Maintaining a website is a commitment, and I chose a V4-centric site for a few reasons. I'd been working on VFRs since 2007 after returning from a working gig in Hawaii, finding Project 1 in suburban Milwaukee, Wisconsin. As I slowly gained knowledge and experience with these fabulous bikes, I sought to share that knowledge and VFR information in general with whomever cared to listen, without the distractions of ads and forum trolls.
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I also like to write and photograph, thanks to my pro photographer Dad, and hoped the site would be something of an outlet for those interests, which it has. I originally approached this commitment month-to-month, eventually envisioning a vague goal of ten years, the month when I would turn 74 years of age. That month has arrived.

I'm very fortunate to still be riding, though now climbing off a sport bike after a few hours in the saddle sometimes…well, always...elicits an involuntary groan due to my stiffening joints. After completing 42 project bikes and a few more that didn't get the "project" moniker, I've decided to step back from the full-bike refurbishment process. Throughout my working life, I've been careful to not allow my work or hobbies to define me, as you risk psychologically loosing that raison d'être when those things inevitably come to an end. On to the next thing.

As I slowly divest myself of the many VFR parts and pieces carefully collected (hoarded) over the years, I only hope they will live on with another generation of VFR-isti. I began motorcycling in 1971 in Morocco, as a young Marine on a shiny new green Honda CB500-4. I will keep my 1993 VFR, for the time being, for when I wish to be reminded of those halcyon days and the thousands of miles that followed.

Over these past ten years I've remarried (my very understanding Patti), rode together all over the eastern U.S., married off a step-son, lost my mother, then Dad, then my old riding buddy, Butch, but gained two beautiful granddaughters. I've been blessed with great health and a truly welcoming new family. On balance, it's been a good decade with no regrets and a steady flow of Interceptors in the shop.

On this ten-year anniversary, I would be remiss if I didn't mention a never anticipated, but important, benefit of the V4 Dreams website — the people I've met, virtually and in person. There's Paul, Ken, Joe, Nils, Baz, Captain 80s, Eric, Bill, Steve, Dr. Jim, Martin, Marty, Robert, Jeff, Michael, Brett, Don, Sean, Boon, Mark, Danila, Roger, Matt, Mathew, Jacek, Scott, Andrew, Dean, Gary, Ron, Ian, Alistair, Josh, Jeff, Howard, Squirrelman, Trevor, Roy, Amy, Randy, Tony, Amber, Doug, Jethro, Jordan, Giles, Rich, Devon, Rex, Bevo, Tim, Chris, Mark, Drew, Tyler, Brian, Justin, Ben, Daniel, Curt…and many, many more. All great people, all great to work with. I appreciate all your support and hope I've helped out at least a little.

I have no concrete plans for the future of this site, though I will maintain and contribute to it for the foreseeable future in the hope that it provides interest and help for whomever seeks it. Thanks for the memories and I expect many more ahead.
Ride your dream, stay safe,
​Joe

What: 1990 VFR750R RC30
Why: RC30
Where: Ft. Meyers, Florida
Price: $50,000

Details are sparse, but I'm assuming a potential RC30 buyer is going to be discussing the purchase in depth with the seller, in this case a dealer with an eclectic assortment of vehicles, even an aircraft.

Showing about 4000 miles, this bike is production number 106 and is represented as "100% original." The bike looks great in the photos with an asking price on the upper end of RC30 values these days. If it's as represented, this one will probably fetch close to that asking price.

What: 1990 VFR750R RC30
Why: RC30
Where: Falls Church, Virginia
Price: $40,000 opening bid

This bike has been offered in the recent past, apparently going unsold. The seller offers some history (2d owner since 1991) but there's some question about its condition. Not all original, there's an aftermarket pipe fitted and non-standard stickers and signals. The bodywork shows several anomalies, though the seller says he's had the body damaged repaired.

On the plus side, he's offering some tasty HRC extras. I would want to inspect this one in person. 

SOLD: $13,250

Just sold on Bring-A-Trailer is this 1986 VFR750F. Indicating ~25,000 miles, this example shows a few extras installed and some of the maintenance tended to.

The bidding war demonstrates the potential power of an auction sale. A nice 20-foot bike for crazy money.

What: 1996 VFR750
Why: Well-kept, nice price
Where: Henderson, Nevada
Price: $3000

Another great VFR value here —  represented as "great condition," with photos to back that up. "Drives and runs beautifully, a great piece to add to a tasteful collection." No word on originality, but that paint looks great, as do the usual tell-tale signs of age, like the handlebar switchgear, windscreen and seat. If this bike has spent much of its life in the desert southwest, it sure has been protected from the damaging sun.

I spy a few nice extras, like the D&D muffler and Helibar clip-ons. Also included are the passenger seat cowl, passenger grab bars, manuals, and "all original accessories." I would be asking for more details and any known history, but at $3000 for a lovely, 25,000-mile Gen-4, this looks like a great find.

When Honda introduced the updated RC36/2 in 1994, one of the talking points was the change to "semi-flat slide" carburetors. Sounds cool, but what's that mean to us?

More common in racing and dirt bikes, the flat slide is simply a different shape designed into the throttle slide, and an evolution from the well-used round design. The photos below show the progression of slide design through the VF/VFR's carburetor years; 1983-97. The round slide was the standard till the 1994 change, with just a hint of a small flat for '90-93. 

The "semi" part the semi-flat slide is evident when comparing the RC36/2 to a true flat slide Mikuni pictured at right. Why did Honda do this? Flat slide technology was developed for high-performance applications where the throttle spends most of its time wide open, or close to it. This is why flat slides are also common in small displacement machines, like scooters, which routinely run all out. Here's as good an explanation as I've found:
"Round slide carbs tend to be easiest to tune — the round shape of the slide helps them transition smoothly from idle to mid-range to full throttle. Flat slides can offer incredible throttle response and are hard to beat in the mid and upper revs. In the lower revs it can be a challenge to get and maintain good fuel air flow and mixture. They can test your patience with tuning. Between the two is the other flat slide, the "D slide." It has the lovely low end smoothness of the round slide combined with most of the characteristics of the flat slide at higher revs."

So we see more of a "D slide" shape in the RC36/2, likely a compromise Honda made to achieve the best of all worlds for a high performance, but civilized, street bike like the VFR. I've ridden all of these carb'd VFRs, and my butt dyno has always felt that the semi-flat slide RC36/2 has crisper, slightly more aggressive throttle response than the earlier versions, and also just seems to exhibit more "thrust," though published HP numbers don't support that.

I suppose this whole discussion represents the pinnacle of carb development for Honda street bikes, as the next generation RC46 debuted fuel injection, relegating carbs to the history books. Still, there's nothing quite like the progressive, analog feel of a well-tuned set of high-performance carburetors connected via steel cable to your right hand.