In April of 2022 a shipper dropped off this 1993 VFR750 after being rescued from a backyard shed in Pompano Beach, Florida. The previous owner, Quinn, had one request: do my best to give his former friend a second chance at life. That's kinda what I do, so I accepted the challenge. Upon arrival I stripped the bodywork and gave the bike a general assessment. The odometer is crowding 32,000 miles and the corrosive salt air has done its work over the years, but it's complete and much of the pearl white bodywork is useable as is.
This VFR had a near-death experience long ago in its past — the story goes that it was stolen, but when the kids couldn't get it started by trashing the ignition switch they rolled it down an embankment, damaging the plastics. The insurance company totaled the bike but the owner saved it, repairing the switch and plastics so the bike could live on. Eventually it wouldn't fire up, likely due to inactivity, and the months turned to years till it ended up on my lift. I've seen this story played out many times, but these Hondas were built too well to die that easily.
This VFR had a near-death experience long ago in its past — the story goes that it was stolen, but when the kids couldn't get it started by trashing the ignition switch they rolled it down an embankment, damaging the plastics. The insurance company totaled the bike but the owner saved it, repairing the switch and plastics so the bike could live on. Eventually it wouldn't fire up, likely due to inactivity, and the months turned to years till it ended up on my lift. I've seen this story played out many times, but these Hondas were built too well to die that easily.
(Below) I always begin with the carburetors — these had no issues so after an ultrasonic cleaning and fresh jets they were ready to go back on the bike for syncing. But this engine hasn't run in nine years, so before startup there's some critical steps in bringing it back to life. First, I change out the oil and filter; I like these fiber coated aluminum drain plug washers. All the emissions hardware is discarded.
(click on an image to enlarge)
(click on an image to enlarge)
(Below) Next up is the valve clearance check, but first I add some Marvel Mystery Oil to the cylinders using a straw and small funnel. Then liberally pour oil over the valve train. After a day or two I turn the engine over by hand followed by lots of revolutions using a hand drill (or the starter button). This will circulate the engine oil. This engine spun like butter.
(Below) The valve clearance checks revealed that nearly all needed adjustment, requiring the removal of all four cams. For an in-depth demonstration of the procedure visit my YouTube channel. Once reassembled, the compression checks were all within eight psi of one another. The previous owner included new NGK iridium spark plugs.
(Below) Finally, before running the engine I need to plug the four PAIR ports, front and rear (see the "Maintenance" page; Plugging The PAIR Ports). Pictured here are the rear lines being removed, requiring the removal of the shock, which I'll be replacing with a custom unit from DMr. The two airbox emissions ports are also plugged.
Ready to hit the magic button!
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