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  1. Version 1.0

    104113 downloads

    This is the same manual that is already available here on VFRD. I have been using this so much lately that I went ahead and made it a little more useful for myself. I assumed that some other members might like to have it as well. Combined both files into one. Optimized the file size so that it is only 60 MB. Ran OCR text recognition to enable text searches on the entire book. Rotated pages that had landscape page diagram for ease of viewing. Created bookmarks for each chapter & sub-chapters. I figured this was the least I could do to contribute since I am getting so much help from this forum.
    20 points
  2. From the album: Michigan to Colorado 2012

    At Independence Pass, CO on the way to Aspen during a day ride while at the MSTA's 2012 STAR event in Avon, CO. From MI, we took a northern route from via 95% secondary roads. Saw "real" America and met unique Americans.

    © Β©2012 AnnieR

    20 points
  3. From the album: my VFRs

    This totem is the Salish Bear pole at the summit of the Malahat highway near Victoria BC. It was carved in celebration of the 1966 centennary of the merger of colonies of Vancouver Island and British Columbia. The elevation is a modest 356 metres, or 1157 feet, above Saanich Inlet which can just be spied in the background.

    © Lorne Black

    20 points
  4. From the album: my trips

    In 1998 I jumped back to the VFR fold with this brand new VFR800. Resprayed wheels improve visual and a Yoshimura RS3 helps unleash the aural. Unfortunately this bike met an untimely end when it was stolen less than a year, and 25K km later.

    © Lorne Black

    19 points
  5. It is finally time to reveal my project, show the process, and hopefully give back to this great community I have learned so much from! I have been riding on the street since I was 16 (I'm now 30) and have owned a few different bikes: 92 ex500, 97 CBR 600 F3, 2000 DRZ400, 1997 GSXR 750, 2002 VFR 800 and now a 95 VFR 750. Please bear with me as I give a little explanation of how this project came to be... there will be lots of pictures to come! Over my time riding I have always liked the idea of owning a naked style bike like a triumph speed triple. Smooth windscreen-less air, fun sit up riding position, a tourqey engine, fairly comfortable, great on a tight backroad, cool looks... etc. And now that I live in a place with a lot of great backroads I decided it was a good time to pursue that idea. I really liked my VFR 800, it was smooth, refined and great for trips with my dad. However the idea of tearing it down for a streetfighter project didn't really make sense... too much complication and lots of things to hide. I thought about buying a naked bike but riding a brand new triumph speed triple showed me dreaming about a bike doesn't mean I'm going to love riding it. Besides... I was really on a tight budget with my wife finishing nursing school. So I sold the VFR 800 to a friend and decided to look for a bike to convert to a naked/streetfighter. I had enough money to buy a CBR1000RR or other similar bikes... but I wasn't sure I wanted that much power at my disposal and really loved the refinement and character the V4 VFR's provide. Really nothing I've ridden compares... The speed triple had character but lacked some of the refinement of the VFR. To me it was a no-brainer picking a 4th gen VFR. They have a good looking frame, a radiator in front, and are less complicated than 5th and 6th gen bikes. So I found a 95 VFR with 34000km in quite good condition to start the transformation. I know many of you will not like that I tore into a VFR in quite good shape, but let me give you a bit of my reasoning. Anyone who has tackled a project bike will probably attest to the fact that starting with a good base will avoid a lot of extra head-aches down the road diagnosing issues, wondering about frame straightness, fixing and repairing all sorts of components along the way... etc. And a bike in good shape allowed me to sell parts along the way to raise money for the build. Besides, I know the look of the VFR is a huge part of it's identity, but really that's just a plastic shell and in the end and the V4 engine is the heart of the machine. Anyway, my goal here was to have a bike that road like brand new in the end. To have a bike that I wish honda would build (though I probably wouldn't be able to afford it anyway...). OEM+ was the idea. I would give a lot of thought along the way to making a bike that functioned, looked and rode for the most part like an OEM product or better. I rode this bike for a few months until my regulator/rectifier went up in smoke... suprise! Oh well... winter was around the corner so it was a good time to start tearing it down! Along the way I had to source A LOT of parts and components (I'll make a bit of a list at the end). A big one at this point was the CBR929/954 front end swap. The forks and brakes were actually purchased from Bailyrock! And let me tell you... I think these forks are brand new :) I did some photoshop work and decided I wanted to try and adapt a speed triple seat. It looked like it would fit around the tank and it would allow my wife to ride on the back. Then I set about mocking up the subframe in wood. Then I recovered the speed triple seat with a luimoto cover Got my wheels powder coated Bought a Two brothers muffler used for a speed triple and had the V.A.L.E flange welded to a delkevic mid-pipe for the 4th gen bikes Put the wheels on so I could keep building After I was happy with the subframe mockup (test fitting the placement of the passenger pegs for my wife was kind of interesting with a wood frame...) I set about using my carpentry tools to cut up some aluminum. My dad gave me the tip of making a jig for the welder to hopefully keep his labor costs down... While the subframe was away for welding I cut off my front fairing subframe mounting tabs, fitted my front headlight (with mounts machined by a custom fighters.com member), and made a 929 shock adapter. It's starting to come together! The subframe back from the welder! I'm very pleased with the result... My ballistic battery and koso gauge came in. Made a gauge mount for the RC51 triple and let the bike out for a little air Now it was on to bodywork making time... This was a HUGE part of the project and I learned a lot along the way. I used 1" LDF glued together to shape the plugs for the parts. I'll let the pictures do the talking... And here are the plugs ready for fiberglass... a lot of things didn't go as planned at this stage and my moulds needed a lot of work to make even rough parts. But in the end I was able to come up with one off fiberglass bodywork. I knew this would be a lot of work... but it ended up being even more. And then I still had to figure out all the mounting tabs... I thought it would never end. Eventually I was finally ready to tear the bike down for thorough cleaning and powder coating. I had everything done in a fine texture black and the exhaust ceramic coated in a kind of matte aluminum color. It was like christmas unwrapping all the parts :) Then it was reassembly time. My dad came and helped me out for a few days. It was great to have his help and skill for this part of the process. I love that we have a common interest in bikes! Had a good weekend and got the bike into a rolling chassis. I'm sure my Dad has had enough of repacking bearings for a while... Then it was back to figuring out how to mount the bodywork and getting the parts ready for paint Found a nice spot to mount my ignition and made some aluminum bezels The CBR1000 front fender has some broken mounting tabs Made a battery/electronics box out of aluminum and covered it in 3m CF vinyl Found a local painter who let me help with the prep work to keep costs lower (he would spray the high build primer and I would do the wet sanding/spot filling) After a few rounds of primer and sanding the parts were all ready for paint. The plan all along was to match the stock pearl red on my tank and the painter didn't think this would be a problem with his ppg system... until he actually tried to enter the info into his computer. Apparently ppg doesn't have this color in their system. So... because the tank was getting painted anyway, I could choose whatever color I wanted! I knew red would look good... but I wanted something unique and fun, without being ridiculous. So I chose something else completely... While I was waiting on paint, I tacked the electrics, fuel pump and wiring harness... which is a TON of work and something I would like to do a better job of eventually. All the connections are soldiered and heat shrinked, and I used good connectors where needed, but to really do a good job of routing the wiring and taking out excess will take more time. And then the parts came back from paint! Its called Azzuro Meditterano (or something like that) and it's a ducati monster color. I know not everyone will like it, but I love blue and am very happy with the color! PS the seat cowl is a Carbon Fiber speed triple part I got off ebay. I haven't started making carbon fiber parts yet... maybe someday. I did however modify the sides of the seat cowl with fiberglass to help it blend in with the tail section better. And now its time to reassemble the bike completely! My dad rode his brand new Multistrada 1200 over from alberta to help out. Final assembly was a lot of work and I would prob still be working on it if it wasn't for my dad coming to help. Anyone who modifies motorcycles knows that every change affects so many other things... needless to say there were many things to figure out, and some that will be a work in progress. It took me over 9 months, and there are still some things to complete or change, but here is the mostly final product!!!! So far I have put about 1300km on the bike and am loving it!!! It has turned out to be pretty much everything I wanted it to be. I will give a more detailed ride report later but for now I need to take a break from the computer :) I hope everyone enjoys seeing the process. There are so many details I didn't cover but I will list the mods later and answer any questions people have as best I can. I need to thank this forum a million time for all for all of the things I learned from those who have done these kinds of mods before. You are a great bunch and I appreciate all of the help. Also my Dad deserves a huge high five for all of his help, My Uncle for all of the last minute tech support and above all a gigantic thank you to my wonderful wife for putting up with me as I built my dream bike!
    16 points
  6. Racetrack? Deals Gap? Just a great shot one of your buddies captured for you that you really like? Let's see your glamour shot of your vfr doing vfr stuff. This has always been one of my favorites. Everybody knows you don't have to go fast at Deal's Gap for the amazing photographers to make you look good. This is no exception. Fairly clean run on a rainy weekday with my buddy on a far superior machine (he thinks so, anyway πŸ˜‰ ) giving chase. I know a lot of guys are way faster than me. I'm not pretending to be anything special. But damn, talk about lipstick on a pig... Magoo
    15 points
  7. From the album: Random Pics From The Road

    Ride here, tent there.
    15 points
  8. From the album: my trips

    I spied this interesting rock formation along Cal-247 just north of Joshua Tree, California in 1994.

    © Lorne Black

    14 points
  9. Hwy 3 on the South side of Mt Scott. Trinity Natl Forest.
    14 points
  10. Just posting about a few things done on the '99, I'm coming up on 20-years of ownership this week (9/14) and just short of 118K miles. Finished up adding the Ducati 1098 rear wheel conversion with the Australian Extreme Creations kit. And more Sebspeed Customs parts, custom cut RC51 triples with an offset closer to the original VFR specs, with a Rizoma bar. VFRD Wild headers mated to the completely refurbished Wolf exhaust from sfdownhill, done late last year. And just had the Ohlins serviced a few weeks ago. More to come eventually, on the lookout for some forged wheels. Thanks to Sebspeed for the work to create the triples, awesome design.
    13 points
  11. Back in January, when it dawned on me there would be no more VFR's made , I bought one . A good deal was done and I did go for many accessories. I always wanted a red one, so Victory red it was. I went for the Akrapovic exhaust, hugger, quick shifter , panniers and a Powerbronze double bubble screen. Having covered 165 miles so far since last Friday. Its still between 3-6C here and it feels it . Having 2 5 th Gen VFR's , its all fairly familiar. Everything fell to hand and the seating position is a little bit sportier. Other than the horn and the indicators being swapped round everything else is exactly where you would find it. It rides very nicely but the suspension is hard. I have softened it down a notch at the back , seems to have helped and I will do the rebound later on as its still too hard and I am no lightweight at around 105 kg. There are 2 things which I havent quite got to grips with yet. The back brake is one. It feels very ineffective atm and the pedal feels long. Maybe the rear brake needs a little running in or perhaps It needs bleeding . I will get it seen to at the first service at 600 miles. The other thing that does bother me is the quick shifter. I'm kind of thinking its a bit pointless. Certainly the standard gear change and clutch are buttery smooth in operation and the gear change is very different with the quick shifter. Whilst I have got used to its size I still say to myself I will take that off when I get home after every ride . The quick shifter pedal is most definitely shorter than the standard shifter, not in length but width , as in the part that goes over your foot when you change up. I don't have big clumpy boots but still find myself pushing my foot to the right to make sure I hook up with the lever. I fail to see why they made it shorter. Otherwise the VFR is exactly as expected. The quality is great, the ride and handling are good and I look forward to getting the V-TEC singing at indecent revs once its run in. You all know what a VFR looks like, but just in case you have forgotten.
    13 points
  12. 13 points
  13. This guide was created because I couldn't seem to find one that was very thorough and included pictures of all procedures. This guide requires the use of Speed Bleeders as it makes life so much easier! You can follow this guide using the old school method as well, but it will require more time and patience. Readers Notes: Left and ride side are determined as if you were sitting on the motorcycle. Images come after descriptions. Initialisms: LBS: Linked Braking System LPCV: Left-side (Servo) Proportional Control Valve (Battery side) RPCV: Right-side (Rear) Proportional Control valve (Opposite battery side) LMC: Lever Master Cylinder (Front) RMC: Rear Master Cylinder (Pedal) SMC: Secondary Master Cylinder (Left-Front Caliper) FSM: Factory Service Manual Parts Required: One man bleeder kit (optional) ATE SuperBlue Dot 4 Speed Bleeders Part Numbers: Front right caliper SB8125 Front left caliper outer bleeder SB8125 Front left caliper inner/centre bleeder SB8125 Rear caliper outer bleeder SB8125 Rear caliper inner/centre bleeder SB8125L Clutch bleeder SB8125L LPCV SB8125LL RPCV SB8125 Part 1: Theory Part 2: Diassembly And Prep Part 3: Procedure Part 4: Assembly Part 5: Clutch Part 1: Theory The LBS is confusing for some when it comes to understanding how it works. The function of the sytem changed from 5th generation LBS to 6th generation LBS. I'm not too sure what the changes were, but I do know they operate differently. The way the 6th generation LBS works is; when the front lever is applied, only five out of the six (three pistons in each left/right caliper) caliper pistons actuate as well as the centre piston in the rear caliper leaving the left caliper centre piston untouched. When the rear pedal lever is applied; only two out of the three rear caliper pistons actuate as well as the left front caliper centre piston. The LBS only works when the motorcycle is moving however, you can test this by propping your bike on the centre stand, rotating the rear wheel and applying the front brake; the rear wheel will not stop spinning. The way it works is by force. The SMC is mounted above the left caliper that's attached to the fork and with the motorcycle moving, the rider will apply the front brake which squeezes the pads on the rotor and that drag pivots the left front caliper up which actuates the SMC and brake fluid gets pushed through to the LPCV and then to the rear caliper centre piston. The rear doesn't work in the same way because there's actually a brake line that goes all the way to the front left caliper that actuates that one centre piston by it's lonesome with the application of the rear pedal. Thanks to BartmanEH for the above picture! Part 2: Disassembly And Preparation You want your bike to be on a level ground and prop the bike up on it's centre stand for this whole procedure. Rotate the handle bar all the way to the left so the LMC is level. Remove both screws and remove all the old fluid inside the LMC. You can use a turkey baster or rags, whatever you wish. Once the old fluid is out, fill it up with fresh new fluid. Make sure you squeeze the front lever a few times just incase you got any air bubbles when removing the old fluid. Using an allen wrench, loosen, but do not remove the left front caliper bolts. Remove the seat and do the same procedure you did for the LMC to the RMC. Don't forget to press the pedal lever a few times to remove any air bubbles. Remove the rear wheel. Remove the two bolts that hold the rear caliper together. The inside one is tricky and I needed to use a long 12mm socket to reach it. Once the rear caliper is removed, mount it at the 10 o'clock position on the rotor. The reason for this is so the inner/centre bleed screw is facing up, not parallel to the ground. Part 3: Procedure The procedure and order we're going to follow is the same one listed in the FSM, but with more pictures and explanations. Sections C. and D. are the most difficult. You will need a helper as well. USING FRONT MASTER CYLINDER LEVER FOR A. AND B. A. Left Front Caliper, Upper/Outer Bleed Screw This is basic bleed. Open very slightly, usually about a 1/4 turn and pump the front lever until new fluid comes out. Even though I use speed bleeders, I still pressurize it old school method just to be on the safe side. The old school method is; with the bleeder screw closed, have your helper pump the front lever five times and hold. While holding, gently unscrew the bleeder screw until fluid comes out and before the lever reaches it's maximum travel, tighten the bleed screw. Top up the fluid level. B. Right Front Caliper, Single Bleed Screw This procedure is the same as above. Make sure you keep an eye on the fluid level as it drains. USING REAR MASTER CYLINDER PEDAL FOR C. TO G. C. Leftside PCV (Battery side), Single Bleed Screw Actuated via SMC This step is the most confusing and difficult one as it requires good timing between yourself and your helper. The SMC is not attached at all to the front lever in anyway. You can unscrew the LPCV bleeder screw and pump the front lever all day long and no fluid will get pushed through. You could manually actuate the SMC by hand and only a little bit of fluid will come out and then stop. The correct method to do this; from what I've gathered on how the system operates and without using a vacuum bleed tool is as follows. Remove the two bolts that hold the left front caliper on. I used an aluminum L-bracket I had lying around to wedge between the pads so they don't close. Tilt the caliper 15Β° from the ground so the inner/centre bleed screw is facing up. Your helper will be on the RMC side pressing the pedal and you will be at the left front caliper in charge of manually actuating the SMC and loosening/tighten the LPCV bleed screw. The way this system works is; there's a brake line that goes from the RMC to the SMC and from the SMC to the LPCV. Because there's no reservoir at the SMC, there's no way for new fluid to replenish to continue being pushed through the lines and out the LPCV bleeder screw, however, this is where the RMC comes in. When your helper presses the RMC pedal down, the SMC piston will get pushed out filling it with fresh fluid. Once your helper releases the pedal, you will manually actuate the SMC by pressing it in to the caliper with your hand and fluid will get pushed through to the LPCV bleeder screw. Push the SMC in with your hand. Do not release from this point. Tell your helper to press the pedal again which will forcefully push the SMC out and then once your helper releases the pedal, you will manually push the SMC in again watching for new fluid. Once fresh fluid is coming out, I performed a final pressure bleed by tightening the LPCV bleeder, asking my helper to pump the rear pedal five times and release, then I loosened the LPCV bleeder screw and manually actuated the SMC gently half way and then tightened the bleed screw. Note: Even with speed bleeders installed, I did not manually operate the SMC more than once for safe measure. To further elaborate on this; continuously pushing in the SMC numerous times will not bleed the SMC to LPCV brake line because there is no reservoir at the SMC. You will push whatever fluid is in the line and it will become empty with air. One manual push of the SMC followed by one rear pedal actuation by your helper. D. Rear Caliper, Inner/Centre Bleed Screw Actuated via SMC This procedure is the exact same as the above. The only difference is, you're bypassing the LPCV and going all the way to the rear caliper inner/centre bleed screw. Pressurize the sytem the same way as above too. E. Rightside PCV (Opposite Battery), Single Bleed Screw This is the easiest step. Follow the procedure as in Section A. but using the RMC pedal. F. Rear Caliper, Upper/Outer Bleed Screw Another easy step, follow above procedure. G. Left Front Caliper, Inner/Centre Bleed Screw The last procedure, again very easy, same as above. Part 4: Assembly Top up both fluids if they are low and fasten all caps and lids back on the reservoir. Attach the front left caliper and torque the pivot and joint bolts to 23ft-lbs. The FSM says always use new bolts, but I cleaned up the old loctite residue, re-applied some new medium strength loctite and re-used them. Attach the rear caliper and torque the joint bolts to 23ft-lbs. The FSM says replace also but I did the same as the front caliper bolts. Reinstall the rear wheel and torque bolts to 80ft-lbs. Now would be a good time to prime (pump a few times) your front lever and rear pedal lever. Once primed, they should not travel a lot of distance; they should feel stiff. If for any reason the levers travel a larger than normal distance, then there's probably air in the line somewhere or you might have forgot to tighten a bleed screw. Note: The FSM says to use new bolts, not because there is something wrong with the bolts, but because there is probably some sort of loctite already applied to the threads. Thank you Metallican525 for that insight. Part 5: Clutch I don't have to go in to any detail about this because if you just did your whole brake system, might as well do the clutch as it's very simple and same procedure at Part 3, Section A. Remember to turn the handle bars to the right though. At the end, I took my bike for a ride and I had no idea that this bike has this much braking power! Mind you, my fluid was 6 years old which was probably the cause of that but this method works flawlessly. I hope this DIY was very thorough and gave you a good understanding on how to tackle this easy but tiresome procedure!
    13 points
  14. So I started the VFR project a couple of month back. going has been pretty slow to be honest. I wanted to make a poor mans ariel ace, and as I want this to be a bit special I went about sourcing an Ohlins TTX shock, a set of ohlins forks from an RSVR 1000R, and a pair of Brembo M40 monoblock calipers. I also sourced the back end from a 2015 speed triple as that will work with the look that I was going for. Honda use different spacings for brakes and things that the european manufacturers, so I ended up having to buy a front wheel from a Ducati multstrada to finish the front end: I made myself up a little mock up of what I wanted it to look like: The bike was stripped (I still have a few spares if anyone is look for something) apart completely, just leaving the engine and the swing arm sat on my ramp. I used the VFR frame to build a jig and copy the original bikes geometry Then I started bending pipes for the top tube: checking that the bends clearance the engine, and follow the right lines on the engine: Triangulation Next up was the rear shock mount: Mocking up the tank and seat unit: And this is pretty much where I am up to for now. Hopefully I will have the lower engine mount picked up and potentially the rear seat unit on the bike over the weekend. I am reluctant to make the framework for the seat unit before the bike is back on its wheels, in case I get the angle wrong.
    13 points
  15. 13 points
  16. From the album: Shinigami's gallery

    Fall colors in central UT
    13 points
  17. Inspired by Dutchy's MBD thread I decided to do a sort of blog post to document my relationship with this bike. As posted elsewhere it's a '98 that I purchased from a recently retired co-worker with 54,000km on the clock. I've been riding and modifying an '85 RZ350 for the last 20 odd years and too busy raising kids/supporting a family to expand on that. Kids are now older, life is a bit easier, and this came along at the right time. It didn't need much in the way of TLC but is mostly original other than an updated Reg/Rec, smoked windscreen, and the Kerker end can. The bike started it's life on Manitoulin Island and had owners even further north before moving down to southern Ontario. I expected it would need a chain and sprockets to pass safety inspection so I ordered a 520 kit from the Sprocket Center and went up a couple on the rear. Luckily it didn't need it to pass because the COVID effect made it take 6 weeks to get here. It did however need steering head bearings so I ordered an All Balls tapered roller kit for that job. I also threw in a set of EBC HH pads to see if I could change my opinion of the linked brakes. And my wife said I'd never use those barbells again! When the chain and sprockets finally showed up I spent a lot of time cleaning the rear end up, as I did at the front while it was apart. 22 years of brake dust and chain lube, to scrape and scrub off. Without dropping the motor this bike is now as clean as it can get. I also repacked the silencer while it was off and spooned on a set of very lightly used Metzeler M7RR's. After it was back together I wet sanded all the scuff marks out and gave it a good polish and ceramic glaze.
    12 points
  18. Today I put precisely 77.9 miles on the RC51 on roads in my back yard, fantastic roads actually, but unfortunately during the summer occupied by vehicles both 10 times larger, and 10 times slower, than my bike. This time of year it is a know hazard, tourist season, but this afternoon I actually had above-average miles of perfectly paved winding coast road open to me and the RC. To be fair, our locals are very nice about pulling over into the frequent turnouts, as the signs tell them to. Tourists not so much (can you say Mustang convertible?) As always, the rule-of-thumb here is that the more cows you see, the more bugs you have to remove from your face shield. Rolling through Tomales I made a spur-of-the-moment left turn towards Dillon Beach, then cut through back roads towards Valley Ford. Looped back south through Nick's Cove, Marshall (I don't like oysters), with hardly a rolling RV roadblock to slow me down. What a great road! By the time I got to Point Reyes Station the parade had slowed to a crawl, but I turned east at Olema to the back roads that I know, bumpy but thinly traveled. I will never sell this bike, what a hoot. 😎
    12 points
  19. I've embarked on doing a single nut rear axle conversion to my 6th Gen/5th Gen VFR825. Mohawk did it a couple of years ago and I used his ideas but ended up with a brand new RC45 rear wheel instead of the carbon wheel like Mohawk. (Yep, I got hold of a pair of RC45 wheels that a guy has had in a cupboard unused since the mid nineties) The donor axle was a VFR400 and so is the caliper, disk, and caliper carrier. Had to get the taper spacer for the wheel and a new nut and shim, from an RC45 via Partzilla and Tyga Performance. When I started, I could not find a donor VFR400 (NC30) so I used an axle from an MC28 but found that the MC28 axle is made from lower tensile steel and it's internal profile is quite different and I felt weaker than the NC30 axle. I would advise anyone doing this mod to use the NC30 donor parts and not the MC28. The cush drive assembly is based on a Ducati quick change unit from JT and I've used a set of urethane bobbins instead of the genuine Ducati SilentBloc rubber ones. In the end this has shaved 3.0kg off the unsprung weight on the rear. The assembly drawing lists all the parts used including the part numbers and suppliers. If anyone wants to go down the same route, I've made a full set of CAD drawings and these, along with photos, are below. Disk and axle Cush Drive Assembly and Rebuilt/painted NC30 caliper Cush Drive and Axle assembled Caliper fitted All fitted up Chain guard/hugger fitted and brake hose/sensor cable bound RC45 wheel, Tyga spacer and Wheel nut Drawings Cush Drive Assembly.pdf Axle machining dwg 1.pdf Caliper Mounting Plate.pdf Cush Drive Backing Plate.pdf Cush Drive Retainer Washer.pdf Sprocket Carrier.pdf
    12 points
  20. A few months ago, I found this new, old-stock 2014 VFR at a nearby Honda dealer. It was still in the shipping crate and offered at a very hefty discount from the original MSRP, so I brought it home. Since I'm a tall guy, I installed risers and lowered pegs. I also added an Arrow exhaust and Power Commander V. I have ordered a new shock/spring and will have the forks rebuilt later this summer to accommodate my weight. I recently did a 1k mile trip with it and the suspension was my only real complaint. It's a great daily bike and fits nicely between my track bikes and dual-sports. I'm pretty happy with it, especially considering the price. I know there are quite a few of these bikes languishing around dealer warehouses in the US, so there are bargains to be had if you can find one.
    12 points
  21. I sent him a PM with a question about a rear rim swap he did a while back on his 86 VFR. We traded a few PM's, then he sent me a fairly detailed write up on how to do it. Tonight, I recieved a full picture tutorial with all the actual parts showing how to do it. To say he went over and above would be an understatment, of an understatement. He saved me time, wasted effort, frustration and embarassment. Whats that worth? Well, certainly a public Thank You. Thanks mate.
    12 points
  22. While re-reading all 43 pages of this to answer my above questions I noted the key points to summarize for those looking to weed info out of the banter. I was looking for 5th Gen info so I might have missed something, but maybe this will save someone hours of sifting; Page 1 -General Design Specs Page 5 -Air Filters Page 6 -Prototype Install Page 7 -Fitment and Preliminary Dyno Page 8 -Install with Centerstand instructions Page 11 -Gasket details Page 13 -O2 bungs Page 13 -8th Gen Pics Page 14 -6th Gen Dyno Page 15 -First batch packaging info, weights and dimensions Page 16 - 8th Gen Dyno Page 26 -Power Commander Map Dynos Gen 5, 6 & 8
    12 points
  23. Dymag made for me a Cbr600F4I forged front wheel, to complete the project.
    12 points
  24. OK, I'm cheating a little, but the engine cases are stamped HRC, and it's a V engine:
    12 points
  25. From the album: my VFRs

    My '91 VFR750 along Mill Bay, probably in 1994

    © Lorne Black

    12 points
  26. A little over 2 years ago I bought a 1990 with 45,000 kilometers/28,000 miles on the clock from a member here from Canada. I went on my merry way off to sea for work thinking I'll pick it up when I get back. Well that didn't work out as the border was closed by the time I did return. Glenn, the owner, was kind enough to store it for me, put a charger on it and periodically start it up for the better part of 2 years as I waited for the Border to reopen. When it did re open my first try was not successful. In order to enter I needed my passport, proof of vaccination, proof of negative Covid test within 72 hours and had to fill out a Arrive Canada online form only after I had proof of a negative test. My test came in to late to meet this standard so I shelled out $175 for a quicker one at a clinic in Bangor. Once at the border, it was the usual drill, passport, proof of vaccination, proof of negative test and proof of Arrive Canada form filled out. Then it was.... Reason of visit "to pick up a motorcycle" What type? "Honda" Model? "1990 VFR750" The Border agent suddenly relaxed a bit, and leaned out the window, " I have a 2002, and love it" Well since there was no one behind me we chatted for about 15 minutes about VFR's. It had been raining since I left, but it really started to come down now, The remnants of Hurricane Ida were tracking right over New Brunswick. I stopped for a bit just short of St John as the trusty CRV's AWD light had been coming on about every 5-10 seconds and the vehicle was going light. With standing water on the highway like I had not seen in a long time I knew it was hydroplaning, also the 4 cars over turned and 2 in the woods kinda confirmed things were not well. So I pulled off the road and notified Glenn I may not make it. After a quick perusal of Hotel options I carried on, slowly, like 30 mph in a 62mph zone. I ended up stopping 4 more times as I could not see, and the Honda was starting to go at less than desirable angles. I made it finally, 12.5 hours for what is normally a 9 hour trip to Nova Scotia. Glenn and his wife kindly put me up as I was shattered and tired. We had dinner the Glenn and I loaded the bike on the trailer. I was up at 5 am and on the road at 6. Made it to Calais around 12, and declared the bike for import and was kindly directed to the side. A few minutes later a young woman in Border Patrol gear came over and asked a few questions and I handed her my paperwork. Half hour later she came back to apologize as no one on station, nor any one they called had done a motorcycle importation. I laughed and said they must do a lot of snowmobiles though! She smiled and said "Summer, Fall, Winter, Spring, we see a Lot of Snow Machines......... A few minutes after the head of Customs came out for a quick chat and asked me about the bike and could I get out of the car and have a look with him. Nice guy I showed him the head stem Vin and he said he could nor believe this was a 31 year old bike. We talked bikes for a bit then I got back in the car. A few minutes after the woman Border Patrol officer came out with a bunch of papers for me to sign and noted That I was on the hook for $5.08 in duty, which her boss laughed off and I was on my way. I cannot convey how professional, attentive, courteous and friendly the whole process was. Thank You Calais Maine Border Patrol. The bike.
    11 points
  27. NO FRICKIN' WAY! When a project hits a couple of the 'just one more week' cycles, it raises one's eyebrow a bit. But here is physical molecular evidence of the cause of giant ____-eating grins on the faces of 22 VFR owners: Rows of cylinders 1-2 merges alongside rows of cylinders 3-4 merges: And here is a set of production headers just the way we like our women...almost fully dressed:
    11 points
  28. I got home Sunday afternoon after spending a couple of days in Denver, then riding to Park City, UT, spending four days hiking there and taking three to ride the 1,000 miles from Utah home. No issues with the bike, total mileage for the tour was 3,525 miles/5,673 kms. First, thanks to Tony (Didit) for organizing another great SumSum. It's always nice to see familiar faces and meet some new folks too. The rides were great, and this was the most educational VFRD event I've attended. I learned a lot watching Lee and Kevin's stator-ectomies as well as Ernest's chain resection. My bike is due for some maintenance this winter. Since reliability is important to me, I'll be inspecting (and probably replacing) my stator. The chain also has some stiff, slightly kinky links, so chain and sprockets are on the list too. I also enjoyed the parking lot Corner Carver Clinicβ„’ with Tammy as pilot. For some reason I always like turning right better than left. The cornering tips gave me a new way of thinking about cornering so that left turns were more enjoyable (an opportunity to practice) for the rest of the tour. It was great to finally meet the famous Carver clan, and see the enthusiasm with which mini-Carver tore into Kevin's stator transplant. It was unfortunate that Kevin and Lee had to sit out the ride days waiting for parts, but the superhuman effort by Fred and Lisa to rescue Kevin from Bozeman, MT and the parking lot repairs that allowed everyone to ride home were inspiring. I hope Honda is aware of sites (thanks Miguel) and rider communities like ours and that it encourages them to continue development of the V4 800 and bring it back into the North American market. I decided to try something new on this tour. I left my trusty Nikon digital camera and Samsung netbook behind and brought only my Samsung smartphone. I hate typing with my thumbs, so I picked up a small, folding bluetooth keyboard to use with the phone. I also bought a US SIM card to avoid outrageous roaming charges. It all seemed to work pretty well and was a much smaller, lighter setup. I arrived at The Chief Motel on Tuesday, unloaded the bike, showered and headed toward The Rocket looking for other VFRD inmates. I spotted Tony and a few others walking to the brew pub next door for dinner--and SumSum4 was on! The next morning I set off with Curry, Al and Gordon but our progress was quickly halted by a lot of unprocessed hamburger meat in the road. We made our way to the site of the stoned presidents. The old west town of Deadwood, where I noticed that while the ladies were scantily clad, they seemed a bit wooden. We carried on to see more stuff carved out of mountains (you'd think they could find an easier medium to work with), the Insane Equine: On the ride back to Custer, Cogswell wanted proof of where he takes his moto-touring holidays: The next day Cogswell and I decided to see the Needles: And revisit the presidents to compose them in a shot with something truly impressive 😜 Not VFR-related (but I used the bike to get there!), a few shots from the back end of my trip: Ski jumpers practicing at the Utah Olympic Park (Look closely, there's a little guy inverted over the water. This may be where the phone lets me down as a camera.) Park City historic downtown. And a few beauty shots from the hikes in and around Park City. Ski runs. Park City from the hills surrounding the Olympic Park. Bonnie Lake in the Uinta National Forest. Provo Falls. Wasatch mountains from 9,500 feet, about three hours into the Mt. Timpanogos hike. As a nice lady in a tiny (one pump) gas station in Oregon told me: "May you never ride faster than your guardian angel can fly!"
    11 points
  29. Once again, Tony arranged an amazing meet. Huskysooner and I left NE Kansas at 0500 to meet Panamawing in Nebraska. We then headed west to our first destination. There is a street in western Nebraska that I share a name with and I've always wanted to visit it, but never had the opportunity. Heading north we crossed the Sand Hills of Nebraska.... a beautiful but desolate place with little sign of human presence. It was here that I first noticed I was having problems. I thought I had lost my speedometer drive nut as my display showed erratic speeds and mileage stopped rolling up. Unfortunately this was not the case, apparently the pulse generator or electronics that read it have low tolerance of low voltage. My stator was failing. At Alliance, NE my bike died when we pulled in to fill the tanks and would not start. A quick check of the battery showed it sitting at 9 volts. Huskysooner jumped on his dry clutch Ducati and rattled off to buy me a new battery. I disabled all non-critical electric circuits. A check with the a meter showed that the bike could (just barely) maintain 12 volts at 5,500 rpm. So off we went to Custer. Me with no lamps. At Custer, Huntingguns had returned from saving Cageless in Seattle from his burned stator. He had already started the process of getting a pair of stators on order. I was the lucky recipient of his foresight. Even with the head start, much of my meet was spent waiting for the FedEx truck to arrive. While I waited, I took a couple of small hikes around the area, taking in the history and scenery. Custer viewed from high above. I was also in the right place at the right time to help in the recovery of Shade's bike when he suffered a broken chain. A big thanks to Dragonfly and Q Dawg for providing the truck needed in this effort. It was like a quick response team jumped into action when the call came in. As soon as FedEx arrived I got to work repairing my bike while Mini Carver went to work on Cageless' motorbike. For those who showed interest in my mini ratchet set google <Wadsworth Super Deluxe Mini-ratchet set> As can be expected with any parking lot repair at a meet, there was a good size "cheering" section with all hands at the ready. Other than stubborn gaskets, all went well on both bikes. Not to be outdone, I burned my stator (right) to a slighly toastier state than Cageless. My bike had 55,xxx miles on it at this point. (New - 24 vac @ idle, 62 vac @ 5500 rpm) The evening festivities were entertaining and fun with Didit keeping everyone in stitches with Corner Carver's help on occasion. (They are not quite the team that Timmy and Carver are, but there was no shortage of things to laugh at.) My multi-meet roomate, GSwanson has moved from his sixth gen VFR to a BMW S1000 XR. He choked me up when he made a presentation of his Sargent saddle to me. I can tell you that it is a huge improvement over the stock seat as witnessed by the comfort I had on my 750+ mile ride home. I was greatly honored when CVVFR arranged to gift me a flag signed by the Canadians. It is a huge honor and a life treasure that I will display proudly. I can't even begin to explain how much this gesture meant to me. Thank you Canadian crew!!!!! At the advice of Axel_7 and Tammy, I was up before the sun the next day to take in the local sights on a foggy morning before the crowds could settle in. It was great advice as I had everything to myself. Following the ride Huskysooner, Panamawing and I joined forces again for the ride to our homes. Led by Panamawing, we took in a few more sights on our way out of Custer. We were able to witness the overnight/day shift change at the bison roadblock when the bison going off duty was relieved by his mate. As one wandered off the road another quickly stepped forward to maintain the post. SumSum 4 !!!!!!!
    11 points
  30. From the album: Aeolo

    Sedbergh- Garsdale
    11 points
  31. 11 points
  32. I'm just going to drop this picture and continue on my way...
    10 points
  33. Took my first 100 mile ride today on the Honda 8thGen Interceptor after the VFRD performance upgrades. Flawless. Zero issues. Magnificent. I'm just blown away about how much better this bike is now. I would say I have a 13-15% power increase and a power curve/VTEC transition that is magical. πŸ˜‰ Top end power is super impressive and much improved. It is slightly louder, but not too bad. The only modification I have left to do, and I was saving it for last, was the seat. The new custom seat will be the cherry on top πŸ˜‰ This is my Dream bike. πŸ˜‰ This 8G is NOT stock! Look MOM! No Utters! πŸ˜‰ Thank you LANCE!!
    10 points
  34. 10 points
  35. From the album: vfr400

    great Miller track day on the vfr400 :)

    © Steve Midgley (permission)

    10 points
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