considered completing, in hindsight. There's also some cosmetic imperfections noted.

With RC30 base values hovering around $50,000 this one just needed one or two more interested bidders.

I'm always interested in others' projects and ideas, and always encourage readers to send along photos and interesting backstories about themselves and their VFRs. Below are a few that I've received over the past year. Two of the submitters wish not to be named and, with my apologies, I've managed to lose information on the others. In any case, here's some eye candy for your enjoyment.
(click on an image to enlarge)

I'm getting several little projects tended to on Project 40, a 1986 VFR700F. One of these is to repaint the sprocket cover, slave cylinder and water pump cover. In the case of the sprocket cover, Honda specifies this gasket between the cover and engine case. I checked my parts stash and found my last one — and Honda no longer supplies them. Looking to the future, I decided to make a few more to have on hand, and the original will make a perfect template.

You can get all fancy and order a roll of gasket paper material off the interwebs, or just grab a discarded cereal box. In my case, this cookie box will work perfectly. After tracing the outline I simply cut out the shape with scissors or a sharp razor and form the holes with a paper punch. In about 20 minutes I had four new gaskets that fit great.
(click on an image to enlarge)

Don't have a new or old gasket to use as a template? No worries, just trace the part itself or use the old mechanics' trick of "tapping out" the edge with a hammer which will actually cut a sharp edge. Below is an in-depth Delboy video on this technique, including a primer on the use of gasket cement.