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A pre-production prototype header assembly with specifications nearly identical to the Two Brothers Racing [TBR] 5th gen VFR 800 header is now being constructed in southern California. This is a new thread duplicating a post on the VFRD '5th & 6th VFR 800 Header build' thread. The objective of this new thread is to give the project described below an opportunity to stand on its own two legs. There is a metric ton of valuable data and opinion on the old thread, so if you're new to VFR headers and curious about the gestation of this project, don't deny yourself the pleasure of reviewing it. Here is photographic evidence of the work in progress. This is a photo of the jig that has been fabricated in order to get the proper layout of the performance headers. Photos taken 12/26/2018: *Acknowledgements: From the start of this project, we knew we'd need help, and so sought assistance from some very well respected, long time VFRD members. Special thanks to VFRD member Cornercarver for the generous and trusting loan of his prized, irreplaceable [Until now!] set of original TBR headers. We also would like to thank VFRD member RVFR for his support of this effort through contributions from the 2017 gofundme header fund. Contributing members - all massively experienced and extremely helpful - include but are not limited to: Sebspeed, Cornercarver, TimmytheCop, MiniCarver, BusyLittleShop, BuzznerSuntrusts, RVFR, Mohawk, Mello Dude, CandyRedRC46, Stray, keef, voided76, and 3dcycle. Our sincere thanks to all these individuals and others for their wise counsel. Without you, we could neither be getting a prototype built, nor could we have established a path to a production version of this performance header. *General information / major bullet points: [1] The production version of the performance header assembly described here will be hand built in southern California and cost $760.00 plus shipping from the manufacturer. California residents need to add 7.75% state sales tax. [2] The header will fit 5th and 6th gen VFR800s. [8th gen owners, see Note 'a' below] [3] The header will go into production when orders for 15 units are received with a $200 deposit per unit. [4] The prototype header is scheduled to be completed by 1/11/2019. [5] A baseline dyno run of a VFR fitted with 98/99 headers and same day/same dyno full tune of the same VFR with prototype header installed is scheduled for the week of 1/14/2019. [Dyno testing methodology is detailed under 'Dyno testing procedure'] [6] The list below of deposits received will be kept updated, and we will be adding a second list of individuals interested in seeing the dyno results before placing a deposit. If you are interested, PM us and let us know the following: a] which gen VFR [5th, 6th, or 8th] you would like a header for b] which fueling management system you use or intend to use c] which slipon muffler/midpipe you have or will use d] if you intend to have your exhaust system dyno tuned e] if more than one unit, how many headers you are interested in purchasing f] if you are placing a deposit *A LIST - 5th gen/6th gen header orders with deposits received: -Duc2V4 5th gen Rapid Bike TBR slipon yes dyno tune 1 5/6th [maybe 2nd header for 6th gen] -sfdownhill 5th gen PCV Wade full system yes dyno 1 5/6th [maybe full system] -Hammerdrill 6th gen PCV Gutted OEM [maybe TBR] yes dyno 1 5/6th -VFR7503 6th gen PC3 has TBR and Leo Vince maybe dyno 1 5/6th -WackenSS 5th gen PC3 [RB in future] Leo Vince yes dyno 1 5/6th -jim v 6th gen PC3 [maybe RB in future] Micron yes dyno 1 5/6th [maybe full system] -MadScientist 5th gen PCV w autotune Micron low, MIG high autotune [maybe dyno] 1 5/6th -bornes 6th gen Rapid Bike SC Project CR-T yes dyno 1 5/6th -Airisom 5th gen PC3 or PCV Delkevic yes dyno 1 5/6th -CornerCarver 5th gen PC2 or better Wolf [sweet!] yes dyno 3 5/6th 5 eng in 6 chassis PCV Staintune yes dyno 6th gen Rapid Bike OEM -3dcycle 6th gen 1 5/6th -Sebspeed 5th gen 1 5/6th -Mbrane 5th gen PC [which PC TBD] miscellaneous yes dyno 2 5/6th -wholepailofwater 5th gen OEM/TBD Staintune 1 5/6th *B LIST - parties interested in purchasing a 5th/6th gen and/or 8th gen header who prefer to wait before placing a deposit: -Samuelx 8th gen RB or PCV current Delk, Yosh, OEM maybe dyno 1 8th -Voided76 8th gen Rapid Bike Assorted slipons 1 8th -Stray 8th gen header front rad 5th 1 8th -HighSideNZ 8th gen header 6 chassis /825cc 5eng/front rad Rapid Bike Leo Vince 1 8th -EX-XX 5th gen PC2 Custom midpipe/slipon yes dyno 1 5/6th -boOZZIE 6th gen Rapid Bike Micron yes dyno 1 5/6th -RC51Nick 6th gen Rapid Bike/autotune Staintune autotune 1 5/6th -carlgustav 6th gen Rapid Bike M4 no dyno 1 5/6th -CornerCarver 8th gen header front rad 5 eng in 6 chassis PCV Staintune yes dyno 2 8th 8th gen header front rad Torocharged 6 gen Rapid Bike Staintune looking for a dyno capable of handling it -Sebspeed 8th gen 1 8th -MooseMoose 5th gen Rapid Bike/MyBikeTunig Delkevic 1 5/6th -Tirso 5th gen PC3/PCV w auto Staintune no dyno 1 5/6th -adkfinn 5 gen PC3 Black Widow yes dyno 1 5/6th -fly750 8th gen 1 8th -Funkatron 5th gen PC3 TBR maybe dyno 1 5/6th -interceptor69 5th PC3 Vance & Hines no dyno 1 5/6th -jimmyp 8th gen PCV or Rapid Bike Arrow autotune 1 8th *Background: Over the past year, VFRD member Duc2V4 and I have made an exhaustive [ouch!] search for a manufacturer/fabricator qualified and willing to produce a reasonably-priced, high quality "replica" of the Two Brothers Racing 5th gen header assembly. The TBR is the accepted standard in production VFR performance exhaust systems. After unproductive efforts with several fabricators, in August of this year we were referred to and contacted a gentleman named Wade, founder of an established southern California exhaust manufacturing firm. Wade expressed interest in taking on this project. Communications about and development of this project have continued with Wade since August and resulted in the construction of the fixture pictured above, along with a pre-production prototype header, a dyno testing schedule, and a commitment to build a production run of 15 units. *Dyno testing procedure: Testing will consist of a baseline dyno run of a 5th gen VFR with OEM 98/99 headers installed [See Note b below]. After the baseline run, the test VFR's 98/99 headers will be removed and replaced with the prototype performance header assembly. On the same day as the baseline run, a full dyno tune will be performed on the subject VFR with performance header installed. The dyno tune will be performed on the same dyno by the same dyno technician, with the same air filter, same fuel management system, and same midpipe/muffler. [Test subject VFR is described in 'Test bike'] *Some dimensions, features, and specifications of the header will be taken from the TBR. The new header will incorporate the following specifications from the original TBR header design: -header construction will be from 18 gauge 304 stainless steel tubing, [0.049"/1.24mm wall thickness] -header will have 38mm od primary tubes [1.5" od] -header will have 41.5mm od secondary tubes [1 5/8" od] -header will have 51mm od collector tubing [2" od] -header's rear primary tube junctions will be fastened by spring tension fittings -header's left front and left rear primary tubes will merge -header's right front and right rear primary tubes will merge -header will have no crossover of front or rear primary tubes -header's collector exit tube will have a 51mm od [See Note c below] -header's tubing will be mandrel bent *Some specifications will be changed from original TBR header design. To align with the VFR community's objectives and improve durability, the header will incorporate the following changes to the original TBR header design: -header's collector exit pipe will be modified to match position and angle of OEM collector exit pipe -midpipe/muffler/clamp to be supplied by customer [See Note c below] -midpipe/muffler to be fastened to header collector exit pipe by clamp [Clamp not supplied with header] -header will have two O2 sensor bosses at 2000-2009 OEM header's O2 sensor locations: one O2 sensor boss on secondary tube after left front/left rear primary merge, one O2 sensor boss on secondary tube after right front/right rear primary merge -right rear primary tube of all headers will be mandrel bent to provide 1/16" clearance from rear head cam chain tensioner when installed on 6th gen VFRs -header's stud nut tension flanges will be 1/4" thick stainless steel [See Note d below] -header's collars at head end of primary tubes will be reinforced and length adjusted for 1/4" head stud fixing flanges -header's internal flow surfaces at head end collar joints of primary tubes will be finished smooth/flush [See Note e below] *Wade's credentials: Wade designed and built exhausts for Kerker Exhaust Systems from 1980-1988. Since founding his own exhaust fabrication business in 1989, he has produced custom, prototype, and production exhaust systems and components for numerous individuals and manufacturers, including Two Brothers Racing. He builds a production aftermarket full exhaust system for a current non-Honda V4-powered motorcycle. Here are two of his current projects. Photos taken 12/27/2018 and 12/28/2018 : *Test bike: For initial testing, we will use this motorcycle [Or possibly our 6th gen - see Note b below]: 2001 California 5th gen with 60,000 miles K&N big mouth air filter [See Note f below] PC III USB, map dyno tuned in 2013 with OEM California ECU, no O2 sensors installed Dynojet O2 sensor resistor terminations installed on OEM O2 sensor leads OEM 49 state ECU now installed, PC III not retuned, no O2 sensors installed OEM 98/99 VFR headers ceramic coated with Staintune high mount slipon. Maintenance performed before dyno testing: New air filter, new Denso iridium IUH27#4 plugs, valve clearance adjustment, injectors professionally calibrated, starter valves synched, new thermostat, new silicon coolant hoses, new Engine Ice coolant, oil and filter changed w Mobil 1 0w-30 and Purolator PBL14610 filter *Notes: Note a - an 8th gen version of the performance header with 'widely spaced' front primaries is in the works for a production run to follow the initial production run of 5th/6th gen headers. Note b - If there is significantly greater interest in proving the prototype header on a 6th gen, we have a 6th gen standing by and can use it for the dyno baseline run and test/tuning instead of the 5th gen. For 6th gen test/tuning, we will use the same dyno testing procedure at the same test/tune facility as described for the initial 5th gen test/tune. The 6th gen available for testing currently has ceramic coated 98/99 headers installed with gutted OEM mufflers and a PCV. We would obtain open flowing aftermarket 6th gen slipon mufflers to optimize testing of the prototype header. Note c - Wade recommends keeping the the 51mm od collector exit pipe instead of reducing it to the OEM exit pipe's 49mm od for the following reasons: 1 - it is probable that reducing the collector diameter will have a [small] negative effect on top end performance 2 - Wade uses premanufactured tubing merges of very high quality. Reducing the collector diameter would mean that the collector merge exit diameter would be too large for the 49mm od exit pipe, and the labor required to adapt the two components would raise the cost. 3 - purchasers of a replica header who want to use aftermarket slipons can have the collector end of their slipon expanded to fit the 51mm od exit pipe by any competent exhaust/muffler shop. Two Brothers slipons and OEM mufflers will require exhaust wrap to function as a gasket in place of the OEM 'donut' gasket. 4 - the collector joint of all slipon midpipes we could think of except TBR are 2" od and slotted at the clamping end. Wade was concerned that a 2" od midpipe that has been slotted to clamp onto the OEM collector pipe is likely to tear at the base of the slots when expanded. IMPORTANT - when having a slipon's midpipe expanded to fit this performance header, make certain the muffler shop expands it gradually in two or more small steps. Wade recommends drilling a relief hole at the muffler side ends of the midpipe's slots to distribute stress and reduce the possibility of tearing. Wade tested the viability of expanded slotted 304 stainless steel 18 gauge 2" od tubing by slotting a piece of 2" tubing while I was at his facility. He then expanded the slotted end of the tube in two steps to fit over the 51mm od collector exit pipe with no tearing at the slots. Note d - Here is Wade's 1/4" thick stainless steel head stud nut tension flange: Here is the original TBR head stud nut tension flange [Note that flange is bent from tension]: Note e - Original TBR has rough, unfinished joints in the internal flow surfaces at head end collars of primary tubes Note f - See RVFR's June 8 2017 post on page 5 of vfrd thread '5th & 6th VFR 800 header build' for photos of standard vs big mouth K&N air filters. Both filters have K&N part number HA-8098 Note g - Significant improvement can be achieved over OEM gas flow through the exhaust port into the header primaries by using crush gaskets that do not intrude into the gas flow path when installed. The id of OEM VFR crush gaskets reduces to around 30.41mm when installed with header stud nuts torqued to spec. The exhaust port id is 32.45mm - that's a 2mm reduction in gas flow passage diameter. To solve this, we will be confirming Mohawk's recommendation to use GSXR750 crush gaskets between the performance header primaries and the VFR's head. Note h - Wade has expressed a modest willingness to build complete exhaust systems in high or low mount configurations for 5th gen VFRs. These full systems would have the same specs as the full systems that were the only configuration in which TBR sold the VFR headers - the TBR headers were only available with a matching midpipe and muffler/canister. Mufflers built by Wade would be available in metal or carbon fiber. We neglected to ask Wade which metals he uses for muffler/canisters or what a full system would cost, but soon will ask him to specify materials and pricing. We have not yet introduced the possibility of Wade building a 6th gen full system, but will ask him if he'd consider it.

More good news, gentlemen. In addition to the exciting BW/Lextek/Alibaba offering, we have a new header to add to the mix, and it's a bona fide performance header at that: A pre-production prototype header assembly with specifications nearly identical to the Two Brothers Racing [TBR] 5th gen VFR 800 header is being constructed in southern California. (See list of the differences below) Here is photographic evidence of the work in progress. This is a photo of the jig that has been fabricated in order to get the proper layout of the performance headers. Photos taken 12/26/2018: *Acknowledgements: From the start of this project, we knew we'd need help, and so sought assistance from some very well respected and long time VFRD members. Special thanks to VFRD member Cornercarver for the generous and trusting loan of his prized, irreplaceable [Until now!] set of original TBR headers. We also would like to thank VFRD member RVFR for his support of this effort through contributions from the 2017 gofundme header fund. Contributing members - all massively experienced and extremely helpful - include but are not limited to: Cornercarver, TimmytheCop, MiniCarver, BusyLittleShop, BuzznerSuntrusts, RVFR, Mohawk, Mello Dude, CandyRedRC46, Stray, keef, and 3dcycle. Our sincere thanks to all these individuals and others for their wise counsel. Without you, we could neither be getting a prototype built, nor could we have established a path to a production version of this performance header. *General information / major bullet points: [1] The production version of the performance header assembly described here will be hand built in southern California and cost $760.00 plus shipping from the manufacturer. California residents need to add 7.75% state sales tax. [2] The header will fit 5th and 6th gen VFR800s. [8th gen owners, see Note 'a' below] [3] The header will go into production when orders for 15 units are received with a $200 deposit per unit. [4] The prototype header is scheduled to be completed by 1/11/2019. [5] A baseline dyno run of a VFR fitted with 98/99 headers and same day/same dyno full tune of the same VFR with prototype header installed is scheduled for the week of 1/14/2019. [Dyno testing methodology is detailed under 'Dyno testing procedure'] [6] We will be generating and updating a list of individuals interested in purchasing a replica of the TBR header as described here. If you are interested, PM us and let us know the following: a] what gen VFR [5th, 6th, or 8th] you would like a header for b] what fueling management system you use or intend to use c] if more than one unit, how many headers you are interested in purchasing d] if you are placing a deposit for a production run header *UPDATED LIST OF PEOPLE WHO ARE INTERESTED IN PURCHASING OR HAVE PLACED DEPOSITS FOR THESE HEADERS IS KEPT HERE: https://www.vfrdiscussion.com/index.php?/forums/topic/88463-new-5th6th8th-gen-performance-header-now-in-production-in-usa/&tab=comments#comment-1091360 *Background: Over the past year, VFRD member Duc2V4 and I have made an exhaustive [ouch!] search for a manufacturer/fabricator qualified and willing to produce a reasonably-priced, high quality "replica" of the Two Brothers Racing 5th gen header assembly. The TBR is the accepted standard in production VFR performance exhaust systems. After unproductive efforts with several fabricators, in August of this year we were referred to and contacted a gentleman named Wade, founder of an established southern California exhaust manufacturing firm. Wade expressed interest in taking on this project. Communications about and development of this project have continued with Wade since August and resulted in the construction of the fixture pictured above, along with a pre-production prototype header, a dyno testing schedule, and a commitment to build a production run of 15 units. *Dyno testing procedure: Testing will consist of a baseline dyno run of a 5th gen VFR with OEM 98/99 headers installed [See Note b below]. After the baseline run, the test VFR's 98/99 headers will be removed and replaced with the prototype performance header assembly. On the same day as the baseline run, a full dyno tune will be performed on the subject VFR with performance header installed. The dyno tune will be performed on the same dyno by the same dyno technician, with the same air filter, same fuel management system, and same midpipe/muffler. [Test subject VFR is described in 'Test bike'] *Some dimensions, features, and specifications of the header will be taken from the TBR. The new header will incorporate the following specifications from the original TBR header design: -header construction will be from 18 gauge 304 stainless steel tubing, [0.049"/1.24mm wall thickness] -header will have 38mm od primary tubes [1.5" od] -header will have 41.5mm od secondary tubes [1 5/8" od] -header will have 51mm od collector tubing [2" od] -header's rear primary tube junctions will be fastened by spring tension fittings -header's left front and left rear primary tubes will merge -header's right front and right rear primary tubes will merge -header will have no crossover of front or rear primary tubes -header's collector exit tube will have a 51mm od [See Note c below] -header's tubing will be mandrel bent *Some specifications will be changed from original TBR header design. To align with the VFR community's objectives and improve durability, the header will incorporate the following changes to the original TBR header design: -header's collector exit pipe will be modified to match position and angle of OEM collector exit pipe -midpipe/muffler/clamp to be supplied by customer [See Note c below] -midpipe/muffler to be fastened to header collector exit pipe by clamp [Clamp not supplied with header] -header will have two O2 sensor bosses at 2000-2009 OEM header's O2 sensor locations: one O2 sensor boss on secondary tube after left front/left rear primary merge, one O2 sensor boss on secondary tube after right front/right rear primary merge -right rear primary tube of all headers will be mandrel bent to provide 1/16" clearance from rear head cam chain tensioner when installed on 6th gen VFRs -header's stud nut tension flanges will be 1/4" thick stainless steel [See Note d below] -header's collars at head end of primary tubes will be reinforced and length adjusted for 1/4" head stud fixing flanges -header's internal flow surfaces at head end collar joints of primary tubes will be finished smooth/flush [See Note e below] *Wade's credentials: Wade designed and built exhausts for Kerker Exhaust Systems from 1980-1988. Since founding his own exhaust fabrication business in 1989, he has produced custom, prototype, and production exhaust systems and components for numerous individuals and manufacturers, including Two Brothers Racing. He builds a production aftermarket full exhaust system for a current non-Honda V4-powered motorcycle. Here are two of his current projects. Photos taken 12/27/2018 and 12/28/2018 : *Test bike: For initial testing, we will use this motorcycle: 2001 California 5th gen with 60,000 miles K&N big mouth air filter [See Note f below] PC III USB, map dyno tuned in 2013 with OEM California ECU, no O2 sensors installed Dynojet O2 sensor resistor terminations installed on OEM O2 sensor leads OEM 49 state ECU now installed, PC III not retuned, no O2 sensors installed OEM 98/99 VFR headers ceramic coated with Staintune high mount slipon. Maintenance performed before dyno testing: New air filter, new Denso iridium IUH27#4 plugs, valve clearance adjustment, injectors professionally calibrated, starter valves synched, new thermostat, new silicon coolant hoses, new Engine Ice coolant, oil and filter changed w Mobil 1 0w-30 and Purolator PBL14610 filter *Notes: Note a - an 8th gen version of the performance header with 'widely spaced' front primaries is in the works for a production run to follow the initial production run of 5th/6th gen headers. Note b - If there is significantly greater interest in proving the prototype header on a 6th gen, we have a 6th gen standing by and can use it for the dyno baseline run and test/tuning instead of the 5th gen. For 6th gen test/tuning, we will use the same dyno testing procedure at the same test/tune facility as described for the initial 5th gen test/tune. The 6th gen available for testing currently has ceramic coated 98/99 headers installed with gutted OEM mufflers and a PCV. We would obtain open flowing aftermarket slipon mufflers to optimize testing of the prototype header. Note c - Wade recommends keeping the the 51mm od collector exit pipe instead of reducing it to the OEM exit pipe's 49mm od for the following reasons: 1 - it is probable that reducing the collector diameter will have a [small] negative effect on top end performance 2 - Wade uses premanufactured tubing merges of very high quality. Reducing the collector diameter would mean that the collector merge exit diameter would be too large for the 49mm od exit pipe, and the labor required to adapt the two components would raise the cost. 3 - purchasers of a replica header who want to use aftermarket slipons can have the collector end of their slipon expanded to fit the 51mm od exit pipe by any competent exhaust/muffler shop. Two Brothers slipons and OEM mufflers will require exhaust wrap to function as a gasket in place of the OEM 'donut' gasket. 4 - the collector joint of all slipon midpipes we could think of except TBR are 2" od and slotted at the clamping end. Wade was concerned that a 2" od midpipe that has been slotted to clamp onto the OEM collector pipe is likely to tear at the base of the slots when expanded. IMPORTANT - when having a slipon's midpipe expanded to fit this performance header, make certain the muffler shop expands it gradually in two or more small steps. Wade recommends drilling a relief hole at the muffler side ends of the midpipe's slots to distribute stress and reduce the possibility of tearing. Wade tested the viability of expanded slotted 304 stainless steel 18 gauge 2" od tubing by slotting a piece of 2" tubing while I was at his facility. He then expanded the slotted end of the tube in two steps to fit over the 51mm od collector exit pipe with no tearing at the slots. Note d - Here is Wade's 1/4" thick stainless steel head stud nut tension flange: Here is the original TBR head stud nut tension flange [Note that flange is bent from tension]: Note e - Original TBR has rough, unfinished joints in the internal flow surfaces at head end collars of primary tubes Note f - See RVFR's June 8 2017 post on page 5 of vfrd thread '5th & 6th VFR 800 header build' for photos of standard vs big mouth K&N air filters. Both filters have K&N part number HA-8098 Note g - Significant improvement can be achieved over OEM gas flow through the exhaust port into the header primaries by using crush gaskets that do not intrude into the gas flow path when installed. The id of OEM VFR crush gaskets reduces to around 30.41mm when installed with header stud nuts torqued to spec. The exhaust port id is 32.45mm - that's a 2mm reduction in gas flow passage diameter. To solve this, we will be confirming Mohawk's recommendation to use GSXR750 crush gaskets between the performance header primaries and the VFR's head. Note h - Wade has expressed a modest willingness to build complete exhaust systems in high or low mount configurations for 5th gen VFRs. These full systems would have the same specs as the full systems that were the only configuration in which TBR sold the VFR headers - the TBR headers were only available with a matching midpipe and muffler/canister. Mufflers built by Wade would be available in metal or carbon fiber. I neglected to ask Wade which metals he uses for muffler/canisters or what a full system would cost, but I will ask him to specify materials and pricing. I have not yet introduced the possibility of Wade building a 6th gen full system, but I will ask him if he'd consider it.

Merry Christmas and Happy New year everyone, enjoy your family, and if your in a warm place maybe even a ride.

Traded in the VFF last week Had some great times on this bike. Enjoyed the 3 years of ownership and it’s never missed a beat. Previous bike was a blade and I still miss the va va voom and the low weight. So was going to buy this But got a better deal on this Maybe in a year or two may return to the VFR when I’m fed up of the wind blast and points on my license 😄 What ever you ride enjoy yourself and thanks for some great advice over the past 3 years.👍

You got me worried there for a moment...

Well, the truth is that it's still an egg, not a chicken. But I went to Wade's shop Wednesday Dec 26, and there were CC's TBR headers, nestled in a well-made, nicely welded jig, being modeled for the prototype. Duc2V4 and I have held off making any mention of this header attempt until something was happening for certain, because as anyone who's watched this thread at all knows, complications do arise and fabricators/suppliers do drop out. Like others, we ran into several dead ends and had interested exhaust firms drop out 1/2 way along.

Gangsta'-slang way of saying convertible.

MERRY CHRISTMAS to Everyone here at VFRD from Mitzie and I.....😊

Rub them with a thick, heavy coating of petroleum jelly(yeah, vaseline). Let it soak in overnight at least, for a few days if you have the time. Wipe it off and enjoy your new looking switches.

Gator, you're not being allowed to leave the VFR community gracefully at all so you might as well buy a new one and wear real riding gear to look like a real motorcycle rider. Oh, that's right people don't do that in Florida. We would still accept you back I suspect. Just tell your S. O. that you just F...ked up. We'll understand and she will too if you're a real man, LOL!

They deserve their own thread, separate from all the bs here.

Nice gesture Bent. If I wasn't 15,000miles away I'd do the same. So here's to you Greg, cheers and best wishes to you, what ever you ride I hope it puts a smile on your dial. I've always enjoyed your enthusiastic forum inputs. Ride Safe. Cheers.

It most definitely was a compliment, Gator! You have always come across as someone that enjoys life because you're comfortable with who you are. Too bad more people aren't that way. Next time you decide to scooter on up to the bottom end of the Appalachians, let me know and I'll buy you a beer(s) and that's no "Mousing around", LOL!!

I hope everyone has a happy and safe Holiday Season. For me that includes the Winter Solstice; the coming days are getting more sunlight. Hoo! Ray! In addition, may all your new year 2019 riding be fulfulling and rewarding. And involve no personal meetings with animals on the road.

Just thought I would post this. It saved me big $$$ I have had an issue with overheating on my 6th gen. It was very intermittent. The thermo fan would sometimes kick in and occasionally wouldn't. I tested the fan by farthing it out and it sounds up just fine. So I replaced the thermo switch. But the issue still continued. The 1 day I tested it got hot and the fan didn't kick in. I tested the fan again and it was turning but only very slowly not much movement at all. I removed the fan and drilled out the rivets/ tack welds and separated the 2 halts. There is a rubber membrane between the joins that I cut with a Stanley blade. I cleaned the rotor up and the tips of the brushes then reassembled. Problem solved. She spins like a gem. I have added the photos to show what they are like inside. Hope this helps someone out and saves you a lot of hassle and $$$.

Were it me, I would ride it back on two lanes only, make a fun run through the Ozarks and not get in a hurry. One of the keys to long distance riding is to stop often even if only for a few minutes to get off the bike. Make it an adventure!

My VFR cleaned up pretty nicely this week. Haven't ridden much since September but an open carport allows dust & varmints to mess it up. Took this photo before putting it under cover to hibernate through the coming winter.

I've been lurking for a while and finally joined. Currently I have a 1991 RC36/1 with 40K and a salvage title. Picked it up a few months back. I've loved the V4's for a while though, previously had '84 VF500F and an '86 VFR700FII. Also have an '82 CB450SC Nighthawk that is an on going project. That bikes where I got my handle from and I've got a build thread for it on hondatwins.net.

Welcome to the asylum. That's a fabulous example. Looks brand new. You obviously have great taste in mc's. I alway thought the color was called Arrest Me Red.

I have a '98 as well- bought new. I have never gotten good has mileage but don't really care. It's a motorcycle and I ride it fast. I also weigh around 230 lbs. Last summer I did a mileage comparison between using the Power Commander and without (running non-ethanol 92 octane gas). The difference was small. The PC gave me a bit better gas mileage and certainly better fueling. The actual numbers are posted on this site. My only mods are the PC, K&N air filter, and a Vance & Hines titanium pipe. Ride and enjoy! Sent from my SM-G955U using Tapatalk

Ahhh, Bjorn Skifs, he didn't make it in the US so he came home after this one hit. BTW nobody in Sweden knows what "ooga-chaka ooga-ogaa-ooga-chaka" means.

I've never found a non-OEM Honda mirror that's as good as OEM. I'm sure there are some high-end aftermarket mirrors that are good, but in the OEM shape I don't think there is any comparison. Ciao, JZH

2 riding seasons later.... If not for my cougar (and let's be honest, the SP is not an ideal commuter bike...) there would be ~ 14k more miles on her by now... Thank you HONDA!

Right, that is work done for 2018! Completed my (1st) assignment as a self-employed GRC consultant. Clocked ~15,000km commuting on primarily the VF. And a few times SP2. Next to the offices stand a landmark building in Eindhoven. So when I saw this print, I simply had to have it as a memento. And have it framed for my "home office"wall

Lest I forget I also have another mistress..... Ok, 4C/40F and a grey blanket sky not the best weather, but as per my adage "any ride is a good ride", I went to see my mum on 2 wheels And with a sprinkling of ADOBE..