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  2. I should have mentioned this earlier, but the abs is why I decided to get the the 6th gen. Whatever you decide, I can't recommend a VFRness from Tightwad enough along with an onboard voltmeter. Sent from my SCH-I545 using Tapatalk
  3. I just couldn't operate the original rocker switches at all with normal gloves on, even with my lighter weight summer gloves it was hit or miss as to whether I could get it to operate. Now with the new switch it's very simple.., so easy in fact, that I set the MEM button to 22mph and use it every day in the stupid 20mph zones that have sprung up in the main thoroughfares in Edinburgh.
  4. Mmm, 90's bike porn
  5. That's what I was gonna do too. Looks great to me! Thanks!
  6. I agree Dave, if you need to look then you have bigger problems than setting your CC Though in saying that, in keeping with standard motorcycle switches these are all labelled with little graphics which I can't recall having ever looked at except when standing next to the bike..
  7. Today
  8. featured
  9. The best place to spend a Monday is at the racetrack. Two days ago Monday I went to Thunderhill in sunny Willows, Ca (107 degrees in the shade in the pits) with my dad. He rented a Ninja 300 for his first track day and I took my '14 Interceptor. We both had a great time despite the heat and he wants to go back (no objection from me, I love T-Hill). My old dad worked with Daniella, one of the Keigwins instructors, for two sessions and saw a lot of improvement in his lines. Sadly the adhesive holding my camera mount to my helmet failed (did I mention it was hot?) so I only got footage of my second session. A few observations from my second TD on the Interceptor: 1. As my pace comes up I can feel the weight a lot more. I want to get a lighter bike for the track now. Maybe an R3 or Ninja 300. 2. Pilot Power 2CT tires are great for the street and a slower track pace. They started getting kinda melty by mid day (my suspension and pressure are set correctly). On the back curves (6-7-8-9) if I made it into one long curve under throttle I would overheat the rear and get some wiggle whereas if I hit the apexes and exits cleanly and maximized my straight up riding I didn't get wiggle. 3. The braking zone into T1 is kinda bumpy and under heavy braking pressure occasionally sets off ABS. 4. Quick shifters are really fun at the track. I scrapped my left boot a few times trying to get ready to shift while in a lean, I can see why the racers use GP shift pattern. The Interceptor really is a do-everything sport bike but since its 100lbs heavier than most repli-racers it doesn't do the track quite as well. My previous sportbikes were a '99 R6 and an '06 CBR600RR, so is heavier than the bikes I've done all my other TDs on. After seeing what the ultra-lightweight supersport class bikes (R3 and Ninja 300) are doing at T-Hill I'm tempted to buy one.
  10. I was hoping someone would make a high-res poster of this. It's perfect. Guess I'll have to get more of these as well (and yes, I know how filthy my bike is.)
  11. Only thing that ever went wrong on my Triumphs was the street triple R rectifier/regulator died at 500 miles on the ODO , still under warranty. My suzukis, well I lost count on stators replaced, fork seals replaced.
  12. The price of the extended warranty is negotiable too, by the way. ;-) Under $800 including the lock bits. I'd have to check the invoice at home later to give you a better number.
  13. That is Honda of Toledo , I got my dealership (DFW Honda) to match their price on bags but I had to pay 8.25% sales tax BUT I got them to include the labor of keying locks which after doing that once was well worth the price, took me about 2 hours to key my trunk on CTX, and my old hands and eyes don't work so well. We have 2 Honda dealerships in DFW TX area, onc had 14 deluxe at $8.999 and the other $8499 , I too got DFW honda to match Dallas honda, the GM looked at it like not letting the other dealerships getting the sale. Of course acted like there was no meat left on the bone but I know they get money in the back end plus "sales" all count.
  14. Quite. I don't think a steering damper is called for either. I worded/quoted that poorly, sorry. What I was getting at is that while it's hard to make a stock 4G VFR even slightly unstable given the lazy geometry and limited adjustments available, this one is actually not stock given that it has finely adjustable suspension components which is great but introduces a real possibility to mess things up. A combination of forward pitch and mismatched suspension settings could explain the "issue", IMO.
  15. once you've used it a few times the legend would be redundant. I don't consider it a necessary expense. If it isn't 2nd nature then you shouldn't be using it.
  16. Damn man, great trip ruined. Still, memories and an SP2. Glad you're ok :)
  17. I doctored your shirt design to fit the square format. If you don't want it, it didn't cost a thing. ;-)
  18. That video is fantastic and a great piece of riding there smoke!!! Thanks for sharing.
  19. Hi folks, I started the charging system rejuvenation process last year. My system was working perfectly 12.5-13v at idle, 13.8-14.1v at 1500 RPM & 14.4v at 5000 RPM, but I wanted to insure against future problems. My stator-R/R plug (3 yellow wire) was getting hot, but not yet burned so I cut that out and soldered & heatshrinked the wires. No heat in the wires now. Then I bought a mosfet R/R and installed that. It came with a "kit" of 12 gauge wiring, a new 3 yellow wire plug and a weather-proof 4 terminal plug for 2 red and 2 black 12 gauge wires (1 red & 1 black directly to the battery). When I cut the original R/R harness, I put 1/4" spade terminals on both sides of the cut and matching connectors on the new R/R wiring for an easy roadside swap if it was ever necessary. (I have read stories that not all of these are as reliable or long-lived as they should be and I didn't buy the "name brand". My decision, you may decide different.) That's when the trouble started. Idle voltage was 13v, then 13.8v at 1500-2000 & 13.8v at 5000 RPM. When I unloaded her after the big move, I went for a ride to get gas only to need a boost at the gas station. I found the 3 yellow wire plug had come undone. Aha, I thought. But no, even after a charge and a ride a week later it still cranked over slower than normal. Yesterday I put the meter on it and watched it intermittently lose charge. Hmmm, then I watched the 3 yellow wire plug and saw an occasional arc. One of the terminals had pushed out a bit the last time I connected it at the gas station. I fixed that, but DAMMIT, 13.8v is still not right! So I thought about it and realized that the spades in the weather-proof plug that came with it were less than 1/8" wide. Why didn't I think about that before - nowhere near big enough. This also explains why the wires connected directly to the battery made no difference to the voltage received by the battery. This morning, I went out and snipped out the plugs - both of them. They weren't necessary anyway since I had the 1/4" spades in there for emergency use. I reconfigured the connectors and got 13.8v at idle and 14.2v at 5000 RPM. Then I connected the extra red & black wires directly to the battery and now have 14.2v at idle and 14.3-14.4v from 1500 all the way up to 5000 RPM. So, those 2 wires to the battery are worth 0.5v over the stock harness. This morning I started to do The Drill ( http://vfrworld.com/forums/showthrea...2131-The-Drill ) until I was sure I had no stator or R/R trouble. I also read through Jeff Barrett's write-up on the charging system of his 6th gen ( http://vfrworld.com/forums/showthrea...ectrical-Loads - great job, Jeff). The moral of the story is to go with a mosfet R/R, 12 gauge wire, connect the extra red and black wires directly to the battery and do the 3 yellow wire fix. Cheers, Glenn
  20. You'd have to make some SERIOUS geometry changes to make the front end become twitchy enough to justify a steering damper. But, whetever, the OP can do what he likes :)
  21. I pulled the trigger on a set on the 3's and they will be installed next week... glad to hear some good reviews here on top of what I've read.
  22. I looked them up and they are sports tyres but not excessively aggressive. In fact, they were praised for their stability so I'd rule them out as a cause (unless poorly balanced, which you would notice, or otherwise faulty from the factory, which is not very likely).
  23. If only we could have a letter or 2 or 3 etched out under/above the buttons. There is space so.....just above and beneath the LEDs. :ON", "MEM", "SET", "RES" that would just make everything simply AWESOME....especially on the square unit. So Prez...what do you think?
  24. Makes the hair on my neck stand up with a big gulp... Sent from my XT1254 using Tapatalk
  25. Ken Hill shared this. Going to miss Nicky, a truly great guy. What I posted on social media today....The first time I officially met Nick Hayden was at a Freddie Spencer Riding school at the end of 2006. NH had just won the World Championship, next years Moto GP bikes were going to 800cc and NH was there to ride with Freddie, working on his next steps for the new era of displacement. Nicky walked in the instructor dressing room that first morning, and after some small talk said, ‘Hey guys, this is what I’m working on, let me know what I can do better….” So for the next few days, we rode with NH, watched Freddie work with him and had full access to his thought process of his riding. Those few days (and a few more like that later) were instrumental in building the methodology and the language I use today. Sitting on the inside of the track at LVMS with Nick Ienatsch, we watched Nicky ride, lap after lap, later talking with him and decoding his thoughts, simply a priceless experience. Nicky’s thought process to his riding was simple, which became the cornerstone for how I teach today. There was no complication, just a very clear and concise way of hauling ass. His dedication to training, to be better at his craft, was simply unparalleled as witnessed by him running low on gas, coming in, filling up to go ride again and never getting off the bike. He just wanted to be better. Losing Nicky is more than losing a good dude. Losing Nicky is losing a piece of what we all wanted to be. His dream and our dream, that a Kentucky kid, brought up in a great family environment through hard work, sacrifice and dedication, could be a MotoGP World Champion. Losing Nicky seems surreal. It can’t be. He was so much hope and inspiration for SO MANY people, larger than life, yet somehow completely reachable, as witnessed by many of the riders I work with that rode and trained with him. Losing Nicky hurts on so many levels, but I will do as Nicky would do – share what you do with others, never stop working at being better and to keep riding. Godspeed NH. Ken Hill
  26. A stock VFR does not need a steering damper, ever. The OP's suspension is aftermarket front & back and it sounds like they were not exactly purchased together from a reputable specialist, hence big unknown in terms of geometry, spring rates and damping. Was that Penske made for your bike ? Since you tried raising the front, I'd assume it raises the back quite a bit. Correct ?
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