Well, not a 'Beretta', but definitely one of my 'rides'...
Been working on another bike I picked up some months back, a Honda V-4 Interceptor 1000. Wanted one of these since they came out in the early '80s...
I know Honda VF-series very well, and have two 750 "V45" Sabres (one a parts/project bike, the other was my daily-rider back in college and early work-years, rode that one coast-to-coast as well during Summer tours back in the day -absolutely fantastic bike). I also had a 700 race-prepped Interceptor for a while, but the previous owner had abused it at the track and finally bent the forks and cracked the front wheel... I had fixed that, but never got the engine running right, finally sold it off many years ago to a friend of a friend who fell in love with it.
This Interceptor is the first of the production gear-driven cam models, harkening back to the original V-Four open-class FWS1000 race bikes Honda made, and is not prone to the oiling-issues that ruined the reputation of the early VF bikes.
I have been swapping the sleeker sport "F" model bodywork onto my repli-racer "R" model, and the subtle little differences make each step a small (but mostly fun) challenge. I just finished welding on the last turn-signal mount (two were missing altogether and a third was broken in half) today, and have an LED headlight assembly I grafted into the front-end working very well. Complete custom mounting plate (turns out the "F" model headlight bucket sits a scoshe further back than my "R" model's bucket, so I decided to go all-out and build from scratch) gives full adjustment, and provides plenty of room to add a projector-style driving-light later on if I want extra illumination on the road. Interestingly, both versions of the Interceptor 1000 had a second radiator hidden behind the headlight, so there is a LOT going on up there.
Yesterday was my first true shake-down ride of the bike, still not very long due to the multitude of small projects left to do on it, but it was good to get some air through the carbs. I found that at full throttle in top gear, the clutch will suddenly let loose, for instance. Same issue my Katana 1100 (overbored to 1200-something) has just developed, but less severe (less power on the Honda too, though in 1985, this was THE fastest production bike yet made). She runs good, but has some unwarranted vibration at RPMs. Honda's 90-degree V-Fours are naturally very smooth, and I didn't notice this during the shorter test-rides I have been taking the bike on over the last couple of months, so I'm thinking I may have to go through the carbs again. Good power though, pulls strong if somewhat tamely (compared to my other open-class bikes, at least). I had lowered the front-end about 2.1 inches, mostly to get the very low handlebars to clear the taller "F" model fairing, and had concerns about the altered handling from increasing the steering-angle rake, but it actually handles very easily, and feels much smaller and lighter than it really is (about 600 pounds, like my other large-displacement bikes). For a high-peg low-bar race-type bike, it is actually quite comfortable. I will still take my Katana for all-day touring at this point though...
Up next is repairing the wiring to the rear turn-signals, switching the rear wheel and braking system out for the "F" model's parts, and mounting the instrument cluster a little farther forward -and fixing the damn tach-needle that broke off randomly during the last ride.
I'll start a thread later on it, when I have some decent pics of it. For now, I am just working on it and having fun -something I haven't been having much of lately when picking up a wrench.