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.

Or maybe the better question is, "what value low miles?" Below we have a selection of low-mileage V4s offered recently on ebay. Those of us who mess regularly with old motorbikes know that the years alone usually manage to get the best of them, despite the amount of miles. One of my primary questions posed to sellers is, "do you know the history of the bike?" Regular use, no problem. But a 15-year lay-up in the back of a damp garage usually equals lots of issues. Here's a great mileage vs. price comparison:

1985 VF1000R
Sold at $12,700
Showing an unbelievable 249 miles, this "R" model is described as "museum quality" with original tires still mounted and all systems refreshed and ready to go. While employing a bit of hyperbole — "It was the most glamorous, limited edition, super sport bike of its time" — it does indeed present as new as you're likely to find outside the Barber museum. Interestingly, the seller was located in Birmingham, AL, home of the Barber.

1985 VF1000R
Sold at $1,250
At 1/10th the selling price is this well-used example of the same model.  Showing 48,000 miles and not run for the past five years, this one will need lots of love to see the road again. And did I mention that it will need to be imported from Canada?
Here's the conundrum; the low-mile bike is too pristine to get much practical use from, while this one isn't worth the time and money to bring back, except as a daily rider.
Which would suit you best?

1984 VF1000R
Unsold at $10,000
It seems the 1000s have been coming out of the cracks, and here's another beautiful example, showing only 2900 miles on the clock. Correctly prepared for storage in 2009 and displayed in the seller's home, he claims original condition, but the Yosh slip-ons certainly aren't. With nice original mufflers getting more rare by the day, this may, in fact, have been the deal-breaker for the seller's high-ish opening bid.

2008 VFR800
Here's a rare bird in factory grey color with an amazing 252 miles showing. I've never seen this color and think it looks awesome, especially with the white "factory" wheels. A claimed one-owner (a certified tech, at that) with all original parts included, it was offered at a reserve of $5500 and buy-it-now of $5900. We're not sure of its status, other than it's "no longer available." Did some savvy buyer snap it up or did the seller come to realize that he may have undervalued this beauty?

1999 VFR800
Sold for $4000
Now this might be called the working man's low-mile find. With a very comfortable 4500 miles and described as "nearly a museum piece," this second-year 800 has had the mechanicals brought up-to-date, fresh sporting tires, and aftermarket pipe and bar risers. Nice. It will be many years before these fifth-gen models reach collector status, if ever, so the buyer may have paid top retail but got a very useable, long-term motorcycle.

1996 VFR750
Auction ends Aug. 27th
And here's your chance to grab your own low-mile V4. At 4800 miles and some "normal" wear-&-tear, this looks to be a very nice forth-gen 750. Still wearing its original tires (yikes!) and a repainted tail section, this one would surely clean up nicely. The photos look great and the seller is including fresh rubber. I like this year and this bike! And only three hours away....

Update: No sale. With 38 bids up to $2375, it failed to meet reserve. I have to agree with the seller's strategy here; this VFR is worth at least $500 more. But from the buyer's perspective, if transport is needed, well, there's an additional $500 out of his/her pocket. Still, this would represent a lot of bike and still be well-bought at $3000. I would encourage the seller to try again with a bit more effort toward marketing.

If you're an experienced motorcyclist, you'll inevitably get asked the cocktail party question, "What bike should I (my son/co-worker/nephew/girlfriend/veterinarian) get? I need something fun, good-looking, dependable, cheap to own and something that can grow with my abilities." You see where I'm going with this. The VFR series checks all those boxes and more. Outside of a full-out cruiser, dedicated tourer or dirt bike, the VFR is well-known as the best all-around fun bike ever produced. And if the questioner is on a budget, all the better, as our Interceptors and their variants run the gamut of vintages and values.

And, here's a perfect example of where I steer the potential buyer. Offered on ebay, this 1996 VFR750 appears as a well-kept and tastefully modified Interceptor. Often considered the best generation of VFRs, this beauty boasts aftermarket windscreen, muffler, levers, shiny nut/bolt kit, rear fender eliminator and later generation mirrors. The mechanicals are up-to-date, valves checked, carbs cleaned, fresh tires mounted and the Honda dealer's receipts to prove it. 

Offered in arrest-me-red with light wear & tear and 21,000 miles, this one is ready for its happy new owner. It's also a perfect candidate for a fly-n-ride — located in Ankeny Iowa, a suburb of Des Moines. Come to think of it, that's not too far from me..........

Update: Sold; well-bought at $3302.

While rebuilding the carb rack for the 700 Resurrection Bike, I laid out all the internals before reassembly began and snapped a photo. If you're facing a carb cleaning, here's what lies ahead — but don't be too daunted, as things generally can only go back together in their appropriate place. 

Here's what I found upon disassembly. Carb neglect can be an ugly thing. What these internals told me was that this bike had been sitting unused for a long time. Amazingly, this all cleaned up with some toothbrush scrubbing and a dip in the ultrasonic tub. One slide diaphragm was found to be damaged and the low-speed jets were clogged (of course) but otherwise a straight-forward carb service with fresh O-rings had these back on the bike later that day.

I've seen worse.

I brought this '86 VFR700 F2 home last last year, and with no title, intended to use it as a parts carcass. The seller had bought a foreclosed home in Cary IL and found this sad situation abandoned in the garage. As the tear-down progressed, I realized the bike is relatively complete and unmolested so if the mechanicals proved worthy, it might be worth pursuing a replacement title. 

This past week I finished up the mechanical checks, remounted the carb rack and pushed the magic button. The engine roared to life, literally, as the unmuffled straight pipes rattled the shop walls and filled the air with partially burned Marvel Mystery Oil. Awesome.

The plan, assuming a title can be procured, will be to assemble a complete, well-sorted daily driver from bits and pieces I already have in the hoard. Should be a fun project.

I'm completing the tear-down of an '86 VFR700 parts bike (not the same bike featured in the following posts). I guess when you reach the crankshaft you've reached the end point, and here we are. If you've never seen the cases split on the V4, here's a look. The VFR's signature gear-drive valve train begins with the splines located in the middle of the crankshaft, supported by eight large and heavily torqued studs in addition to about fifteen smaller case bolts — this is one sturdy crankcase.