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sfdownhill last won the day on May 22

sfdownhill had the most liked content!

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About sfdownhill

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  • Birthday 04/14/1964

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  • Location
    Vista CA
  • In My Garage:
    2001 VFR
    2002 VFR
    2003 CRF450R

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  1. Wow - so many nice parts. Wish you could have built it. Please stay around...you might see these components end up in a fantastic build thread.
  2. +1 on what Duc2V4 said... I'd like to purchase the rear wheel please.
  3. Sounds like you are asking about the plastic trim clips Honda calls 'clip, drive chain case'. The 6th gen requires two of these. They are part number 90684-MBG-003 shown here as #18: http://www.partzilla.com/parts/search/Honda/Motorcycle/2004/VFR800+AC/SWINGARM/parts.html
  4. I found exact matches for Honda Italian Red R157 at Colorrite Distributing. The dealer referred me to them when I went I asked hime for touch up paint. You'll need the official color name and code number, but I found Colorrite to be a good resource.
  5. Matt - which front and rear calipers did you end up using on your final delink?
  6. Nicky was a man with class. It was obvious that he always worked his butt off. He never played games or gossiped about other riders, people, or teams. It is unfathomable the level of natural talent required to win an AMA 600 supersport title alone, then Nicky goes up from there. Way up. An AMA superbike championship in 2002 when the class was roaring with mutliple factory entries, Mladin and other greats. Motogp 2006. Nuf said. But the talent and work ethic alone wouldn't have resulted in those accomplishments - he had that something more that we are all chiming in about here.
  7. The reason not to simply reverse DC polarity and thus reverse the direction of rotation of a fan blade is actually an aerodynamic one. The most important feature of most motorcycles' fanblades is their airfoil shape - the curve of the blade from leading edge to trailing edge. This curve achieves greater flow at a given rotation speed through Bernoulli effect. 'Lift' occurs with low pressure on the convex side of the blade and high pressure on the concave side. Rotating the fan in the opposite direction would actually reverse this gain in flow - even less lift than flat blades would be generated. Flat blades would function in a more Newtonian manner, like paddles rather than wings. It's not directly related to flow, but it is interesting to note that the angle of attack also varies from the hub to the outer 'tip' of the blades. This is because the blade's linear speed is slower at the hub. The blades have greater pitch or angle of attack at the hub than they do at the outer end of the blade in order for the entire fan to flow air at nearly the same rate across its area.
  8. Thanks Terry - that is a table I've long thought would be of great value, and so it is. The various force ratios present some unexpected results, but your methodology is sound. Speaking briefly of things that fend, does anybody have experience with the front fender extender products? How are they at reducing grime accumulation and road debris impact on lower cowls, front exhaust primaries, front cylinders, etc? My bad - it's a moose. I heard it on XM radio, so I thought it was an audio bit, plus all the discussion about deer activated my fixation complex. Hitting a deer while riding a VFR sucks only slightly less than hitting a moose...
  9. Maxswell - have you ever heard Woody Allen's standup [audio] bit about hitting a deer in upstate NY? MsRN98 I'm attaching a couple tables the guys here have shared. I believe Mello built the rear brake ratio chart. I don't recall the origin of the USD fork chart, but you're leaning toward F4i, so the USD fork data is just interesting reading. Copy of Inverted Fork Swap Data Excel 2003.xls
  10. Thanks Maroon, I'll get some washers on hand, and give it a shot. Really, what's another twelvish dollars between me and Honda America at this point?
  11. Great feedback gentlemen - thanks. Cutting an F4i rear master pushrod sounds mandatory and is no big deal. Terry, I wouldn't say your humor has me rolling round on the ground, but I did laugh at your wordplay. You pointing it out made it even funnier. OZ, as far as I know, your use of the CBR250R rear master is new to the party, and it's 14mm. Cool.
  12. Speaking of master cylinders, my notes show VTR, RC51, and F4i all having the popular-for-VFR-delink 14mm rear master cylinders. Is this accurate? Since we are talking about a fork upgrade which possibly includes a brake delink, I hope this doesn't qualify as a thread hijack. Are any of these rear master cylinders favored over the others? Do they all have pushrods that are too long for the VFR and need to be cut down? RVFR I was just rereading your post from early in this thread - dang your bike takes a purty photo! Sorry I didn't see that you'd already stated your suspension turn around time before I asked. I might have missed the answer to this question too, but which rear master cylinder did you select?
  13. I'd follow Terry and Mello w 30/32 front calipers and a 17.46mm master cylinder [11/16 cast into the reservoir] found on RC51 SP2s and early CBR600RRs. There is a close cousin to the 17.46mm front master available in the 15.875mm [5/8 cast into the reservoir] found on F4 and up CBR600's and others. I believe it was older ST1100s that had 16mm masters - not sure. I've gathered a bunch of data, all from guys on here who have been there, done that.
  14. Thanks guys. Heating, cutting, and/or welding keep coming up. I'm not adverse to these options, I just see them as last resort. The headers are freshly ceramic coated iwht zero hours on them, and the canister assembly has ceramic coating of an indeterminate age. I hope not to have to start over on the coatings.
  15. Oh, and +2 on Duc2V4's assessment of 5th gen stock brake hoses. Because of the number of brake hoses, it is critical that you fill and bleed carefully and, after the last step of filling/bleeding, zip tie your brake lever gently toward the handlebar and use a tiedown run through your center stand to press the brake pedal, then leave them that way overnight. This allows any residual bubbles to slowly escape upward while the system is under light pressure. Thanks for the DMr info terry and RVFR.