Honda's short and unsuccessful production stint with the big-bore VF resulted in two distinct models for the U.S. market. 1984 saw the introduction of the "F" Interceptor model which was essentially a larger version of the VF750F. With flaccid sales the Euro "R" version quickly replaced the F in 1985. The frame and rear shock were carryovers but the rest of the  VF1000R was a thorough redesign, employing gear-driven cams, full bodywork and different wheels, brakes and more.

Styling was meant to mimic the endurance racer look popular in Europe. The concept worked for some, not so much for others. The big VF continued in the U.S. through 1986 with some minor changes, the most obvious being cosmetics; minor paint scheme changes and dual-bulb headlights replacing the squarish one from '85 (and the Interceptor name dropped). While the R model was a technological and aesthetic improvement over the F, it was also heavier and much more expensive...and slower than the inline-four competition, even Honda's own 1000 Hurricane. It was not missed when it quietly disappeared from the lineup.

Offered here by a California seller is an 11,000-mile 1986 VF1000R survivor in what appears to be near-perfect original condition. The owner used the bike in an appropriate role as a piece of home decor. The photos look good and the seller indicates he has set a low reserve. Bidding is active and someone who loves this model for its look and rarity will surely be pleased with this beautiful example.

It will be interesting to see what value this bike sets (assuming it sells) in a December market. To the right bidder I would think $6000 would be justified.

UPDATE: Sold for $7400. I suspect the sale was jump-started when the bike was featured on RareSportBikesForSale.com. Both buyer and seller should be happy with this one.

Like the ad says: Buy a front Galfer stainless steel brake line and get a rear included.

The price is $97 including shipping, with your choice of line color. Colored banjo ends are an additional $25 and custom over-length orders add $10. Orders take about two weeks to arrive. A clutch line is also available for our VFRs.

Pashnit offers this deal about twice per year, so now's your chance. Offer ends December 31.

If you're not familiar with Pashnit Moto, a visit to their website is worth your time. Tim specializes in California moto tours and offers a huge inventory of motorcycle-specific accessories, all at fair prices. And he's a bike guy.

Even fairly pedestrian OEM parts can command exorbitant money in this current retro age. Try finding a NOS exhaust system for a '72 Honda CB500, for example, or maybe a fuel tank for an RC30, which is what we have here.

It's not new old stock, but a used tank in very nice condition. The seller first describes it as "perfect" but then goes on to note that the warning stickers are yellowed, and the photos show a few other minor blems as well. My dictionary defines "perfect" as "without flaw," but such is the world of online selling. The opening bid is $2500 and shipping listed at $125 (!).

I suspect the seller is a little optimistic on his valuation here, along with his other RC30 auction item, a headlight fairing listed at $1900 with the same shipping quote. Happily, to help potential bidders rationalize the cost of his parts, our seller includes this tactless explanation: "They are now rare as rocking' horse poo. Thats why you have to pay for big bucks for it." (sic)

Good luck with the sale.

Update: Both items unsold.

The old carburetor vs. fuel injection debate is long dead. "Fuelies" may have had a rocky start with the old mechanical automotive systems, but the EPA writing was on the wall and technology won out — for the better. The first mass-produced motorcycle injection system appeared on the 1980 Kawasaki Z1000 Classic, and our VFRs joined the game in '98 with the VFR800FI.

But those of us who play with old bikes still fumble about with carbs. I should create a T-shirt which states, "Still Plays With Carburetors." With the colder weather settling over the Midwest, I'm inside catching up on my carb projects. It's often interesting to disassemble a set from the latest project bike to see what mischief has been wrought by previous fiddlers.

Even nostalgic types have to admit that the new-generation performance tuning via digital mapping is more precise, effective and much, much easier than old-school trial & error with needles and jets. It's also a natural approach for this digital generation. But we're stuck with our carburetors and I will say that there's a certain satisfaction in getting all the parts and ports to align and end up with a sweet-running carbureted V4. Or maybe I'm just old.

Ever notice how the rich are sometimes notorious penny-pinchers? I often see a similar phenomenon with high-end items offered at online auctions — exclusive, expensive items with sparse details and ordinary photos provided. I suppose if you're cruising eBay sniffing at Panigales and Confederate Wraiths then you don't really need an education on the item's history, design philosophy and other minutiae. So, for this rare Honda, we'll just go with that.

Showing only 2435 on the odometer and sporting celebrity provenance — having once been owned by Nick Cage — this 1992 750 NR can be yours for somewhere upwards of $50K, which happens to be its original MSRP. The listing confusingly states the model year as 1979, but the NR was only made available in 1992. Fresh rubber, tuned, "beautiful condition." "Will not go cheap," states the seller. Auction ends mid-day Thursday.

Update: No sale with seven bids reaching $62,600.

After a couple of weeks of emails and phone conversations a seller in Ohio and I came to agreement on the white 700 shown here. Patti and I took advantage of the 400-mile drive to visit friends in the southeastern part of the state, well-known for its twisty, hilly motorcycle roads. Even viewed from behind the wheel of the Ridgeline, it's some beautiful country. On the way home, we stopped by the seller's place to pick up the bike and were surprised to find the R/W/B '86 as its stablemate. Gregg's aging bones were to blame for his decision to sell the VFR, so, of course, I had to make an offer. Searching through the shed, we found lots of related VFR parts, so it all joined the frenzy too. 

So, what do we have here? The pearl white 700 (let's call her "Pearl") is a near-mint '87 F2 with only 11,000 miles, all original, and runs like a fine watch. Maintenance is up-to-date, the seat cowl is included and the tires are fresh. I'll go through the mechanicals just to be sure everything is as it should be, while the cosmetics speak for themselves. Patti thinks it's the prettiest of the VFRs and this one really sparkles.

The '86 is showing 18,000 miles, and judging by scuffing on the left-side muffler and a bit of fairing rash, it appears the bike had a low-speed fall at some point. This is the (non-F2) round-gauge model with the brown engine side covers. It's a beautiful example that, with a new muffler and a little cosmetic TLC, will make a great rider for the next proud owner. Both bikes show the effects of respectful ownership over the years — the fuel tanks have no dents, the switchgear housings are not sun-faded, the seats are in excellent condition and no modifications are evident.

I'm very pleased when I can search out and find such nice examples of the second-gen Interceptors and even more excited when an unexpected stowaway follows us home.

Honda has chosen to enter the large displacement adventure market with the VFR1200X. Known as the CrossTourer in Europe, the engine is the 1237cc V4 from the out-of-production VFR1200F and offers a choice of standard 6-speed or Honda's 3rd-generation Dual Clutch Transmission. Other features include shaft drive, ABS, HSTC (torque control), spoke tubeless wheels, hand guards and a full list of options, including hard luggage. The VFR enters a market packed with great competition from most all of the manufacturers, but unfortunately Honda chose to follow the styling cues from the rest instead of giving this V4 the distinction it deserves. Personal aesthetics aside, this will surely prove to be an awesome all-around ride.

No word on weight or price yet, but my crystal ball says about 530 pounds and $13,000. Available May of 2016 in your choice of Pearl Black or.... well, that's it. My guess is that this VFR will be overshadowed by the introduction of Honda's Africa Twin. Let's hope it's not another case of Honda competing with itself and losing a great bike in the process.

I will definitely wrestle a test ride next Spring.

While doing some carb tuning the other day, I mounted up a carb set on #13 and sync'd them up. The exhaust is currently off the bike (along with many other parts) but I stuffed in some earplugs and fired her up. Note the ECU strapped to the rear tire. The iPhone quality video can't quite capture the sound, but give a listen:

Recently sold on ebay is this interesting build on a VF500 donor bike. Featuring parts from several Honda models and a modified Ducati tank, the builder was going for a Freddie Spencer GP500 look from back in the day.

Overall, it's a good-looking package, but has some carb and electrical issues which will need sorting and the paint isn't to a professional level.

The winning bid of $3307 demonstrates that personal-style customs like this just don't bring anywhere near the investment in time and money required to produce them.

The current issue of Cycle World features an exclusive ride aboard the latest world-class superbike from Honda, the 2016 RC213V-S. Written by the magazine's go-fast guy, Don Canet, the bike was in heady company, with features on the latest Ninja H2 from Kawasaki and another V4 superbike, the Aprilia Tuono V4 1100 Factory.

Though severely detuned for the U.S. market, Canet was still immensely impressed with the Honda's riding ease and tractability on the Spanish race course. The factory Project Leader, in true Honda fashion, emphasized, "We're not aiming at a quality that comes from horsepower...of greater importance is precision. We wanted to replicate the precision that you have on a MotoGP bike." This attitude shows a philosophical lineage to the RC30 and RC45 in both race and street guise. Canet was also treated to some seat time on a version of the MotoGP version (again, detuned), the RC213V.

As for showroom power, the factory says that the Euro street version comes in at about 157 HP while the U.S. gets only 101, about the same as the second through sixth generation of the VFR750/800s. The $12,000 Sport Kit (not available in America) will show the street bike's real potential, boosting power to a claimed 212 HP. 

Get in line now, and don't forget your $184,000.