A few weeks back I posted about the horrible concept of an Interceptor trike conversion. Here's another example from the RC24/26 Facebook page. So I guess it's a thing...but I still don't get it.

​That exhaust appears to be unmuffled, so the sound must be, ah, impressive. But it's the mirrors that take today's design award.

Sitting in my dentist's waiting room a few days ago, I happened to pick up the Sept/Oct issue of Midwest Living and found this feature article. It's written by Alicia Underlee Nelson, and it's about a group of women riders loosely based in the upper midwest, who put together their own version of interesting rides.

In this case they're riding a 300-mile loop to the southwest of St. Louis, but what really caught my attention is the writer's comment on an aspect of our sport we don't talk much about — danger.

Our daughter-in-law once commented that Patti & I take part in two recreational activities which reside near the top of the "most dangerous" list; motorcycling and horseback riding. I checked, turns out she's done her homework. We definitely don't see ourselves as daredevil adventurers, quite the opposite, as it seems to me that things like base jumping and rock climbing have more pain potential, but apparently not.

The author writes: "...the shadow side of a motorcycle's power is vulnerability — to the elements, to road conditions, to rider fatigue, to other drivers. On or off the road, the fragility of life always hangs close, unspoken but respected."

I've been riding for 48 years and learned on my own. I had two rookie single-vehicle bike crashes in my first year and none since, plus my share of close calls, mostly from other drivers. Motorcycle crash statistics are sobering, but a little sticky — they can be manipulated like any statistic. But here's a relevant sample: Motorcyclists in Colorado make up only 1% of miles traveled, but are 16.3% of the fatalities, and 75% of those were the rider's fault (Motorcycle Consumer News). The majority of bike crashes are single-vehicle and most are the result of simply running off the road. When another vehicle is involved, it's most likely an approaching car turning left in front of a bike. Somewhere around 50% of fatal crashes involve alcohol. And this: Most crash testing is done at 30mph and helmet certification is performed at only 24mph. Above those parameters and you've become your own crash test dummy.

You'll note that the word "accident" isn't used here. That's because insurers don't consider crashes to be accidental. There's always one or more contributing factors that might have been mitigated by those involved. In aviation, we learn to recognize and mitigate those factors the best we can, and there's a lesson there. The old saying, "there's old pilots and there's bold pilots, but there's no old, bold pilots" is a pithy way of saying that taking riding seriously should involve regular training, constant awareness and riding sober. All the things you've heard about motorcycle safety apply — speed is fun, but speed kills more effectively, riding above your or your bike's abilities, riding in bad weather, riding at night, riding with no protection, falsely assuming other drivers see you, and so forth.

Whenever someone asks me about taking up the sport, I find myself instinctively discouraging it. When they ask why, I almost always blurt out, "because it's dangerous." I know that I shouldn't discourage new riders, but I think of all the years of experience that help keep me (hopefully) safe on a motorcycle and cringe at the vulnerability of a new rider out in the real world after nothing more than some cursory classroom and parking lot training, especially if it involves a loved one. And that's too bad.

We all ride for our own reasons, every time we do we accept the risks that we know lurk in the shadows of our sport. As Orville Wright noted, "Carelessness and overconfidence are usually more dangerous than deliberately accepted risks."

...and then there's these guys..........
(skip to 1:15)

What: 1994 RVF750RR (RC45)
​Where: South Africa
Why: Rare, rideable, "Euro power"
Price: $35,000 includes worldwide shipping

Here's a fairly rare opportunity to acquire a genuine factory homologation bike, produced from 1994-99. The U.S. got this model only in '94, a neutered version powered down to 105 HP. This "Euro" version put out a bit more, 118, and this one sports a sexy Yoshimura exhaust. And, you might not feel bad actually riding this RVF, as it's already covered 21,250 miles. Available as a featured listing on RareSportBikesForSale.com. Click on image for a very nice write-up on the RC45.

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.
[email protected]
​608-807-7829