The original radiator mounted on Project 41, a 1987 VFR700 F2, has seen better days; crash damage on both sides, corrosion, dirt and petrified bugs everywhere, slightly bent on the right side — it's a mess. Still works fine and salvageable, and I am refurbishing it, but I've decided to try out an alternative.

A Chinese company called GPI Racing offers replacement radiators for many vehicle applications, including the RC24/26. They're prevalent on eBay under several names and sellers, but I suspect they're all made by GPI. While appreciating the economies of large-scale production, I still can't help but have healthy skepticism of a $75 (shipped) item that Honda would certainly price at many hundreds of dollars.

​I was unable to find much firsthand experience on the usual internet forums, so decided to find out for myself and ordered one. Arriving in less than a week, I was first impressed by the packaging, and then by the look and feel of the product itself. The radiator appears robustly made with quality material, nicely finished welds and cap included. Some of the mounting tabs are a bit crudely cut and not perfectly aligned but, again, very robust.
(click on an image to enlarge)

The first thing I did was compare several dimensions — everything was spot on or very close. I began the swap by transferring the rubber mounting grommets and test fitting to the frame mounts — everything lined up well. Next, I moved to fitting the fan, where I found a 5mm gap at the bolt mountings. No problem, just fit a thick washer to fill the gap.

The OEM temperature sensor screwed right in place; I will replace the sealing o-ring, still available from Honda.

My next priority is to fit the protective grill to the front side. I found that the aluminum finning is noticeably more delicate compared to the OEM radiator, so I wanted to protect it before proceeding. ​Searching my parts hoard, I found an old screen for test fitting.

The Gen 2 radiators were supplied with two types of grill mounts; one had the upper two mounts using a tab & slot mounting with the lowers using screws. The other style uses screws top & bottom, as does this new radiator. My issue is that the screw mounts are not threaded and too thick to use the original U-clip screws on top. After considering different solutions, I settled on well nuts (below). I drilled out the existing mounting holes to fit the well nuts and tightened the screen in place. One of the four mounting holes was about 2mm off-center, but a little filing had everything lining up. 

With everything in place, all that was left to do was to connect the coolant hoses, fill the system with distilled water and run the engine up to temperature. All went well. No leaks, and the fan activated at the proper time. The system has been in place for a week and run twice more with the same results.

The only other nit is that the coolant overflow hose fitting is larger than OEM so I'll need to address that, probably by switching to a silicone hose which will tolerate stretching over the larger fitting.

l'm in the early stages of this build so the radiator will be coming off for grill refinishing, engine detailing and silicone hoses fitted.

Final thoughts: I'm actually impressed with this product and pleased that there's an aftermarket radiator available for the RC24/26. I half expected quality and fitment issues but found nothing of note. The manufacturer claims better cooling and TIG welded aluminum in a "vacuum brazing furnace" (above my pay grade). I plan to make use of this radiator long-term on this project, fully realizing it's an unknown quantity, but then so is a tattered 40-year old original.

Third Party Updates: Reader Michael advised ​that the overflow nipple is only screwed in place with teflon tape as the sealant, and his eventually began leaking at that point. Mine's the same; you can see the tape in this photo. His solution was to weld it in place, but I plan to "JB Weld" it.

VFRworld forum member Fastdruid added that his installation required lots of fettling to fit. As for longevity, he's been using it for two years problem free, including two track days.

SOLD $9100
Just as I finish lamenting declining Interceptor values in my previous post, I found this recent sale on Bring-a-Trailer. Featured is Honda's first Interceptor, a 1983 VF750F in blue & white showing only 8794 miles. 

This example is a two-owner from California, the seller having purchased it from the original owner ten months ago. The many detailed photos indicate a very nice survivor with just enough patina to show its originality. The frame doesn't show the typical Gen 1 surface rust while the black chrome mufflers are as nice as you'll find outside a museum. Some essential maintenance has been completed but the bike is still wearing nearly 40-year old tires, which shows the very low usage in that time. These bikes were susceptible to the infamous cam wear issues, but the seller includes closeup photos of the lobes and describes them as "pristine."

The selling price reflects a bit of a bidding war, increasing $3000 in the last few hours of the auction.

Included in the listing is a nice little video (below) of this bike running LA's famous Mulholland Drive.

I've been curious about reports of generally declining values in the classic motorbike market, so I thought I'd compare two years of Gen 3 VFR sales on Bring-a-Trailer. For 2024 I found the three pictured below, with an average sales price at just under $5000 and average miles at 11,600. For comparison, looking at the two Gen 3 sales from 2023 we see an average sale price of $6900 with miles at 20,500.

I realize that averages are only a snapshot, but there's still an interesting comparison to be seen here. The 2024 sales were arguably nicer examples with half the miles compared to the 2023 bikes, yet this year's sales show 27% lower average dollar amounts. That seems statistically significant.

I also noticed that three RC30s have sold on BaT in the past two years with an average sales price of $37,350. Five or more years ago you could hardly find an RC30 for under $45,000, at least in my memory.

Markets are cyclical, buyers have ephemeral tastes, and newer generations of riders are certainly leaning away from traditional cruisers and sport bikes in favor of smaller, lighter models, often with a retro vibe. Yesterday I was passed by a trio of presumably hip, young riders, all mounted on little Honda Navis, of all things. And they looked to be having a blast at 40 mph.

History is prone to repeating itself when it comes to human nature, and today's market is reminding me of when I first swung a leg over a motorcycle — when 350cc 2-strokes were giant-killers and the giants were themselves only 650cc. Will small bikes rule once again?

This morning Patti (best wife ever) suggested I take some personal time and blow the cobwebs off one of the bikes. I thought, yeah, it's been a week or two so I grabbed my gear and headed for the garage. But which bike? I'm down to two personal rides; my late-model Triumph Bonneville and the '93 VFR. The Honda was looking a little neglected so I cinched on the tail pack and Garmin Zumo XT, hit the starter and the V4 burbled to life almost before I could let my thumb off the button. It was telling me, "It's about time."

As the engine warmed I contemplated which direction to point the front wheel. Not a lot of choices, due to my geographical location — the chaos of Chicago lies to the south, never-ending suburbs to the southwest, a sea of cornfields to the west and a giant inland lake to the east. North it is, or more precisely, northwest to the southern entrance of the Kettle Moraine Scenic Drive in Waukesha and Walworth counties, Wisconsin.

"The Kettle," as it's known locally, is a designated scenic route in southeastern Wisconsin that links the two units of the Kettle Moraine State Forest. The route traverses through scenic and historic areas, including landscape shaped by glaciers from the latest ice age. In fact, "moraine" is the term for large deposits of sediment left by the melting glacier, forming ridges — and lots of fun roads. On this weekday morning, traffic is almost non-existent.

​Today I would pick up the pace south of the little town of Palmyra, then work my way northeast on a collection of "alphabet roads," twisty county highways designated by a letter or letters, along with smaller byways with more interesting names, like Hidden Valley, Moraine Hills and Honeysuckle. I was pleasantly surprised to find Hwys H & ZZ freshly paved with nary another vehicle on their entire length. A short stop for soup and coffee at the Hen House Cafe in Eagle, and I'm back on the road, first northeast then tacking southeast to begin working my way back home.

I take a few minutes for a butt break and photo op (below) at the quiet Mukwonago Town Park and later for my mandatory stop at The Elegant Farmer in Mukwonago, home of the locally famous "pie baked in a bag." I always pick up a fresh, warm 5-inch apple pie (fits in my tail pack) for tonight's dessert. Simply the best.

Next, I'll skirt the town of East Troy, former home of Buell Motorcycle, and pick up Hwy D at the Alpine Valley Music Theatre for a high-speed run east, rising and falling on the graceful sweepers of this tabletop smooth road, seemingly designed to allow the VFR, and myself, to clear the cobwebs. Working south, I search out a few more of the state's Rustic Roads and eventually ease into the driveway four hours from the start of this short but worthy ride; 151 miles.

​I'm continually impressed with this build. Its upgraded suspension, modified ergonomics, perfectly tuned engine with slightly lowered gearing, rolling on Bridgestone T32s — this has turned out to be a comfortable and responsive GT-style sport tourer, composed at speed and happy to flick about on a twisty back road. I think it looks nice, too!

Bridgestone's Fall rebate promotion is upon us: get $50 to $70 rebates when you buy a set of two eligible tires. I always take advantage of this deal if I anticipate needing tires in the next several months. And, if you purchase through Rocky Mt. ATV & MC, they'll do the paperwork for you. Great prices, too.

Yesterday I received a set of Gen 3 carburetors for rebuild, purchased on eBay. The single issue I found in the listing photos is this bent "choke" rod seen in this photo (red arrow). I have encountered this before and my fix is to straighten it using a 2-pound brass mallet on a flat surface; an old-school anvil would be ideal but my smooth concrete floor will work just fine. I gently tap my way around the circumference and length of the mild steel rod till straight. Remount and check the choke operation — took me about five minutes.

But the interesting thing about this carb set are the intact factory markings all over the exterior shown by the smaller arrows. You'll see remnants of these markings on most carb sets, but I noticed that these are all still in alignment, indicating original factory assembly. The clarity of the marks are also evidence that these carbs have never been cleaned. So, I believe these are untouched, factory-assembled carburetors from 30+ years ago, something I've never personally encountered.

The exterior looks relatively clean, so I was anxious to see what lies inside. Not good; heavily varnished fuel coats the bowl interiors — those jets are thoroughly clogged. The good news is that the throttle, choke and diaphragm slides are all free. These carbs have waited long enough for a thorough cleaning and rebuild, and I'm happy to oblige.

What: 2014 VFR800 DLX
Why: Low miles, well-equipped
Where: NW Arkansas
Price: Asking $7800

If I'm ever in the market for an 8th-gen VFR, I would be looking for the Deluxe version. I would also like to see low-ish miles and some nice extras that I would be acquiring for cents on the dollar. This example ticks all those boxes and comes in arrest-me-red to boot!

Our seller doesn't provide any information on potential issues or flaws, so, pending more details, I'll assume it's in as good condition as the photos indicate. In addition to the nice-to-have stuff included with the Deluxe model, there's $1300 in extras listed, including a Leo Vince exhaust, aftermarket windscreen and more. The 8000-mile service is competed and this one looks ready to ride home. I hope our buyer delays a few days in order to play in the seller's backyard — if you've never sampled NW Arkansas' backroads you should add it to your motorbike bucket list. As for the price, I think $7800 is in line with other quality Gen 8 offerings and there seems to be some wiggle room built in. 

What: 2016 VFR1200X
Where: Washington DC area
Why: Low miles, original, fair price
Price: $7000

Appearing two years after Honda introduced the pavement ripping bombshell known as the VFR1200F, this version featured a retuned V4 1237cc engine, upright ergos, longer travel suspension and ADV-styling, if not a full-on commitment to challenging the established heavy weight dual sports of the time.

Still, we have a very capable and comfortable, shaft-drive sport touring mount with boatloads of V4 power. This example shows only 2300 miles (!) and is described as "perfect condition, never dropped." This model was available with DCT transmission and factory bags, but neither appear here. What we do have is a Delkevic titanium slip-on. The bike has been casually listed on ADVrider for almost a year, so there may be some wiggle room on the asking price of $7000.

It's finally finished. I've actually had this bike on the road for the past year, but never quite arrived at the vision I've had in mind since she rolled off the transport trailer 27 months ago. Here's her story….

In early 2022, reader Quinn began a conversation with me about finally getting his '93 back on the road after some ten years under cover in southeast Florida. At some point he decided the project was outside his wheelhouse and made me a proposition: If I promised to do my best to rescue his girl, he would gift me the bike. Attached to the email were some grainy photos, this one showing the sad situation — cowering in a dark corner of an open lean-to ten blocks from the ocean, the humid salt air slowly working its evil on every metal part of the machine. A depressing shadow of its former self.

This VFR has some known history. It was owned by a friend's son before Quinn acquired it. At some point it had been stolen, and when attacking the ignition switch with a screwdriver failed to start the engine, it was tossed into a ditch. The insurance company totaled the bike due to damaged bodywork, but the owner bought it back and had the parts repaired/repainted. Years went by and disuse eventually brought the bike to the state seen here.

It would have to be rescued, of course. I located a shipper and on April 19, 2022 the VFR arrived at my shop. As I peeled away the layers of neglect the picture became progressively more bleak. Steel and aluminum had succumbed to corrosion, the fuel tank was a write-off, the Corbin seat trashed, the paintwork in sorry shape, the brakes and clutch non-functioning, Below are typical examples of what I found.
(click on an image to enlarge)

Undaunted, and with almost $600 (!) invested at this point, I proceeded with step one: Do we have a working engine? After a week of soaking the cylinders in Marvel Mystery Oil, the engine turned over by hand, smooth as butter. I then spun it over with a hand drill to circulate the fresh oil. The compression readings were good but a valve check indicated all but four valves would require re-shimming, so out with all the cams. Reassembled with freshly rebuilt carburetors, the V4 burst to life and, typical Honda, purred happily. Below is a video on the first startup from my YouTube channel, V4 Dreams, and there's several more videos to be found there on this (and other) projects.

The next part of my job is at once difficult and enjoyable. With a cup of coffee (or beer) in hand, I get to sit staring at the naked bike on the lift, contemplating the direction I will take with this project. It's enjoyable because the possibilities are limitless, but difficult because, well, the possibilities are limitless. It's a holistic approach for me as I consider the bike in its entirety. For example, in this case there's the salvage title, somewhat offset by the low entry cost. Am I selling or keeping the bike? Building for oneself is very freeing, building for the mass market is limiting. How about the dollar investment for parts and paint — this bike will need lots of both. There's also the things that can't be practically changed, like mileage (31,612 in this case) or maybe a scratched frame or damaged wheel rim. 

In addition, this 1993 is a desirable year in its beautiful Pearl Crystal White. If there's collectible VFRs, this is near the top of that list, so do I keep the original color? As for originality, how far do I want to stray from that ideal? In the world of classic vehicles, original equals higher value, or at least salability, while personalized aesthetics tend to lower perceived value. In my experience, originality is always the most difficult consideration going forward.

But, sometimes, something simple helps out, and this time it was a shock absorber. Years ago I happened upon a fortuitous eBay find — a freshly rebuilt shock from DMr. This fully adjustable Honda CBR929 shock was re-valved, re-sprung, adapted to the Gen 3…and never mounted. I didn't have a use for it at the time but at only $213 I virtually grabbed it and put it on the shelf. With that shock in mind, I decided that this bike's build would proceed from there.

Step one will be to match the front suspension to the new rear. For this I turned to Race Tech and a set of their .95kg straight-wound springs, installed to their specs. The fork lowers were repainted to the original silver and everything mounted up with fresh tapered steering bearings from All Balls.

​The forks were bolted up to a repainted and polished upper triple clamp, repainted HeliBars (came with the bike) and topped off with a RAM ball mount for a phone or GPS.

Focusing on the rear, the swingarm was disassembled, inspected, degreased and associated hardware cleaned up as much as the Florida damage would allow, brake caliper rebuilt and painted, rotor repainted and EBC HH pads fitted. The well-worn subframe was also exchanged for a more presentable unit I had on the shelf. The footpeg brackets were painstakingly disassembled, cleaned, painted/polished, and refitted. I don't carry passengers on my VFRs, so those peg brackets were deleted. I decided to eliminate the centerstand, saving eight pounds, as I have a lift and paddock stand for maintenance.

About this time, something interesting happened — the work thus far was responding so well that I began thinking in terms of "my" VFR.

Turning to the engine, I found that its bare aluminum finish didn't fair well over the years, so I attacked the flakey white corrosion with soft brass brushes mounted on a Dremel tool, followed by an application of metal protectant. It's not polishing in any sense, but an improvement nonetheless, and Honda did a good job of hiding the engine behind the fairings. When the shock was off, I took the opportunity to remove the rear PAIR injection tubing and plug the ports, followed by the fronts. The exhaust pipes were sanded and polished, responding moderately well, the black portions de-rusted and painted satin black.

I've always liked the textured "bronze" finish exclusive to the 1986 bikes' engine covers, so I had the clutch cover powdercoated with a polished timing hole cap. On the left side, I happened to have a similarly-colored sprocket cover in my stash, then stripped/painted the alternator and water pump covers and clutch slave a gloss black. Downstream, a 520 chain/sprocket conversion from Superlite was fitted, with an RK chain and 17-tooth front sprocket, up from the OEM 16-tooth, to provide a slightly relaxed highway RPM.

A full set of AS3 silicone hoses/clamps were installed and the radiator fully detailed, its fins straightened and filled with Honda HP coolant.

The carburetors were treated to a full rebuild, ultrasonic cleaning, tuning, syncing, fresh intake boots, and K&N air filter. 

The hydraulic systems received a full rebuild; calipers, masters, and clutch slave. Patriot Racing supplied stainless brake lines front and rear, in black. I had a Galfer stainless clutch line on the shelf so also fitted that. The front brake and clutch masters got fresh paint and new sight glass lenses.

Electrically, I began with a basic upgrade: installation of a Mosfet regulator/rectifier and Super Harness from Roadster Cycle. I also added their LED Voltage Monitor, a small light which alerts me to lowering voltage in the event of a charging system malfunction. I mounted the LED just below the instruments. Previous paperwork indicated that the stator had been replaced in 2008.

​Being a fan of warm hands on chilly evenings, I installed a set of under-grip heaters from Tusk, mounting the hi-lo switch on a fabricated bracket near the left controls. While I was running wiring, a plug-in lead was added to power the GPS unit — both circuits are switched to the ignition switch. Speaking of the ignition switch, I sourced a correct used switch from a VFR forum member to replace an incorrect one installed after the bike was stolen. A battery tender was also hardwired into two unused leads freed up when the new R/R was installed. A final electrical mod was required due to the bulkier CBR929 shock; its remote reservoir was pressing against the starter relay, so I relocated the relay and mount to the right side of the battery box.

The paintwork on this project was a mix of good and bad. The fuel tank's interior was so badly rusted that I did something I've never done — tossed it in the trash bin. Fortunately, years before I had happened upon a used '92 black tank in nearly perfect condition for the bargain price of $40 including shipping…from Hawaii. Again, I had no use for it at the time, but I couldn't pass on that price. Perfect.

As mentioned above, the bike had been repaired/repainted in the past but by now several pieces were in need of TLC. The right side tail light fairing became a spiderweb of plastic welds as did the right chin fairing, which was so broken that I considered saving it as a personal challenge. I knew that I wanted to visually "lighten" the look of the bike by toning back some the expansive white plastic. I would accomplish this by changing the chin fairings to a dark color (GM Dark Spiral Gray Metallic with matte clear, which matches the gray in the "VFR" decal above) and outright eliminating the lower rearmost metal fairing pieces on both sides, including the odd kickstand fairing. However, I wanted a future owner to be able to return to the original look, so I sourced two extra chin fairing pieces from a seller in England, accomplished a few repairs and had those painted with the rest of the pearl white parts.

All the signal lenses were severely weathered from the Florida sun requiring lots of sanding and polishing. 

I don't particularly care for Honda's graphics on the '93 model, so I kept the large side "VFR" but created my own tail decals, bringing back the "V4 Gear Driven Cams" notation from the earlier generations. For the tank, I passed on the uninspired black winged logo and went with OEM Honda 3-D illusion badges. I intentionally did not have my decals clearcoat painted, allowing the originals to be applied in the future, if desired, and I have a full reproduction decal set which will remain with the bike. I can't locate his name in my records, but I would like to give an anonymous shoutout to a VFR forum member who provided me with both the black plastic side fairing air ducts, which I'd tried in vain to locate for a couple of years…thank you!

The wheels were finished in the body's white, with no pearl. I added some red detail on the rears' embossed directional arrows, and also applied my "Enkei" directional decals front and rear for an additional pop of red. The rotors were repainted in original silver.

The hand grips are my favorite barrel style gel grips from Biltwell. They're mounted on HeliBar risers and ​paired with Throttlemeister throttle lock bar ends. I prefer the OEM levers, fully rebuilt and polished.

The original windscreen was unusable but I found a taller Givi touring screen offered on a VFR forum and thought I'd try that, eventually deciding I prefer the original, so I got a reproduction directly from MRA, in dark tint.

The Corbin seat that came with the bike was roached, but I had a good, though cosmetically challenged, OEM seat in my stash, so my upholsterer fitted a fresh black cover in the correct pattern. I don't use or care for the look of passenger seat cowls (I carry a tailpack on the seat) so I didn't attempt to source an original.

Mirrors are Emgo reproductions for the '00-01 VFR800, my go-to replacements for the ungainly and problematic "condom" originals.

Tires are Bridgestone Battlax T32 in OEM sizes, which have proven to be a sure-footed, confidence-inspiring sport touring tire, providing smooth, neutral handling.

I decided to splurge on a shiny new slip-on muffler, and chose the Delkevic high mount stainless steel round model, purchased directly from Delkevic. I absolutely wanted the high mount to show off the 8-spoke wheel and I think the polished finish goes well with the white bike color. Together with a trimmed rear fender and removed passenger peg bracket, the rear of the bike now has a visually "lightened" look. I left the "db killer" in place and the sound is low and mellow with no bark, and not obnoxiously loud, even at full tilt — just what I was after.

I also happened upon a very cool fuel filler cap from Arashi on eBay. It's CNC aluminum in a satin finish, exquisitely styled, keyless and really improves upon the industrial look of the original (I have no need to lock my filler cap). As it was delivered, the gasket sealing to the tank opening was seeping when the fuel sloshed about, but I addressed that by adding a 2mm rubber shim under the gasket. China.

Finally, in the spirit of being kinder to my joints, I wanted to lower the footpegs a bit and chose a set from Knight Design. They offer two styles of billet-cut aluminum, I chose the less aggressive Sidetrax style in anodized silver; also offered in black. The company says they provide a 1 1/4" drop and extend outward about 3/4". That seems like a substantial drop, but on a trip to the mountains last Fall, I had no issues with them dragging, though I don't achieve the lean angles I once did.

There is an issue with the levers, however — neither the brake nor shifter have enough adjustment to accommodate these pegs. I rigged the brake lever by cutting off the lower adjustment threads to the bare minimum needed (thanks for that tip, Chris), which gave just enough additional downward adjustment to make that side work. The shift lever, however, needed to come outward a full inch to allow a natural foot position for shifting. This I addressed with the welder by splicing in an additional inch where shown in the photo. Now, the braking and shifting is back to a familiar feel. I have a spare lever if I ever want to return to the original pegs.

What have I accomplished? My investment of a few thousand dollars and 100+ hours of labor have given me a rider-grade classic VFR that I have no qualms about using on a daily basis, trailering, or parking outside a hotel for a few nights. I love the clean aesthetic achieved with the pearl white and limited graphics. The combination of higher bars, lower pegs and maybe a small sheepskin seat pad make the bike all-day comfortable. The suspension is supple while still composed and reactive to inputs. On last year's mountain ride the bike made me look better than my waning skills warrant. (Here's a link to that ride report: http://v4dreams.com/shop-blog/blue-ridge-dreamin-a-ride-report )

The third-gen VFR makes a gorgeous styling transition from the earlier creased edges to the later "soapy" curves. And, I have no reliability concerns with my projects, as I go to great pains to touch every part, check every connection, torque every fastener, etc., the result of an aviation background, no doubt.

As one of my final build projects, I found this one particularly satisfying. Not only did I save this VFR from a slow death, but it's also tailored to my style, both riding and aesthetically. It's a great way to live the classic motorbike experience…with undeniable panache of the legendary Honda V4.

About three years ago I went to order a new fuel line for a 1993 VFR750 — the one from the fuel tank to the filter — and…oh no…the dreaded "NLA" came up; No Longer Available.

The issue here is the unique shape of this pre-formed line. Exiting the tank, the line makes a tight 180° turn followed by a 90° to the fuel filter. Installing generic fuel line will likely result in kinking at one or both bends unless some strong supporting spring is employed or the use of a few 90° brass fuel line fittings. I adapted the latter but it was a tight fit what with the additional hardware fighting for limited space beneath the tank.

I eventually found the OEM line in the Netherlands at cmsnl.com, but last week I stumbled upon another supplier in this eBay listing from seller getor-shop in Germany. There's several available at about $39 each including shipping to the US. Having a spare on the shelf might be a good idea for all us Gen 3 owners.