I realized that I hadn't posted here for awhile, and that's due to a busy garage schedule...and a recent break in the amazing mountains of Arkansas.

Every year at this time Patti and I take a week off for horseback riding at a guest ranch in Colorado, but this year they faced advancing wildfires and mandatory evacuation orders. But we still needed a break from this confined lifestyle we all find ourselves in, and managed to find last-minute accommodations at Horseshoe Canyon Ranch near the little town of Jasper, AR. This turned out to be a great change of direction, as we were able to trailer our Victory Cross Country Tour on the 660-mile drive, therefore combining Patti's horseback riding passion with another favorite, motorcycling some of the best roads in America.

We began with two full days on the bike, searching out some hidden gems amongst the more well-known byways in northwest Arkansas — the popular Hwy 7, along with Hwys 21, 14, 16, 327 and 74, along which the ranch itself is located. These scenic and twisted ribbons of well-maintained asphalt wind their way over and around never-ending hills and valleys, borne of ancient geological uplifting and subsequent drainage erosion. National Forest designation has helped preserve the natural landscapes and the state actively promotes motorcycling. Even so, during this first week in October the roads were light with traffic and the weather cool, sunny and dry with the blanket of trees just beginning their autumn color change. We hit the rider's jackpot, and everyone we met was friendly, happy and helpful...and don't forget the great BBQ!

The next two days were spent sampling some of the ranch activities — horseback riding throughout the canyon, shooting, zip-lining, hiking and even trying our luck at rock climbing, something the ranch and this entire region is justifiably famous for. What a great destination.

Click on an image to enlarge; clockwise from upper left:
Grandpa poses in front of Grandpa's Flea Market in Kingston.
A rare stretch of straight pavement; Hwy 221, aka Racetrack Road, southwest of Berryville.
An awesome early dinner in Eureka Springs.
Taking a butt-break at a pullout along Hwy 74, south of Huntsville.

Yesterday marked the arrival of a milestone project — the 30th V4 that I've had the privilege of helping to bring back from the brink, hopefully providing their owners many fun and dependable years with a motorcycle they can be proud to own and ride.

And this one is a little exceptional. It's a 1986 VFR750F that's just turned 6000 miles, and owner Chris has asked me to help with some mechanical and cosmetic tasks to bring it up to Chris's very high standards. The basics are all there — this is a completely original example complete with the optional passenger seat cowl and center stand. The bodywork is already a 9, but Chris is shooting for a 10. He has painstakingly sourced a few boxes of OEM and aftermarket bits, making my job that much easier, and has himself done lots of detail work before turning his baby over to me.

I've begun with the basic engine mechanical checks and adjustments, and I'll be diving into the carburetors next. Once it's running at its best, I'll move on to the brake systems, tires, getting the OEM shock custom rebuilt by Jamie at DMr, a fork rebuild with Progressive springs, powdercoating several bits and detailing the paintwork. This one will be a stunner.

If you're involved with a 1990-93 VFR project, you've likely found out that the plastic body parts are getting rare as unicorn poop. So, if you're in need, it's wise to grab them when they show up on the interwebs. Here we have a seller in Placerville, California with a load of Gen-3 bits, including some plastic — and the holy grail of Gen-3 parts, an 8-spoke rear wheel. Prices are reasonable, though the plastic isn't perfect and will require repairs. He even has the 6000-mile V4 engine, selling for $490 including shipping. Find his listings here.

What: 1987 VFR750R RC30
Where: Las Vegas, Nevada
Why: Rare bike, rare year
Price: $39,995 or make offer

This bike has the distinction of two forms of rarity here in the States: it's one of only 3000 made worldwide and it's a first year model, available only in Japan.

The seller is a dealer, and, for someone in the business of marketing expensive toys, they're very sparse with any information. The mileage is listed as "0" but I think I can make out 21,000 on the odometer. The title is described as "clear," but I'd want some clarification on that. I also think I've seen one of the photos used on teaser ads on Craigslist, so the whole thing deserves due diligence on the buyer's part, but that's always the case, right?

SOLD: $5958 +bidders fee

I'm not sure what to say about this auction, except it's a perfect example of what can happen when two interested parties go head-to-head in an auction environment.

The auction site Bring-A-Trailer has sold an eclectic sampling of bikes in recent months for some impressive prices and this 1986 VFR750F is another. This example shows 31K miles and is pretty much original with the exception of the Kerker slip-ons, non-OEM brake discs and replica racing decals added by the selling dealer. Ownership history is vague and service history consists of a recent oil change and the tail light cowl decals replaced. The bike is a survivor, for the most part, and I would call it above average condition.

It's encouraging to see the higher value given this particular sale, and I hope it signals a general rise in appreciation for the second-generation Interceptor. Well sold.

(Below) And, speaking of recent BaT motorcycle auctions, here's one of particular interest to me. This is a 1982 Honda CBX Supersport which I owned for a few seasons about ten years ago. I sold it to the current seller for $5500 — auctioned for $10,000.

A new project arrived yesterday. Owner Paul S. recently purchased the bike sight-unseen and a friend helped him get the bike from Virginia to Paul's home in northern Illinois. Paul has asked me to help him take the bike to whatever level he eventually decides is appropriate.

This is a 1986 VFR750F in red, white & blue. The bike shows only 14,514 miles and is in mostly original tack. There's some battle scars here and there, but the VFR is running and riding. Teardown has begun and we'll begin at the beginning — carb rebuild and basic mechanical checks. We've found that the seat subframe is slightly tweaked, so that'll be replaced, along with fork rebuild, brake system service, tires, and so on. Not sure how far Paul will go with the paintwork, and the mufflers are another question mark.

But...this is a low-mileage classic and a long-term proposition for Paul. One day he'll be rewarded with a beautiful and reliable second-gen Interceptor. Stay tuned.

We in the States may not be familiar with Marving, but this Italian name is well-known in Europe. I came across their U.S. eBay listings and thought these might be a unique alternative to what's available to Stateside buyers, which is mostly used equipment in varying degrees of quality and condition.

Here we have a set for the 1983-85 VF700/750 Interceptor. They look to be dead ringers for the OEM design in black chrome, but I can't be sure from the photo. In any case, this looks like a great way to put the finishing touch on your first-gen Interceptor. $587.32 includes shipping.

Next we have a set to fit the second-gen VFR700/750, which is of particular interest to me. As near as I can tell they're available in a black finish only, which is Euro-spec OEM, so that makes sense for their market.

These are very tempting. $655.86 delivered to your door.

For the third-gen VFR750, this is a quick and easy custom touch for your '90-93 that you won't see coming and going out on the road. And it surely sounds better than the sewing machine pipe from the factory. $556.54 shipped.

Marving really has the fourth-gen VFR covered, with a full selection of finishes and designs, including this exotic Tyga full system with a left-side pipe, but you'll also find slip-ons in chrome, carbon fiber and aluminum, in shorty and hi-mount designs. Prices vary, but all around $550 shipped.

The stainless steel Tyga is $1776.80

Marving also lists fifth-gen VFR800 FI pipes, but no photos are provided.
​Happy shopping!

For some, it's human nature to want to differentiate themselves or show a unique style, whether in dress, manner, accomplishments...or our vehicles. Recently spied on VFRD.com is this unique eighth-gen VFR800 Deluxe. The original plain black finish from the factory wasn't quite enough for one London owner who came up with this rusty patina wrap. Love it or hate it, it's different.
This VFR also happens to be for sale at £6500, or about $8500 USD.
Here's the link.

Progress continues on this 1986 VFR700 F2, and yesterday I mounted the rebuilt carb set and hit the magic button. She fired right up and ran pretty well during warm-up. But the carbs were definitely out of sync, so once that was taken care of I was able to step back and give a listen. I'm in the middle of modifying a set of OEM mufflers by shortening them 5 1/4 inches. I'm using a set of mildly rashed pipes, so they were perfect candidates for this surgery. The muffler set is loosely fitted and missing the end caps, but they still sounded pretty good.

Project 27 is in the reassembly stage. It's always gratifying to watch a bike become whole again, piece by piece. But it's a slow process, as each item is detailed to look its best before rejoining the bike. In this case, the brake discs are in need of a facelift. The rear, pictured here, is looking quite rusted, but after a soaking in rust remover for two days, it actually cleaned up pretty well. Not well enough, as the fronts are scuffed and scraped and will require paint, so I'll go ahead and paint the rear so that all the discs match.

I begin with a wet sanding using 320-grit along with wire brushing as required to get in the nooks that paper can't. Then a thorough taping. I over-tape the braking surfaces and trim with a fresh razor blade.

And here we are, ready for paint. A light coat of primer followed by three coats of engine paint and Bob's yer uncle!

The final step is to de-rust the mounting bolts by soaking in rust remover followed by polishing the surface with a rotary wire brush and wiped with a metal protectant. With fresh tires mounted and the wheels detailed, the discs are torqued into place and this project's finished!