What: VFR1200X DCT
Why: A sporty ADV bike?
Where: Bakersfield, California
Price: $10,000 OBO

​Even though it's been 12 years since the introduction of this model, I'm still a little befuddled as to why the big V4 was developed into an adventure-style bike. I add the word "style" here because the bike was never really intended to be a serious off-road contender in the big-bike ADV wars — this is a street-oriented bike, as suggested by its Euro-name, "Crosstourer." And I guess that's the key; this genre has effectively replaced the traditional sport touring models, i.e. Honda ST1300, Yamaha FJR1300, etc. Comfort, practicality, weight savings, and the realization that triple-digit touring speeds is not a thing anymore, if it ever was. Not great sales successes in general, the VFR800X (Crossrunner) and VFR1200X left Honda's lineup in 2021. Only the 1200 was available in the U.S., and I think only for the 2016 & '17 model years. The engine was a re-tuned version of the 1200F, with lower horsepower but a broader torque spread.

I found this interesting example listed on ADVrider.com. Showing 10,301 miles, the colorway has been changed to a Nicky Hayden RC51 look, unique and better-looking, compared to the original staid black. The sporty looks have been carried over to the seller's choice of modifications — a long list of comfort and convenience items, from suspension upgrades to cruise control and much more. This is the DCT version, and one of more interesting changes is the addition of a rear brake lever attached to the left handlebar position — there's no clutch, so the seller simply brought the rear brake to the handlebar. Interesting. And I have to mention the change to the 1200F rear wheel — the very cool rim-spoke original rim has been replaced with the cast version to accommodate a wider tire. The seller states that all stock parts are included as well as records and receipts. Visit the listing for all the details.

The asking price initially struck me as on the high side, but after some research, it seems to be in line with others offered for sale, and none that I found with such extensive farkles. Some lucky new owner is destined for lots of long-distance adventures on this unique VFR.

I sometimes find filler caps which are reluctant to close, requiring lots of force or a key that doesn't want to snap back to the locked position when pushed downward. The issue is likely not the lock, but rather the rubber tank seal.

This seal is not available from Honda as a separate part number so, short of fabricating a new seal, we need to rejuvenate the existing seal. Rubber parts can be softened by soaking in wintergreen oil, but here's a quicker fix: I just warm up the seal with a heat gun for about a minute, then immediately close/open it a few times to reseat the rubber. Note the towel covering the tank opening — remember there's gas fumes trying to escape and a heat gun would be an excellent ignition source! This works great and seems to be a lasting fix, as long as the cap is used regularly. One more reason to get out there and exercise our old bikes.

If you'd rather go new, cap assemblies are still available from Honda for the Gen-2 onward: $200-263 (the Gen-2 California-spec cap is NLA).

What: 2007 VFR800
Why: Low miles, white wheels!
Where: Tacoma, Washington
Price: BaT auction

If you've ever lusted after the one-year-only Anniversary Edition VFR800…this is your chance. Showing only 4752 miles, this one is presented in pristine condition and features the 3d-gen 8-spoke rear wheel, powder coated in matching white. The seller states that's the only modification to this non-ABS beauty.

Struggling to move off the showroom floor back in their day, the Anniversary Editions were eventually price-subsidized by Honda, some languishing for up to five years as unsold models. I've no doubt there's a few still in their crates, hiding in dark corners of old dealerships, awaiting their day on Bring-a-Trailer.

Currently at $4000 bid, I would expect lots more interest in the coming days; auction ends May 1st. There's a short start-up video included in the listing.

What else? The larger front wheel has changed to a spoke type with a single large brake, so that came from elsewhere, along with the round headlight and quarter fairing. The seat subframe has been chopped and I'm guessing the original seat has had the rear modified into a monkey-hump affair, which kind of lets down the styling here. The builder did a nice job of putting the V4 on display but a black radiator would seem to blend better. A single muffler exits out the left side allowing a good view of the right-side shaft drive and its single shock with bright red spring. The 1084cc engine is tuned for torque with a relatively low 8000 rpm redline, but I'm sure that pipe still sings a great tune. This ST began life as a 700-lb tourer so even after this impressive diet it will still show some heft. And I'm surprised to see the UK plate, considering their restrictive licensing laws.

I really like this build. If the seat were flat to accommodate a daypack, this could be a really fun and unique weekend romper. You surely won't see another.

What: 2014 VFR800F
Why: Nicely-farkled Deluxe model
Where: Montvale, New Jersey
Price: No reserve auction (4/21)

The 8th-gen VFR is arguably the pinnacle of the 800's development — refined, with crisp modern style, quality components and fit & finish befitting this final generation of the V-four Interceptor.

Described as "pristine & spotless," this particular example has been used as intended, with 21K miles and sporting some appropriate extras, in addition to the factory upgrades found on the hard-to-find Deluxe model; ABS, heated grips, traction control, adjustable forks…even self-cancelling signals. Here, the seller has added a touring screen, a GIVI top case and Delkevic slip-on (I have the same muffler on my 3d-gen and it sounds great!), and more. I would lose the extra stickers, but that's just me. Good luck to our seller and buyer.

I was recently tuning a set of 2d-gen carburetors using Project 41, an '87 VFR700F2 which has become my de facto carb tuning mule. This project has been repeatedly relegated to the back burner as other projects and tasks get priority on the lift. But, while I'm awaiting paintwork for those projects, I took the opportunity to do some additional teardown and assessment on #41, beginning with the rear wheel assembly.

This bike was built May, '87 as a blue/silver model and here we see the original gray wheels. There's lots of cosmetic neglect on this VFR which, of course, makes me cringe. These photos show the layer of oily black dirt built up over the decades, really evident here on the swingarm and sprocket/carrier assembly. I spent 30 seconds with a cloth and solvent on a section of the sprocket carrier — the grime came right off, revealing a very nice underlying finish.

The Dunlop K591 rear tire is definitely past its use-by date; manufactured March, 1996! It's also a non-original size: 140/70. ​The three rear bearings all feel perfectly smooth on this bike.

I also removed the right footpeg assembly (below). This one shows some impact and slide damage — it's bent inward and actually cracked completely through. Fortunately, I have a spare so this casting will go to the recycle bin.

(Below) TIP: Here's a back-saving technique I use whenever I possibly can, and for good reason: Years ago I disabled myself for four months after lifting upward on a VFR rear wheel in order to feed the axle during assembly. I was bent over at the hip, and felt a strange sensation in my lower back and heard a slight crunching sound. I dropped everything where it lay and within an hour I was bed-ridden. I had displaced my lowest three vertebrae in a stair-step fashion, resulting in a sporadic, severely pinched nerve whenever I was on my feet, the pain literally bringing me to my knees. It took months of therapy before I was able to reenter the garage to pick up the scattered tools and slowly ease back into my work. All from installing an axle.

So here's what I do. Whenever possible, I use a jack to raise the rear of the bike, as opposed to a centerstand. This way I'm able to adjust the height of the bike so the rear tire makes slight contact with the lift or floor (for axle removal) or the swingarm lines up with the wheel center (for installation). I can then align the swingarm chain adjuster, wheel bearings and caliper carrier — the axle slides in or out with two fingers. No lifting of the rear wheel necessary.

BTW, I'm jacking the bike across the centerstand frame bosses using a specifically-sized block of 2x4 (this bike has no centerstand installed). The jack pictured here is from Harbor Freight, a compact, low-profile aluminum jack which works well in the confined space on the lift. Here I've temporarily installed a spare wheel which will allow me to take my time with any work I wish to do on the original wheel. Next, I'll remove the forks and front wheel assembly and install spares, allowing the bike to be moved around the shop.

$59.67 Including shipping from UK

This new option for the one-year only 1993 VFR750 decal set recently popped up on eBay. They're from eBay seller severnvinylgraphics, who states that he's an experienced decal producer who's back in the game after some time away.

This set looks very accurate when compared to the OEM set on Project 37, shown below. The price is reasonable (a 1986 R/W/B set typically costs over $200) and it's always good to see a supplier helping us out.

Well, that concept is alive and well today in the form of carburetor and parts cleaner dipping products from Berryman, Gunk and probably others. I recently picked up a container of Berryman Chem-Dip to see how it compared to the ultrasonic cleaner for carbs and other various parts.

Of course, technology has moved forward and the ultrasonic concept does more than just clean surfaces — its microscopic bubbles will find their way into passages and crevices, vibrating furiously, abrading anything in its grasp. I'm assuming that the dip cleaner is simply a surface surfactant which will effectively dissolve and remove dirt and grease.

I don't have a scientific methodology to compare the effectiveness of the two options, but the cleaning results were visually similar — the main difference being time. The ultrasonic machine takes 30-60 minutes while the dip requires substantially more time — I soaked the parts for hours. Other than a general darkening of the aluminum carb bodies when using the dip, the various parts (aluminum, brass, steel, plastic) emerged looking the same. Both the 96-ounce Berryman container and my 6-liter ultrasonic cleaner can just fit two VFR carburetors.

Both options claim to be safe for plastics and rubber but the Berryman cautions to keep aluminum parts to no more than four hours total exposure. While there's no shortage of ultrasonic cleaning agents, I use the product shown here from Clean 2020, which I dilute 10:1 with water. Both options are similar in price and both are reusable till they're just too dirty. I extend the life of both of the solutions by pre-washing/rinsing the parts with a water-based degreaser.

Bottom line? If I were in need of a carb cleaner for one-time or occasional use, I would be fine with the Chem-Dip. But I do this regularly so I'll stick with the newer and faster ultrasonic technology.

P.S. I found the best price for Berryman Chem-Dip at Walmart.com, of all places: $43 including tax & shipping.

What: 2010 VFR1200F
Why: Great condition, nicely optioned
Where: Moncks Corner, South Carolina
Price: $5450 OBO

​This beautiful 7th-gen VFR caught my eye for a few reasons; mature owner, impeccably kept and some tasteful mods. It's surprising to realize that the first-year 1200F has been around for 14 years, so this one has averaged just 1600 miles per year with 21,900 on the odometer.

If this bike were in my collection I'd choose the same additions: a very classy, great-sounding Akrapovic muffler, aftermarket seat (that Corbin looks really comfy), and an LSL handlebar conversion, giving the ultimate in bar choices. I think I also spy an aftermarket windscreen, and OEM luggage can be had if the new owner desires. This is the standard transmission (non-DCT) version.

If I were in the market for this model, this is the one I'd be after. The asking price of $5450 is reasonable, the bike has had a recent professional look-over, newer rear tire and fresh battery. Spring is here and this one's ready to ride. For the same buy-in as a nice carbureted-era VFR there's a lot to offer here.