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I hope your not going to use vfrd to badmouth another board? Lets just talk about vfrs ok please.

Would this be the secret project that I'm privy to, or a new one? It is the one that you know about Seb, and it looks slightly different then when you saw it last. I'll tell you what else, after riding around on an '08 GSXR1000 for a few days, the VFR needs to go on a diet. Badly. I'm already thinking about where some weight can be shaved... Oh, if I only had the time...

Would this be the secret project that I'm privy to, or a new one?

Dan, Have you considered or tried "easier" gearing. A larger front sprocket (6gen) might do wonders with 1/2 gear acceleration and due to the abundance of torque 3/4/5 probably wouldn't feel any different. I've yet to try different gearing. There's no doubt that a larger front sprocket would help with first gear, but once this thing starts pulling, it doesn't take long to reach redline, in pretty much any gear. Maybe I'll swap the stock sprockets back on once I finish up my secret project I'm currently working on.

We're famous! (Okay, Dan's famous--at least in the hallowed pages of Britain's Motor Cycle News): Torocharger-MCN-20090318.JPG Ciao,

Landlover and Phantom, The difference here is that the power is not dumped on the components all at once. It builds linearly so that while you are already underway, moving faster and faster, power is applied more and more. If you could bore this engine out to 1300cc, there would be real concern. However, you can't, and the torque curve is so smooth that there's no hammering of components (and remember, it's not like you are riding around with 160hp & 70lb-ft at all times). As was mentioned, most components - while not exactly the same spec - were developed during the RC45 program, where considerably more abuse was placed on them than will ever be put on a street-ridden VFR. The following was taken from my FAQs page: I cannot guarantee the life of components if you strap a slick on the back, slam the bike, and launch it flat out on a dragstrip pass after pass -- the bike, and the kit, were not developed for that. I can only speak of real world durability with my bike, and it has passed that test flawlessly thusfar.

Fair questions to ask, my take is - Honda over-engineers every component of the bike, and especially those components that are regularly loaded. It's made to take a lot of punishment, that's why the VFR is so heavy. Also, you are not using all of those 150 hosses all the time, so the actual increase in stress for the drivetrain is fairly negligible. The VFR is probably one of the strongest motorcycles on the market, and is ideal for this sort of modification. The single sided swingarm is not an issue at all. The racing RC45s used in WSB were punching out 200hp and I'd be surprised if they ever had a swingarm failure - they went to a conventional swingarm towards the end of the RC45s racing life to try to get better tyre wear and performance, not because of strength problems. My only concern would be for the gearbox, which is the only major VFR drivetrain component that I've known to fail (a mate's 4th Gen had a bearing cage collapse, but it was a high mileage bike that he'd royally abused). It's a split-the-cases job to replace the gearbox internals. But then again if you're building a 150hp VFR you pretty much have to accept that it's possible that you may one day need to resolve such a problem, and anyway it's a good excuse to slip some bigger pistons in for 870cc :491:

Didn't you know? The beautiful thing this FI is that it does not suffer altitude losses like NA applications. Sure, you may lose a few hp but not enough for the butt dyno to notice. :goofy: Seriously, I don't want a new VFR (unless they shave off some serious weight and still keep sport + tourability) . I want my Torocharged 6th Gen. :cool: Edit: I have no affiliation with Toro or his company. I am just very excited about seeing this fine piece of work mounted to my VFR. :ohmy:

Seb & Kev, your guesses might be closer than you realize... The 6th-gen will have its very own kit developed for it. In no way, shape, or form will I try to just slap on a 5th-gen kit and market it for VTEC bikes. The success of this kit is attributed to thousandths of an inch (and in some cases, tenths) accuracy and I fully plan on obtaining a bike to design a kit around. Many parts are the same, but far too many are different: obviously the fairing is changed, but did you know the throttle body is different? How about the valve covers? The frame is slightly tweaked and the big coils are gone. All this means that some of the parts I have already designed will need to be redesigned, though the majority of parts will interchange. A Power Commander is an absolute necessity. If you do not already own one, you will have to buy one to use this kit. Also, I'm really not too concerned about VTEC. Remember this, for the majority of the time spent riding your bike (and especially while cruising), the engine sees only vacuum, thus the standard tune is only slightly modified to work with the supercharger. In the same way that tuning can smooth out the VTEC transition, so can tuning help nullify the VTEC effect with the blower. With the purchase of a kit, a customer will receive a fuel map 90% optimized for their bike. Much like the predetermined fuel maps that come with a Power Commander, the fuel map I provide will be solid enough that further tuning is really more of an option. These fuel maps are tuned with real-world miles, not just strapped down to a dyno in a closed room. To do this, an actual 6th-gen bike will be used to fine-tune the fuel mapping and make sure that a bike with one of my kits will perform out of the box. All this will come after I introduce the 5th-gen kit, however, but it should not be long after that.

The instructions provided with the kit will be super clear on what to do during the install. Like I said before, you will need certain tools and you will have to be able drain the fluids from the bike (including the gas) to do this job, and there is fairing clearancing required. If by glancing at the instructions you feel hesitant about any steps and you do not have someone to help you, I would suggest taking it to a shop to get it done properly. But really, it is quite easy to install the whole system by yourself. Also, the modifications I spoke of serve to enhance the durability of the supercharger, to promote even greater rideability and fuel consumption, and improve manufacturability. I have been riding this bike since August, and there have been zero hiccups with the engine or supercharger, just insane amounts of power (as in, punch it from a cruise in 3rd gear and directly control how much sky you see, for as long as you like, by the twisting of your right hand). I want this to be the highest quality kit possible, without any bugs, hassles, or problems for the user. The refinements I am making now will hopefully meet this goal, along with making the entire kit easier to produce (and easier to upgrade :salesman:).