What: 1998 RVF400R (NC35)
Where: Somewhere in Utah
Why: An affordable exotic
Price: $10,900 OBO

From the same seller as the previously posted RC45, here we have what is often considered its baby sibling. This model is the successor to the similar-but-not-the-same NC30 and was produced for the Japanese market from 1994-96.

This example shows 8667 miles, was imported by our seller, and now holds a valid Utah title. It's claimed to be nearly flawless and completely original with the exception of a set of rearsets and striped wheels. It's priced at the top of the heap for the NC series bikes, which may be an indication of their values rising. This would make a useable and fun exotic for someone who fits the compact ergonomics.

What: 1995 RC45 (RVF750R)
Where: Somewhere in Utah
Why: RC45
Price: $48,500 OBO

​By the mid-nineties, the Honda RC30 was showing its age, but back at Honda R&D a superbike replacement was in the works. This homologation special was actually built from 1994-99, but available in the U.S. for the first year only. Borrowing much from both the RC30 and NR750, the fuel-injected RC45 dominated tracks from '95-98. Only about 200 were manufactured worldwide and, per AMA rules, 50 imported to the U.S. with about 20 going to private race teams. It is one of the rarest Hondas and some consider it the best Superbike ever (source: Wikipedia). The U.S. street version made 105 HP, the Euro version 118 and the race bikes up to 190.

This example shows ~10,000 miles but is nearly flawless, It has been "de-restricted" so produces all the ponies Honda intended. Completely original, never raced, no damage history, with all factory accessories and a clear street title. Not cheap, but these rarely come on the market and represent a bargain compared to current RC30 prices. Once the collector market comes to its collective senses, these can only appreciate.

From BarKnee on ADVrider, a couple of photos from a recent ride along the Columbia River Gorge in Oregon/Washington.

This past week was a bittersweet one at the V4 Dreams presentation facility (my driveway). Two projects have moved on to new riders. 

Project 23, a 2002 VFR800, caught the eye of a local rider, Karl. He's looking to move up to the perfect sport tourer and decided this 800 will be the bike for him. Karl was excited to take his first ride on the 800 back home to the Chicago west suburbs. He'll make a great new owner and we wish him fun adventures and safe travels.

Two days later Project 13 was palletized and loaded for the first leg of its journey to Sparks, Nevada, near Reno. New owner Don had had the identical VFR750 back in the day and would like to relive some of that experience.

(Below) An old photo Don sent along of his original Interceptor. It even has the same Supertrapp mufflers!

Does it ever make financial sense to buy a vehicle with a "compromised" title?

That old dilemma is playing out now with at least two eBay listings for 2014 VFR800s.

The key to the answer is the word  "if." If you can confidently say that you're going to keep and use the bike for the long term, then, yes, the huge value depreciation for a salvage title makes sense for you. If you're okay with whatever precipitated the bad title, then that bike may well serve your needs — recovered theft, accident damage, whatever. If you realize that the salvage vehicle will be (a), difficult to sell on, and (b), that your selling price will also be hugely depreciated, then you may be in a position to own a bike with a bad title.

In any case, the guiding concept here is buyer beware. I've owned a few salvage vehicles and each was long-term reliable with no funny noises, handling quirks or dripping body fluids. But they were hard to sell when the time came. Strangely, the older the salvage event, the less buyers seem to care — like the passing of time has ironed out any potential pitfalls. A salvage '78 Honda CB750 seems to be less intimidating than a salvage '14 VFR800. Humans.

In any case, here we have a pair of eighth-gen VFRs saddled with bad titles. The white one is located in Kentucky, shows only 1439 miles, and is sparsely described as "unharmed." It's offered for only $3000 or make offer. A screaming deal, but I would need to know the detailed history of this lost soul. The red bike is in New Jersey and has been listed for quite awhile at $5250 or make offer. I've seen clean-titled 2014's go for not much more than that, so our seller may need a value adjustment, both mentally and physically. This bike has only 498 miles and the seller claims that the light cosmetic damage was fully repaired with only a new gas tank and side panel, and has been inspected by a Honda dealer and the State of New Jersey.

If the vagaries of salvage vehicle ownership work for your situation, then here's two candidates looking for their forever home.

Update: The white bike failed to sell at $3000 and has been relisted at $2700 or Make Offer.

​What: 1991 VFR750F
Where: Nyack, New York
Why: Low miles, great value
Price: $2500 OBO
​Here's living proof that the Honda VFR represents the best value in "pre-owned" motorcycles. Showing only 26,390 miles this nicely sorted third-gen has had a recent and comprehensive professional service, to include forks, carbs, fluids and battery. Tires and drive chain are good to go — this bike is ready for the season. And, our seller is willing to work with the already reasonable asking price. The '91 model is the only year to combine Italian Red bodywork with unique platinum-colored wheels. Another great bargain. Also listed on ADVrider.

Back in January this 2002 VFR800 Interceptor came to us from the original owner in suburban Chicago. Mike had used the bike as intended — a sport touring mount complete with Hondaline saddle bags, top trunk and a Honda extended service package. He racked up 36,000 miles, mostly on the beautiful roads of the Appalachians. Mike is done riding now, and his baby is ready for its next caretaker.
(click on the image for a hi-resolution photo gallery)

Some odd jobs remain to finish up this 2002 VFR800. One can be particularly messy — chain cleaning. Lots of ways to skin this cat, but my go-to is a tool I found many years ago with the catchy name of Chain Zoiler.

This clever device does most of the dirty work for you. It consists of a square-shaped chamber with plastic bristles on all four sides which clamps around the chain. You then tie off the adjustable little rope to a handy spot, like the footpeg, attach a can of WD-40 to the flexible tube, and inject WD-40 while rotating the wheel forward. The device scrubs the crud which drips downward into a catch pan. With the chain degreased, remove the Chain Zoiler and wipe the chain clean with an old rag. I then take the bike out for a short ride to fling the residual WD-40 off, clean the wheel and apply chain lube. Job done.

Next up is the dirty and sun-faded chain guard. I'll use my favorite plastic protectant, 303 (throw way your ArmorAll, this mil-spec product is way better).





(Below) But first a thorough cleaning and degreasing — yes, I even clean the underside, I'm that guy.

(Below) This chain guard looks new. With full access, now's the time to detail the swingarm area.

(Below) This bike is in need of new brake pads all around, but I'll want to clean the entire caliper during this service. With the old brake pads removed, I scrub the caliper inside and out with some water-based degreaser and thoroughly rinse. This gives me nice clean pistons — important because the next step is to push the pistons flush with the caliper surface to make way for the new, thicker pads, and I don't want all that corrosive brake crud and road dirt to damage the bores and seals.

(Right) I compress the pistons by slowly pressing them inward using a padded slip-jaw pliers and a length of old paint stir stick. Remember to first empty the brake fluid reservoir to accommodate the fluid being pushed back through the master cylinder.


​(Below) Before installing the new pads, I clean, inspect and lube the brake pad pin. The pin is reusable if it's not gouged. A light coating of grease is sufficient. Before and after cleaning.

(Right) These pads were on their last few miles.

​(Right)
​Don't forget to polish your nuts!

(Right) Finally, a full-body color sanding and machine buffing to bring out the best of this Italian Red beauty. The headlight lenses get the same treatment.





(Below) Ready for her close-up.

Our seller indicates all the bikes are in running condition with varying levels of originality and cosmetic quality. Details are scarce, but the 500 and 750 look pretty good in the photos, while the 1000 "has been raced in the past and shows it" — a bit of refreshing truth in advertising.

Opening bid is $8000 with a buy-it-now of $9000. Let's break this down: Assuming average condition for the 500 and 750, they might have a market value of about $2000 and $3000 respectively, while the non-original, more "used" 1000 maybe $3000, for a total of $8000. A more hopeful buyer might value them a bit higher, a more cautious type a bit lower. In my experience of buying old motorbikes sight-unseen, I would tend lower. So our seller is in the ballpark. We'll see if someone out there is in the market for an instant collection.

P.S. The listing mentions the Barber collection of VFRs. The photos below show what he's referencing. That 750 was the second bike acquired in this impressive museum collection.

Also from ADVrider's VFR Thread, contributor zzrwood felt the need to tease us deprived American riders with this beautiful photo of his VFR800X. Known in other markets as the Crossrunner, and available since 2011, it's an adventure-styled version of the eighth-generation VFR800 Interceptor. The engine is unchanged from the Interceptor so it's basically a more comfortable, upright V4 800. This photo was taken on day one of his 4000-km ride from Brisbane to the Australian Alps. A lucky guy.