I've recently rolled Project 39, a 1993 VFR750, onto the lift for its preliminary mechanical checks in preparation for its first start in many years. After stripping the bodywork, carbs and radiator, I gave it a once-over with compressed air to remove any debris that might get into the engine internals when the cams are exposed. In the process, I found that the clutch and alternator covers are riddled with underlying corrosion, allowing the paint to blow right away. I've no way of knowing if they had been repainted at some point, but I sure hope that the covers are salvageable when their time comes.

I don't see these come up very often, at least not in serviceable condition. This Staintune slip-on should fit the 1994-97 VFR750 with two mounting points in addition to the flared header mount.

I'm assuming the finish is stainless steel, so it won't respond to refurbishment as easily as aluminum, but the seller states, "No dents, scrapes, holes, or leaks. Usual light scratches in the finish." I can't tell if this is a high or mid-mount but judging from the length of the mid-pipe I'm thinking high mount. In any case, a useable Staintune slip-on for $194.40 shipped is what I consider a fair deal.

For a more complete photo tutorial on modifying the front & rear fenders on the second-gen VFR, see the "Maintenance" page, #35.
………………………..
Reader Scott sent along some photos of his very clean rear fender bob on his VFR700 F2. The 2d-gen's fender is a separate extension piece which bolts to the main fender structure, while the later bikes were a single unit. This allows a complete removal of the extension and bolting on an aftermarket metal license bracket. Another approach is to shorten the existing fender, eliminating the bottom reflector and even the bulky license plate light, if desired. This is the route Scott took and he did a smooth job of it.

Remember, most, if not all, states require a rear reflector and license plate light, so proceed accordingly.

Scott solved the lighting question by wiring in LED lighted license bolts. You can also source a stick-on LED light and mount it to the bottom of the tail light. He traced out the side curve using an 18-inch wheel rim, then ground the shape with a bench grinder stone. The side of the stone produced a straight lower edge. He then finished up with sandpaper to smooth and round the edges. Comparing Scott's to the OEM fender in the photos below, you can quickly see how the modification visually lightens the rear of the bike and yet retains the original style line.

And how about those dual Jardine mufflers? I've never seen this option, Scott telling me he purchased the kit, new, off eBay many years ago. They originally sported a shiny aluminum finish, so that might be a rewarding future project for Scott. He adds that they're "very open and loud." Other changes to the bike include a Corbin seat and Fox remote reservoir shock.

Reader Brian has been working with his friend, Dave, to bring Brian's 1986 VFR700F back on the road. Brian has owned this Interceptor for nearly 32 years, through many long-distance moves all over the U.S., amazingly without a scratch. Brian even states, "I haven't dropped it…it has really never been dirty." Now with some 20,000 miles, the bike was in need of a thorough maintenance regimen, and that's when Dave made contact with me for some advice and encouragement.

But it's Brian's backstory that explains his deep connection to this motorcycle. Enduring a difficult and traumatic childhood that would leave most of us scarred and bitter, Brian used some of his young Mother's estate to buy this bike. In his words, "to put it mildly, we were a family that had little, sometimes no food, ratty clothes, etc. When my mom died young I was 25, she gave me my proceeds from her estate, and I used that to buy the VFR, catching it at low tide, I think. $2500 for a mint VFR with 6k miles was a steal even then. Now you know why I have vowed to never sell it!"

Another case where our machines can represent more than the sum of their parts. Thanks for sharing, Brian.

What: 1995 VFR750F
Where: Chantilly, Virginia
Why: Fair price, ready-to-ride
Price: $2500 OBO

The last and most refined of the carbureted VFRs, this generation boasts performance, comfort and the built-in class of the unique (at the time) V4 powerplant — and this example will sing the V4's music with the addition of a Two Brothers slip-on muffler. With 29,000 miles, the bike also includes an aftermarket seat (seat cover?), new rectifier, fork seals, tires, battery and fresh fluids. It could benefit from a detailing but this bike represents a great buy for a classic sport touring bike, something the VFR line excels at.

The space vehicle we call Earth is tilting once again, reducing Mother Sun's effective calefaction to those of us on the top half of the globe…in other words, winter is coming, and for those of us in America's snow belt, that translates into some five months of motorbike hibernation.

Machines don't respond well to disuse, but there's at least one common storage misconception that we need to heed, and that's the fallacy that running an engine during storage is somehow "good" for the machine. It is not, and the photo below is graphic proof. What we're looking at is an amazing window into the innards of a 1986 VFR750F, thanks to Sebspeed's modified clutch cover. What we see is a huge accumulation of moisture created when a cold engine has been run for the first few minutes after startup. What we don't see is the production of acids created by the incomplete combustion process, due to the cold engine's need for a rich fuel setting and those gasses slipping past the not-yet-expanded cylinders and rings. Note that by "cold" I mean any ambient temperature — not just the cold months. This photo was take on a warm summer day.

This situation took 20 minutes of running in order to heat the engine's interior to the point where the excess moisture finally evaporated and the window cleared. When a well-meaning owner starts his engine every few weeks and idles it for several minutes this is what he or she is producing. The inside surfaces of the crankcase are awash in this water and acid soup, and when it's shut down the corrosion of aluminum and steel parts begins — bearings, gears, camshafts, etc. A stored engine does not need this exercise, but if you insist on making yourself feel better by running your stored engine, then it must be taken on the road for at least 20 minutes of normal riding to effectively dissipate this stuff. If not, you're doing more harm than good.

And, speaking of acids, remember that used motor oil holds suspended combustion acids. These too will spend the winter months eating away at your engine's internal bits. That's why engine oil should be changed at the END of the riding season, NOT the beginning.

Be considerate of our machine's needs; when the warm temperatures return we will be rewarded with a willing and able riding companion.

What: 1986 VF500F Interceptor
Where: Walnut Grove, Georgia
Why: Low miles, original, beautiful
Price: Auction ends Nov. 2
UPDATE: Sold for $6000

For all those readers of this site who ask me to keep an eye out for a nice 500 Interceptor…here's your bike!

This 8100-mile example is offered on Bring A Trailer, from a dealer, and is represented as an original survivor. The photos show a nicely preserved final-year example with just enough blemishes to make it real. Maintenance has been brought up to date and there's a couple of videos included in the listing. This would make a great rider!

I've managed to lose the ad link for this pitiful VFR800, but I still have the photo. It's difficult for me to imagine the motivation and effort someone has expended to "cruiser-ize" this sport touring bike. I don't know which pains my eyes more — the Harley seat strapped on with a length of old seat belt? The chrome rear fender with that hideous tail light? The hi-riser handlebars? No, it must be what appears to be a vintage BMW headlight perched high and proud like a myopic cyclops. What would a buyer even do with this misfit collection of parts?

In addition to Projects 39 and 40, detailed in the previous post, I recently picked up another project, which is officially labeled Project 41. This one's a 1987 VFR700 F2 in Candy Wave Blue with silver/gray accent and wheels. I've had two similar models in the shop over the past few years, but this one's a little special, beyond the relatively rare color way. This is one of only three examples I've come across over the years that was made in Marysville, Ohio, USA. All of them have been '87 700s, two in this color and one in Pearl Crescent White.

Looking at my VIN plate, below, the first three alphanumerics are "1HF," where other VFRs begin with "JH2." The first letter indicates country of manufacture; "J" denoting Japan, while my "1" denotes USA. The "H" is for Honda, and the "2" indicates motorcycle, while mine is "F," another bit of the mystery. The rest of the VIN appears to be almost hand-stamped, rather than the more polished Japan-made bikes. Of course, there's also the "MADE IN U.S.A." printed below the "!HF."

I've posted in the past on this site and the VFR forums looking for some insight into this little mystery — with no luck. This time I managed to contact Jon Row, retired 35-year Honda staffer with involvement in many of the company's activities. Turns out this is a mystery to Jon as well, but he speculates that the late manufacture date of May, 1987 possibly indicates that the company shipped a container (or more) of "knockdown" assemblies to the Marysville plant (where Gold Wings were being produced) for unknown reasons, possibly to simply finish off RC26 production in the U.S. so that the Japan factory could ready for the big changes to the '88 Euro models. Or, maybe Marysville just needed to fill some assembly line downtime. Jon promised to keep nosing around, but for now the mystery continues. In any event, this is one of the low number of VFRs ever to be produced in the U.S. Does it add to the value? Probably not, but it lends a little air of uniqueness to this rescue.

And a rescue it will be. The bike shows 32,000 miles and it has led a neglected life. I found this poor soul languishing on FB Marketplace in suburban Milwaukee, Wisconsin. Some of its history is known by the 50-ish seller, as he purchased it from a friend years ago, who in turn purchased it from another mutual friend when he moved away. The tortured body panels show scars from years of careless ownership and the bike hasn't been ridden in anger in years (tires are date-coded 1996), though the seller promised me he recently ran the engine on a bottle of gas. We shall see.

The bike is very complete, minus the chain guard, but the fuel tank is likely toast along with a few body pieces. I won't get to this project in earnest for several months but I will slowly address some items, like the carbs, as time permits over the winter.

Hear's a short walk-around video upon arrival at the V4 Dreams complex (please excuse my referring to the fuel cut-off relay as a starter relay):