Back in October of 2013 Patti and I found ourselves with a truckload of VFRs, plucked from a rural shed in Ohio. One of the two bikes is a R/W/B 1986 VFR700F, and its turn has finally come. It will be known as Project 16.

Showing only 18,600 miles, this was a running and riding bike when it came to me, so after the usual mechanical checks it was stripped of its clothes and prepped for storage. Last week I rolled it into the shop and the fun has begun.

It will get a sympathetic refurbishment and emerge in its original colors, with everything remaining as original as possible. So far, the front end has been removed revealing a Progressive brand fork spring already installed along with a recent Bridgestone tire. The head bearings check out fine and the brake calipers are on the bench for rebuilding. A new rear tire has been ordered, but other than that the bike will mostly require good old fashioned detailing.

Here it is in the foreground with Project 13 on the stand, anxiously awaiting some warmer weather for its shakedown runs.

The question of when the first real motorcycle rolled across a manicured lawn to the amusement of the gathered gentry is open to some degree of debate. The illustration below is claimed to be that of an actual event in Paris on April 3, 1818. Problem is, the event can't be collaborated by any other source, so it may have just been a joke or a 19th century version of a steam-powered concept vehicle envisioned by an imaginative inventor. If it's true, then the motorcycle is officially 200 years old.

A more likely scenario is something that was actually documented somewhat later, in 1869. Two distinct steam-powered two-wheeled vehicles appeared that same year, in Boston and Paris.

And the machine created by Louis-Guillame Perreaux still exists, shown at left.

Whether 200 years old or only 149 — we've come a long way, baby.

For more on the debate check out this article on The Vintagent (.com).

I'm as guilty as the next guy: You come across a used and abused bike on Craigslist and adopt it as a pet project, determined to nurse it back to health as if it's one of those sad-faced abandoned puppies on a late-night TV commercial. It's a budget project and new body panels are expensive to replace or repair, so it will be reborn as a stripped down "streetfighter." This is not the case here.

Our builder, apexandy, on VFRdiscussion.com, sought out a nice fourth-generation VFR as a basis for his build, in this case a 1995. He envisioned a naked V4-based bike that Honda might have created had they taken that path. In his words, "OEM+ was the idea. I would give a lot of thought along the way to making a bike that functioned, looked and rode for the most part like an OEM product or better." The result is not only a visual success, but the detail in its planning and execution is just as impressive. Be sure to visit his short video at the bottom of the post.
​(click on the image below for a link to his build thread)

Last year I met another local VFR-isti, also named Joe, and helped him dial in his beautiful 1986 R/W/B VFR750. Joe has an enviable sideline playpen, Bay View Speed Shop, along with exquisite taste in classic motorbikes, and recently shared with me a recent addition to his ever-evolving collection; this 1996 VFR750.

Joe found this 11,900-mile beauty in Michigan, trucked it home and proceeded to make it the best it can be. Didn't take a whole lot, but he's a stickler for original, so some fasteners and rear sprocket were replaced with NOS parts. A nicer muffler was also sourced and then a lot of old fashioned elbow grease was applied.



The result is just a stunner; pictures tell the story....

After months of work I finally fitted one of the final pieces of the Project 13 puzzle; the mufflers. Yesterday I was able to hook up the 87-octane I.V. and push the magic button. There's always a lot of apprehension at that moment, but the engine fired immediately and warmed normally, no surprises. The SuperTrapp mufflers put out exceptionally deep and purposeful music, especially in the confines of the garage.

The bodywork is away being refinished so I'll mount up a substitute set and get some shakedown miles on the bike — if winter ever lets go here in the upper midwest. Here's a sound bite....

Project 13 is rounding the corner to home. Today the bike was started up for the first time since I acquired it 3 1/2 years ago. At that time I had finished all the mechanical checks and everything was in order. So the cylinders were fogged, oil changed and she was put in hibernation.

Anyone who's had to search for plastic bodywork for the third-gen VFRs knows that this stuff is becoming rare as good sushi in Nebraska. But here's an eBay seller with a complete set from a black 1992. He offers a complete description of each part and everything looks useable as is or would be a great set for a restoration or custom build.

Bidding is light, currently at $450 + $113 shipping. If you're interested, you'd better hurry — auction ends Saturday afternoon.

Two upgrades I'm making to Project 13 involve the movement of electrons. The trick with electricity is getting those mysterious subatomic particles moving in the right direction while keeping their smoke-producing potential properly confined within the wires. While it's true that basic electrical principles are, well, pretty basic, things can get out of hand quickly when some of us start to get creative. Which is why I stick to the KISS principle and keep it simple.

I'm adding heated grips to this bike along with a SAE quick disconnect for a GPS mount. This requires a power source to the front of the bike, but one that's controlled by the ignition key. We don't want to accidentally leave the grips on while stopping for a coffee break only to find a dead battery upon our return. One solution I've used in the past is to simply tap into a keyed wire under the headlight fairing. Some, but not all, of the second-gen bikes have an unused 2-lead wire (positive & ground) sitting just behind the headlight — it was there for the parking light feature required for other world markets. This makes life much easier, but this '86 model doesn't have that wire. Another shortcut is to simply tap into one of the turn signal running light wires. That's a 10-amp circuit with little else drawing from it, which should also work fine.

(Above) But on this bike I've decided to provide the required power with a 5-wire relay. The purpose of any relay is to remotely switch power on & off without the need for an additional physical switch, or to switch high-amp devices (like a headlight) using a low-amp (handlebar) switch. The two items needed are a fused power lead and a relay, both available cheaply from various online sellers.

Once I decide on a mounting location, I simply need to solder up wire extensions to their appropriate spots. The power wire (IN) comes directly from a power source, like the battery or the starter solenoid's battery post and is connected to the black wire on the relay harness. The red lead is power (OUT) to the appliance so is extended to wherever it's needed, the headlight area in this case. The relay is tripped on & off by a 12-volt signal through the yellow wire, and so requires a convenient switched (keyed) power source. The tail light or license plate light wires are handy so that's what I used. Finally, a ground is needed so the white lead is connected to a nearby ground — I used one of the regulator's mounting screws.

That leaves the fifth, blue, wire. This particular wire actually performs just the opposite function of the rest of the relay. It's powered on with the key OFF, and powers off with the key ON. So it could be used for an alarm system, I suppose, or in my case I'll connect the battery tender lead.

(Above) Here, I've mounted the relay on the rear fender near the battery. The power lead takes mini blade fuses and I'll use a 5-amp, as the grips draw only 1.5 amps at max power. After about an hour of soldering and running wires here and there, everything is in place and ready to wire in any accessories you wish to add, knowing that none will be be left on to ruin your day with a dead battery. Next, I'll mount the grip heaters, their switch and new hand grips.

Interweb forums are great for information sharing. And inspiration. There are some talented builders out there who think outside the box and aren't afraid to do their own thing. One of them is Captain 80s and this build documented on VFRworld.com offers some great ideas for those of us who like to play with old motorbikes...or just dream about a future project.

This build, 1986 VFR Track Bike Out Of Parts, chronicles a couple of years of transforming this '86 VFR700 into a much too pretty track bike. Some of the modifications include fitting a '93 CBR900RR dual-headlight upper fairing along with lowers from a '95, which meant relocating the fuse block to under the fairing. The fork is from a CBR600F2 with Race Tech emulators installed along CBR wheels and brakes from a '91 VFR750. The rear shock is a remote reservoir from Fox.

I have a lot of respect for folks who do their own work and the Captain is one of those guys, right down to the machining of one-off parts and painting. The finished product blends original and newer pieces nicely and helps inspire the rest of us, plus his thread is full of tips and technique. (click on an image to enlarge)

What: 2002 VFR800 Vtec
Where: Milwaukee, Wisconsin
Why: Unique & Practical
Price: $4200
Custom painted bikes are always a tough call. Manufacturers expend mucho effort to style vehicles with a wide appeal that will hopefully maximize sales. But when an individual exercises his or her own vision the result will often end up appealing to a smaller slice of the market. That's not a bad thing, it's just reality. 

Here's a case in point. This 2002 Interceptor has been treated to a professional custom repaint and the builder has obviously put a lot of thought into the design. The muted body colors contrast with the bold and creative wheels, and the layout works well with the bike's angles. Even the saddlebags are integrated nicely. Under the lipstick beats the heart of a VFR800 Vtec with a Delkavic exhaust. Maintenance is said to be up to date, and the bike shows just north of 30,000 miles. The asking price is a little over the average for a 2002 model, so our buyer will need to see the custom treatment as above average...which would be easy to do in this case. Nicely done.