Big car auction good at a few things, namely giving presentations and drumming some serious dream machines. But in the upcoming case Mecum Glendale, Arizona, auction (March 28 to April 1), we feel there are a few great bikes that don’t get credit on time. Whether underrepresented, or slightly inaccurate, our mission is to make these trips stand out.
1987 Honda VFR400 NC24 If you were a fan of motorsport in the late 1980s, you probably knew and longed for, Honda’s VFR750R RC30. With multiple World Motorcycle Championship titles, a Grand Prix win and a lap record at the Nordschleife circuit of the Nürburgring, the RC30 proved its mettle, even in the early 1990s. Expensive. and built in limited numbers, the RC30 isn’t the most practical street machine for everyone. However, Honda already has a solution for the motorsport mass in the form of a miniature VFR400.
Honda launched the NC21 VFR in 1986, powered by a 399 cc, 16-valve V4 engine built in the spirit of the RC30. This bike is designed primarily for the Japanese market, where engines under 400 cc pass the tougher licensing regulations for higher cc bikes. But don’t let that statistic fool you, as the VFR400 has plenty of bites to match its barking.
The 90-degree V4 makes 59hp at 14,000rpm (in the NC24 version) and its valve train is operated by straight-cut gears that produce a noticeable squeal throughout the rev range. Honda has also gone to great lengths to incorporate all of the 750’s styling into the VFR400, using a similar shape that places the rider right on top of the 17-inch front wheel. The grip bars, rear seat and minimal wrap mean you ride it like a true sports bike, and the large dual discs up front provide confidence when cornering.
At the rear, Honda has incorporated a lateral “Pro-Arm” swingarm, making it one of the first companies to do so on a production bike. The rear wheel is fixed by four pins (sometimes covered with a plastic cap) and the exhaust is raised high to avoid obstructing the eight-spoke wheels. Lot W7 of Mecum looks to be a very original, rider-quality NC24 VFR with a odometer just over 36,000 miles. This gray market example is a rare sight in the United States and its hammer price is sure to be higher than your average 400 cc bike for the day.
1978 Harley-Davidson MX250 It’s no exaggeration to say that Harley-Davidson has been characteristically established the way it is, but that hasn’t always been the case. Back in the 1970s, dozens of small cc bikes carries HD nameplates from the Italian acquisition of Aermacchi and AMF-HD decaled trail sleds. Trying to cash in on the booming motorcycling scene, Harley-Davidson invested heavily in an all-in-one 250 cc motorcycle for 1978, dubbed the MX250.
Like any other two-stroke HD of the era, Aermacchi was commissioned to build the MX250, but it proved to be an uphill battle. Initial efforts in 1976 produced a clumsy-looking bike, with a weak engine and a modified set of forks embedded in the rear swingarm. Harley and Aermacchi return to the drawing board with Rocket Rex Staten motorcycles on board to improve the program, creating the new ’78 MX250.
Looking like a much more serious competitor, the new MX uses a more powerful 242 cc Aermacchi engine with a 38 mm DellOrto carburetor – good for 32 hp. The previous rear suspension has been scrapped in favor of a more conventional telescopic container shock absorber at the rear and KYB forks with 9-inch travel up front. The lightweight aluminum fuel tank is held in place by leather straps and the chassis is fully reinforced.
The all-new Harley-Davidson MX250 is good, but unfortunately not all is good. Your 32hp is supposed to act like a light switch between 7,000 and 9,000 rpm, making it a bit unwieldy, and heavier and more expensive than competing Japanese 250s. Copy. Even with a team of factory-sponsored professionals involved, the MX250 didn’t make it, and Harley gave up on her motorcycle dreams (and all Aermacchi together) after 1978. Only 900 the MX250 was built for the ’78 model year and it was rumored that many didn’t sell.
While it’s not a win on paper (or on the podium), the MX250 is great in my book of what it can be and its ’70s MX glitzy looks. . Mecum’s W264 batch is said to be an example restored from scratch using NOS parts and is probably one of the prettiest out there. Without any unforeseen issues, this could be worth $7,000 today.
Chief of India 1948 The original Indian Chief was one of those bikes that completely defied brand loyalty. Beautiful art deco influences shine through through the sleek bodywork and wrap-around fenders, along with numerous chrome features. But as the 1948 Chief demonstrated American superiority, the brand and model were in decline.
Despite many attempts at military contracts, the Indians emerged from the Second World War with relatively little to show for their efforts. There were changes to the management after that, and the Director was the only person offered to the company for a few years. Chief was dropped from the Indian lineup in 1949 in favor of smaller, more affordable products, before returning briefly from 1950 to 1953.
Looking from the beginning to the end of a late 40s Indian director, it is difficult to understand the financial difficulties of the company. The finder and wrap-around bodywork outshines the competition, along with all the chrome, lighting and road features you could ask for. Throw a foot over the Chief, and you’ll come across a large sprung saddle, graceful right-tank shifter, full floorboards, and beamed front end. And until Harley-Davidson revealed Panhead in 1948Chief’s twin 74 ci engine has the same 40 hp as the Knucklehead, and the Chief boasts a spring-loaded piston rear end on the HD’s hardware.
Perhaps Chief wasn’t quite prepared for what was to come, as Harley’s Panhead ’48 will use telescopic front forks and add 10 hp. But these days, the Indian Chief is just as great as it is, and can instantly “get in” anywhere. A gem to match any collection, Mecum Lot T12 is a beautifully restored example with a matching engine and a beautiful two-tone paint job.
Bandit Suzuki GSX-R 1100 Skoal 1986 There’s a grin effect that happens when you apply alcohol and tobacco sponsorship to an ’80s speed machine – and that’s no Skoal reference. This 1986 GSX-R 1100 pays tribute to one of the most iconic Suzuki Grand Prix cars of the era – the Skoal bandit.
When it comes to two-wheelers, the Skoal paint color is most commonly associated with the Heron Suzuki team in 1985 and 1986. And while the team didn’t win against other manufacturers in the championship standings, the name does. Skoal loot is still worth celebrating and a limited edition Suzukis remain on display floors adorned with Bandit’s signature green and white colors. These bikes are highly sought after today, costing upwards of $50,000 in some cases.
The look of this 1986 Suzuki GSX-R 1100 has been transformed over a two-year period into a tribute to the faithful Bandit you see today, along with elegant performance tunes from Yoshimura , Öhlins and Tokico. Most notable is the paintwork, hand-painted by Scott Johnson in Team Skoal style. This GSX-R 1100 is powered by Mecum Lot T16If you can swallow the title use off the highway. [Photos Courtesy of Mecum Auctions, Inc.]
