What: 2008 VFR800
Where: Crown Point, Indiana
Why: Low miles & pretty
Price: $4850 or offer

Here's a very clean 2008 Interceptor showing only 6200 miles. The seller notes a minor scratch but states that it "rides like a new bike."

The pictures look great and there's even a warranty remaining for another year for peace of mind. A very nice VTEC 800.

It's time to get the brakes in order for Project 18. I begin with the calipers, and in this case the low-mileage units came to me in very nice condition. After disassembly the cleaned up parts and pieces proved to be in excellent shape.

A careful assembly with fresh EBC HH pads and these calipers are ready for installation.

One of the upgrades to this project is this set of Galfer stainless brake lines. I've chosen the black clad version to keep the original look while giving a genuine improvement in brake feel and safety.

The brake and clutch master cylinders are also in excellent condition, so just a cleaning along with polishing the OEM levers will complete the brake work.

Fellow VFR nut Derek, in Houston, sent me this great tip. His '93 VFR750 is a barn find that he's bringing back to life. While he had access, he wanted to address the two small coolant hoses under the carb set.

So, by cutting out two of the bends in Gates #19746 he's created a perfect solution for these hard-to-reach hoses. Nice.

According to the parts fiche, these same hoses are used from 1990-1997.

In looking at the '86-87 model, I discovered that one of those same angles could be used to replace the single hose under the carbs on the second-gen bikes (photo left).

Now, if Derek could come up with generic replacements for the two large radiator hoses....

With the rear shock off for rebuilding, I'm focusing on the front half of Project 18, a 1986 VFR750F.

The forks were in need of new seals, but the rest of the internals look almost new, as befits a 10,000-mile example.  The repainted front wheel is reassembled with fresh bearings and new Bridgstone BT45 and is ready for mounting. Steering head bearings feel great so I'll just do a simple adjustment.

With the front end fully exposed this is the time to clean and inspect all the electrical connectors under the headlight fairing. This is a part of the refurbishment process that most folks aren't aware of but I think is critical to keeping these bikes on the road dependably for their next thirty years.

I visually inspect all the connectors, clean with plastic-safe electronic cleaner and apply di-electric grease. Despite its name, this special grease is actually non-conductive, which is a good thing — it could otherwise cause shorting across these tiny terminals. Instead, its function is to prevent corrosion by helping to keep moisture at bay. I spend hours on this chore.

After a thorough toothbrush detailing of the engine block the powdercoated valve covers are installed. Can't forget to polish the chrome hold-down bolts.

Next up, detailing and installing the radiator.

I began my riding life 46 years ago, while stationed in Morocco with the Marine Corps. When I returned to The World a group of my hometown buds caught the fever and we had our own little suburban gang, which we jokingly dubbed "The Deperados." We didn't go the leather vest and colors route; we just had fun. Day rides, weekend camping trips, Saturday mornings on some local backroads. We didn't discriminate on machinery, there were Japanese sport bikes, a couple of Sportsters, BMWs, and my Norton Commando. 

All the guys stayed in the area, but two of the gang have since taken the long way home. We lost Jon "Toby" Bloesch about five years ago to a long illness. And this past weekend we said goodbye to Steve "Butch" Boyle following his fight with cancer.

Butch and I stayed active in the sport all these years and rode together when we could. He put up a man-cave behind his home several years ago and built a collection of toys, including several motorcycles which he kept in pristine riding condition. One of the collection was his "forever" bike, a 1978 Suzuki GS550. I gave him a ride to the dealer on the day he picked up the brand new Suzuki. There's an '86 VFR750 in the cave, too. It's one of my projects that I was proud to share with him.

He and I were considered the "fast guys" and I have many, many memories of chasing one another on the alphabet roads of southwest Wisconsin. Butch was a natural, his smoothness and effortless cornering speed coming from within, never needing anyone to show him how it's done. In 2010 we rode a New England MotoMarathon (.com) — four days of backroad rallying, me on my CBX and him taking a few goodhearted jabs for bringing his Pacific Coast. But, true to form, he could keep up with any of the high-zoot Beemers and Ducs. It's not the bike, it's the rider.

Butch loved his toys, but he was family first. Sherry and their three children were his life's focus. His son, Joe, took up riding and now works with Mecum auctions. Back in '78 when he asked me to be his Best Man I was humbled and truly honored. We've always shared a sort of quiet bond in our 45 years of friendship, much of that developed while riding motorcycles. Whether on a dirt trail, a fast sweeper, at the poker table or shooting pool, we've always challenged one another, but with an easy rhythm as only friends can. He is the only person I let ride my bikes, not only because I trusted his skills, but I knew he respected the machines in the same way he respected people. The hundreds of people attending his memorial were there not out of duty but to honor that respect. In the end, I've always thought that one of the greatest things that could be said about a guy's life is that "he was a good man." By any measure, Steve Boyle was a good man. Safe rides, buddy.

During the disassembly process for Project 18 I discovered something I can't really explain. The fuel tank I refinished for this project came from another bike. When I went to fit it onto Project 18 it was...too wide.

The rear portion of the tank slips between the subframe rails and this tank simply wouldn't. After taking measurements from four other bikes, I determined that this particular tank and it's subframe were actually wider than the others.

The larger tank (on the right in these photos) measures a whopping 1 1/4 inches wider at the rear and 5/8 inch wider at the mid point.

The subframes measure the same at the front (frame) mounting point but 5/8 inch wider at a point near the tank's rear mount.

I've never encountered this before, but then I've never had an occasion to measure tanks, assuming they're all the same. Did Honda get a batch of "Fat Boy" tanks from a supplier and just build a wider subframe to accommodate them? Are these tanks for a different market?  There's nothing special or different about the bike this came off that I can determine; it's a 1986 750F, RC24, production number 651. 

In any case, I'm fortunate that I still have the bike with the proper subframe in my possession. This will require a subframe swap, of course, so yesterday I removed the part from Project 18. This gives me better accessibility to the shock area for shock removal and general detailing, though this low-mileage bike is amazingly clean.

I'm sending the original shock off to Jamie Daugherty for rebuild and upgrading. In the meantime I've mounted a shock from the stash so I'm able to move the bike around the shop.

In the background of this photo are visible the repainted wheels which are part of this build. They will get fresh rubber mounted up today. This project is moving right along.

One of my favorite promotions is going on now through the end of May — Pashnit's FREE rear brake line deal. This time around they're even including a free color upgrade. This deal is available to their Newsletter members, so sign up today.
http://www.pashnitmoto.com/galfer-brake-lines-s/293.htm

Some sixteen months ago I acquired two 1986 VFR750s from a seller in Virginia. Stored in a dusty pole barn for an unknown number of years (or decades) both bikes came my way with a healthy coating of tough brown farm dust. Naturally, neither were in running condition. Why did I pay good money to have two farm refugees shipped 800 miles sight-unseen? Here's why: This particular Interceptor has only 10,465 miles under that layer of dirt. 

Welcome to Project 18

This bike had a Virginia license plate mounted with a 1993 sticker in place. The bodywork is mis-matched and pretty rough in places, and there's a period Kerker 4-into-1 mounted. But, the bike is complete and all the indicators support the indicated mileage. My seller says he bought the bike new and the title backs that up.

After the usual checks the engine fired up and ran beautifully. So what's the plan? Well, I have a complete set of restored red/white/blue body panels, including the wheels and a seat cowl, just waiting for the right bike. This RC24 will be taken back to original, restored condition, complete with a like-new set of OEM mufflers. I've already had a full set of engine covers powder coated a textured bronze — clutch, alternator and valve covers. NOS turn signals, updated brake lines/pads and Samco coolant hoses are also in the mix. The front suspension will be treated to Progressive springs and the rear shock rebuilt and upgraded by Jamie Daugherty. This one will be a stunner, and the low mileage just a bonus. Stay tuned.
(click on an image to enlarge)

Every year the Motorcycle Industry Council releases some statistics on the state of the industry in the U.S. The latest stats show a general decline, or at best a stagnation, at least regarding new-bike sales. Some of the numbers:

1. New-bike sales: 573,000:
29% Harley-Davidson
14% Honda
13% Yamaha

2. Used bike prices have declined for nine straight quarters.

3. Women represent 14% of riders, showing a steady year-over-year increase. H-D claims 62% of women riders!

4. Age: The median motorcycle owners' age is 47, up from 32 back in 1990. However, riders under age 18 have fallen to 2% (8% in '90) and the next age category, 18-24, has likewise fallen significantly. Not a good sign for the future of the sport.

5. Total motorcycle registrations are at 8.4 million, more than doubled from 1990. Bikes represent 3% of vehicle registrations in the U.S.

6. The industry employs some 81,567 people and contributes 24 billion in economic value to the economy.

7. H-D domestic sales are down nearly 6% in 2016. With lots of excess inventory, The Motor Company is offering dealer incentives for possibly the first time ever, in addition to special financing offers to consumers.

8. After steady sales increases worldwide since the end of the recession, Honda has shown two years of declining sales.

Statistics are a fuzzy business, but it seems to me that the motorcycle industry is facing a future dilemma similar to many "leisure sport" businesses, a declining (or maybe just changing) customer base for its traditional products. We are not the future, and our penchant for heavy baggers and cutting-edge sport bikes won't satisfy the generations to follow. In any case, it sure would be interesting to see what the two-wheeled world looks like in about a hundred years.

Having led a long and, presumably, adventurous life, my 1990 VFR750 has reached the end. It will live on, however, as an organ donor. In plain english...I've decided to part it out.

The bike is stock except for the bodywork. I've spent untold hours modifying the headlight fairing, front fender and tail light cowl into a cleaner streetfighter look. The fender is bobbed, the windscreen shortened and finished in matt black and the three-piece tail light cowl has been welded and finished into a single piece. The fuel tank pictured is OEM from a '92.

The teardown progressed in a flurry of wrench-turning and after about seven hours I had everything attached to the frame off. Now to get the engine out.

Here's a good shot showing the overall shape of the ELF-designed single-sided swingarm. It's a large piece with a hole through the middle for the shock absorber to pass through. The swingarm attaches to the massively reinforced aluminum frame and carries the wheel hub, brake and sprocket assemblies.

As an aside, ELF was actually a large and successful French petroleum company which, during the 1980s, concentrated  on promoting French auto racing. They dreamed up, developed, and patented many innovative performance engineering designs and were involved in high-level auto, motorcycle and bicycle racing. Some of their designs were leased and even purchased by Honda HRC, including this single-sided swingarm, dubbed the Pro-Arm.

The swingarm was pretty trick, especially back in the day, but actually heavier and more expensive to produce than the simpler traditional swingarm. But it was, and still is, a great bit of marketing.

I've never removed a third-gen motor, but after a little pondering and check of the manual, it lowered nicely out the bottom of the frame. Next the front wheel and forks were removed and finally the shock and swingarm.

Ever wonder what the wiring harness looks like in your VFR? Here the tail light and turn signals are to the left and the front turn signals to the right.

Here's a shot of the entire bike in parts (minus the fuel tank & seat).

All the parts are for sale with the exception of the engine and clutch. I have three fuel tanks — two black and one red, all original. The frame has a clean title. The muffler is a stock part which has been shortened about six inches. The carbs are cleaned and sync'd. This was a running and riding bike three days ago.

Contact me if you need anything:
[email protected]
608-807-7829