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.

During my morning Craigslist search several days back, I came across this forlorn example of an '87 VFR700 F2, wasting away in a garage on the Illinois plains. The story (there's always a story) is that the seller's son had met his mechanical match a year ago when a hydraulic clutch issue sidelined the VFR. The kid took a job elsewhere and the bike languished in his parent's garage. Advertised at $650 ("but we're flexible"), Patti and I decided to load up the Trailer-In-A-Bag and make the two-hour trek to have a look.

What we found was an interesting assemblage of home-brewed mechanical fiddling in perfect harmony with Rustoleum aesthetics. Naturally, we immediately purchased it.

During it's 28 years and 22,000 miles, this 700 has managed to remain fairly intact with the exception of a few items. I quickly noticed the chopped rear fender and recovered seat, but stepping back I realized something about the front wheel was suspect. A closer look revealed that a CBR 17-inch wheel has been fitted. Interesting. Back home, I did a tear-down and found that an aftermarket electric fuel pump had been installed with a manual on-off switch conveniently located in the vacated mounting hole for the left-rear turn signal. Into the trash. I pulled the carbs, cleaned and refitted 'em and the old girl fired right up and ran great! 

Here's a shot of the fuel pump installation. Seems to me that someone went to a lot of fiddling, when fitting a used OEM pump would have been a much easier and cleaner install.

Here's an example of the refinishing technique lavished on this classic motorbike. This is the left side mid fairing. If the awesome sharks teeth decal can't be covered up with the initial coats of rattle-can grey, then try a few heavier applications. 

So, welcome number 14 to the asylum. What's the plan? Well, I envision a nicely presented red/white/blue rider. I'll return the front wheel to OEM and fit a nice set of stock mufflers. This bike is straight and complete with fairly low mileage so there's no reason it shouldn't be rescued and a new owner found to care for it. 

After five years sitting on the back burner due to a succession of VFR priorities, I decided that it was time for my dirty side to resurface.

My idea of the perfect dual sport classic — a 1981 Honda XL500S with a 550cc big-bore kit. Honda's final year for dual shocks, 6-volt electrics, and that bodacious 23-inch front wheel. Kick-start only. Vintage.

When I acquired the bike I immediately stripped it to the frame and slowly built her back up with Progressive suspension front & rear, enduro-style tail light, and everything refurbished, replaced or upgraded. The final touch was having the bodywork finished in a straw camo hydrostatic dip. Last weekend I participated in a brutal off-road event in West Bend, WI as an ultimate shake-down ride. The bike performed flawlessly — the same can't be said for me as it's been a few years since I've abused myself quite so much on a motorcycle. This thing is great fun.