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.

No, I'm not building the next hipster noir bobber feature for EXIF. This is actually step one in deep cleaning Project 13. By removing the seat subframe and fender, accessibility is really opened up for detailing and condition inspection for the rear portion of the machine. I expect to be replacing the rear shock assembly, so it's now more accessible too. Note that the drive chain and front sprocket are removed in anticipation of replacing those components, along with the rear sprocket, of course. Removing the carb rack and sealing the intake tracts with plastic allows me to easily clean and rinse the intake valley. Likewise, removing the radiator and hoses allows much easier access to the front head for valve clearance checks.

I scrub everything with a biodegradable degreaser, a purple one with the unimaginative name of Super Clean which I get from the local big-box home improvement store. Some of these degreasers can etch bare aluminum, but this one seems pretty safe. Twenty nine years of chain grunge doesn't come off without a fight but perseverance will win the day. The forks will be removed for steering head bearing service, so that area will be detailed in its own good time.

This may be the nastiest chore in refurbishing the VFRs, but there's a certain satisfaction in the results. There's much work ahead, but no one likes to wrench on a dirty machine.

Recently sold via eBay listing is this very nice and very elusive VFR400R. This model was never offered in the U.S., designed primarily for the Japanese home-market where the 400cc and under class was popular, mainly due to drivers'  licensing restrictions.

Earlier, America got an upsized VF500 version of the V4, but this jewel, designated the NC24, was a later design much in line with the larger RC30 and third generation VFRs. This bike would later morph into the iconic (outside the U.S.) NC30 and later still into the NC35, produced through 1996.

Available only in the Rothman's replica scheme for the '88 model year, this one shows 28,000 miles and "fair" condition bodywork. Legally imported from the UK, ready to ride and located in Austin, TX, this VFR400 sold for $3600. reinforcing my notion that small-displacement motorcycles just don't have the appeal in this country.

Without ever putting rubber to the road this Craigslist seller in Chicago managed to do this to his unsuspecting '85 VF750 Interceptor. In his own prose: "Custom painted tank and fender...skulls, stripes...red...whats not to like?" Well, we can start with the fact that it's not running and hasn't for at least a year. Or how about the lack of a title? Amazingly, he even purchased the bike with no title. But wait, there's more: "...never had the chance to put mechanicals back together but I have all the pieces." Run. Away.

Also stalking the dark alleys of C-list we find this derelict beast. With fewer than 13,000 miles this '84 VF750 is likely destined for eBay's great parts heap in the sky. At least the Milwaukee seller has a title. No word on its running condition, but being as he's managed to "misplace" the right-side foot peg, I'm guessing the old VF hasn't turned a wheel for awhile. $750 includes aftermarket lower fairing panels (need work) and new handgrips.

Just listed on ebay is this U.S.-spec VFR750R. Showing 23,584 miles it appears to be a very well-kept example, and one you wouldn't feel too bad about actually taking out for a Sunday morning run or local bike night.

The seller describes the condition as both "perfect" and "practically perfect." My dictionary lists only one definition of "perfect," that being "without flaw." Considering the extraordinary subject, the rather ordinary photos indeed seem to indicate nearly spotless cosmetics — the only flaw I noticed was a few nicks on the left fork stanchion. A walk-around video is included in the listing for your enjoyment.

The opening bid is a slightly optimistic $23,500 with no further reserve, the seller noting that the "higher mileage keeps it in a more reasonable price range." Collectors, of course, want low miles and riders want a deal. Personally, I would place a real value of $20K on this beauty. Good luck to the seller and I hope the new owner occasionally graces the road with this RC30.

Update: Sold, with two bids, at $23,500

A Swiss collector is offering his 400-mile VFR750R for sale. This bike would be a unique sight in the U.S., with its Swiss-spec single headlight. The seller is willing to help you arrange for shipping, certainly a plus. The only deviation from original condition seems to be the performance CDI install, which gives back some of the government-restricted horsepower.

Price? The seller indicates that he won't consider offers under $33,000, and notes that a similar low-mile example sold at Bonhams for $50,000 so he's probably fishing for about $40K. Your typical rideable RC30 goes for the mid-20s in America, but this one is probably destined for someone's Garage Mahal.

Find more information over at raresportbikesforsale.com

"One is apt to overestimate beauty when it is rare," wrote Mark Twain. This observation holds true in our sport more times than I'd care to admit — the Munch Mammoth of 1969 comes to mind. Obviously, I'm biased toward the Interceptors when it comes to classic sport bikes, but there's one period comparison that I've never quite understood, and that's the visual attraction of the original Suzuki GSX-R 750.

Here we have an example of Suzuki's best effort in 1986, the GSX-R750 Limited Edition. The LE boasted a nearly 60% price premium over the standard model, and for that the buyer got a dry clutch and seven pound weight savings. At $6500 it was the most expensive Japanese sport bike available. I'm certain that many see a pleasing aesthetic in its pudgy body, Electrolux exhaust and garish paint, but it escapes me.

Compare the GSX-R to the same year Honda Interceptor.

Lines, angles, shapes, color. These design elements blend into a cohesive style. I don't know what style Suzuki was chasing (Steampunk Endurance Racer?), but they missed the mark.

And don't get me started on engineering and build quality....

While gathering the pieces to use on Project 13, I assembled them for a photo-op. The mid-'80s represented the beginning of mainstream fully-faired motorcycle design (with a nod to the '77 BMW R100RS), and things just got more complex from there.

Today we're actually seeing a return to a naked and semi-naked look, and anyone who's had to deal with the cosmetic consequences of a crash or even a driveway tip-over will appreciate that. These old bikes may be beautiful, but their beauty is fragile.

Work has begun on VFR project number thirteen
The victim is a 1986 VFR750, bought locally late last year, in running but not riding condition. The cosmetics are a mess, but the mechanicals are excellent and the odometer shows 21,400 miles. The seller was a young man with good intentions, but the project lost steam and I stepped in. He quickly bought a beautiful forth-gen Interceptor as a replacement.
On the day of arrival....

The plan begins with a cosmetic restoration of all the bodywork in red/white/blue and then finish the bike as close to OEM condition as possible, with just the minimum upgrades, like braided brake lines. First up, I'm just now finishing prepping the plastic for my painter. Lots of plastic repair was needed, something I rather enjoy. I use a combination of plastic welding and Plast-aid repairs, depending on the application. I'll end up with about 40 hours of labor prepping the bodywork, then some $1000 in paint work and repop decals. My painter and I have worked with a local automotive paint supplier to match the original Shasta White, Candy Aleutian Blue and Fighting Red, as the original paint codes no longer provide a working formula for suppliers.  Note: the name "Shasta White" does come up in an older Honda automotive color, but it doesn't spray out the exact same white as our bikes.
Stay tuned.