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  1. 15 points

    From the album: Random Pics From The Road

    Ride here, tent there.
  2. 13 points

    From the album: vfr on track

    first track day ever with my VFR, the location is the new San Martino del Lago circuit, Cremona, Italy in the future will upload more photos
  3. 11 points

    Version 1.0

    103317 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.
  4. 10 points

    From the album: vfr400

    great Miller track day on the vfr400 :)

    © Steve Midgley (permission)

  5. 9 points

    From the album: Clear RC30

    Transparent RC30
  6. 9 points
  7. 9 points

    From the album: Random Pics From The Road

    "It's just a model."
  8. 8 points
  9. 8 points
  10. 7 points
    FOR SALE - one Power Commander V, Dynojet part #16-005 for 1998-2009 Honda VFR800s. Like new, very little use. Produces dyno charts like this when installed on a 2001 5th gen VFR: The short story: Success. 3.62hp increase after simply bolting on the new header with zero tuning. 7.63hp increase after tuning the new header with Power Commander 3 installed. The long version including dyno charts: Yesterday's dyno sessions ended up being very productive. At $775, It also cost quite a bit more than expected [See invoice below]. This will result in a $30/per header increase in cost for orders placed from here on out - meaning headers not deposited at this time will cost $790 plus shipping. We will honor original pricing of $760 plus shipping for each header on all orders for which deposits have already been received. The day started early, meeting with Jozef [lead dynamometer technician] in Attack Performance's impressive lobby at their Huntington Beach CA headquarters. The lobby has several of Attack's MotoGP and championship winning motorcycles on display - badass hardware bristling with hardcore race tech. After going over our plan for the day with Jozef, Duc2V4 and I set up our pits, unloaded the bike, and handed it over to the wizard. Jozef took the bike 'behind the curtain', as Attack's shop is off limits to customers. Here's where the first evidence of skimpy photo documentation surfaces - although Jozef snapped a shot of the 5th gen on the dyno with prominent Attack logos in evidence, I neglected to collect even a text of the photo. Massive thanks to VFRD member Hammerdrill for filling in with the much needed photos seen later in this post. The 5th gen test bike started the day with 59877 miles, Power Commander V with zero map, a new K&N air filter, new Denso iridium plugs, PAIR system disabled/removed, ~1000 miles on Mobil 1 oil/filter, a Two Brother Racing slipon muffler, and OEM Honda 1998/1999 headers installed. The dyno chart at the top of the post is from the first set of dyno runs. After recording these, Jozef brought the bike back out to us - something was definitely wrong. To keep this account of the conversation brief, I'll just recount that Jozef said he'd never seen a bike run this wonkily with a PCV. The erratic readings were the result of electrical interference of unknown origin. Group deduction arrived at the possibility that the problem could be with the speed wire tapped into the Power Commander V, so we disconnected it and Jozef took the bike back into his cave. No dice, Jozef got the same misfiring and erratic results. Back in our sumptuous VIP pit area, troubleshooting arrived at disconnecting the PCV, so we did. After disconnecting the PCV, the bike ran well and these baseline runs were the result: Having acquired a successful baseline and simultaneously possessing a fuel management system that consistently sent the test bike into a tizzy, it was vital to best martial our remaining time. This meant I would drive back to Vista and pick up the PCIIIUSB which had been strategically left at home, 70 miles away from Attack Performance. Can't blame the PCIIIUSB, it would have loved to have been on the first trip to Huntington Beach. Not even the PCV can be blamed...I had singlehandedly done all the forgetting. While I was gone from Attack, Duc2V4 would change out the 98/99 headers for the prototype, Hammerdrill would take photos, and Jozef would continue building engines for Attack, then take a long lunch. Duc2V4 did a stellar job getting the 98/99 headers off and the prototype header installed. [All photos courtesy of VFRD member Hammerdrill - thanks dude!] Special tools were required to disconnect the rear primaries: Who left these rings under my pillow? And here's how he stuck 'em into the exhaust port sleeves: This is one of the 42mm crush gaskets after being crushed by the prototype header. Note the space between the gasket's id and the port. [This is the photo I forgot to take on fitment day]: Gaskets in place. Look ma, no grease! They stay in place on their own: Prototype headers connected to a midpipe Wade built to fit the TBR canister. Duc2V4 found a way to make a too-large T-bolt clamp fit onto the midpipe - note the spacer on the threads under the clamp's nut. Also note how frickin close the prototype came to the shock linkage. This would have been of concern if the bike wasn't on a rear stand when this photo was taken - the rear wheel was hanging at its maximum extension and still cleared the collector: The incredibly hard-working pit crew: After 'lunch', with PC3 and new prototype header installed [Connected to the same TBR canister used for the baseline] Jozef got down to business and completed an exhaustive [ouch again!] tune, resulting in the comparative graph below. The bottom trace Run File 10 is the baseline 107.5hp / 57.01ft/lbs The middle trace Run File 14 is the 'just slapped the headers on' with no tuning whatsoever 110.86hp / 57.82ft/lbs The top trace Run File 77 is the result of Jozef's careful tuning 114.74hp / 59.82ft/lbs After the dust had settled, Jozef placed a midrange reference line at 8000rpm: And the ugly:
  11. 7 points
    Varano Circuit, Italy @wildays 2018 Free practice
  12. 7 points
  13. 7 points
  14. 7 points
  15. 7 points
  16. 7 points
  17. 7 points
  18. 6 points

    From the album: My Bike

    © &copyvfdiscussion.com

  19. 6 points
    Well, after 4 more days of riding, 2½ days off at the lake, I've finally arrived home and unpacked for the last time (this month). Incredible weather on the final leg today, with lingering smoke in the valley. Glad I chose the return route I did, as Hwy 97 was closed in one section due to fires. Once I get my files sorted, I'll see if I have any post worthy images, but hard to compare the great stuff shared by others. Note to self: assign a designated, camera happy person to cover the event in full (both family & NSFW)! Thanks again to everyone for the support of coming to and enjoying the event. Truly appreciate your kind words - it's a labour of love & there was lots of LOVE!
  20. 6 points
    This tangerine 🍊 rig is ready to go. Why is July so far away still. New sprockets, chain, tires and brake fluids. Now only thing missing are Didits gps loops.
  21. 6 points
    I went for a ride today. First one for 2018. I like riding my VFR so it was time for a ride. A few bits of imagery that some in this thread may like. Melbourne was mid 20s (degrees Clausius throughout this post) today. Yea (north was going to be 40. But I like the pies in Yea. I was hungry, so I went to Yea. It was at least 40 in Yea. It was hot in Yea. That's 106 in the old scale. That's why no one was in Yea. Except for a couple of fools. Actually it didn't feel that hot, wasn't as bad as I thought it would be. So then I decided the Eildon-Jamison road looks good. Let's go to Jamison. Jamison wasn't much cooler. But my bike found some shade. So then I went up the mountain thinking it might be cooler there. It was, a little. But the view was spectacular. I also like my bike. A lot. So here is a photo of it at the lookout. I did tell you that I like it a lot. I then managed to race a couple of harleys down the mountain. That was fun. The riders were pretty good too. Then it got cooler, and I found another mountain. So I thought I would take a selfie with the mountain. Back through the Black Spur. Melbourne being typical Melbourne thought well if 40 wasn't enough before, you need some rain now. That provided some cooling at least. There weren't some bad views there either. It was a fun ride. Did I mention it was hot?
  22. 6 points
    Somewhere in Holland, tulips, tulips, tulips and a VFR!
  23. 6 points
    Here are a couple of shots of the complete bike. Left and right.
  24. 6 points

    From the album: dpinning's VFR

    2000 VFR800 at Virginia International Raceway Cornerspeed School

    © &copyvfdiscussion.com

  25. 5 points

    From the album: Misc Pics

    © Stephen Harmer

  26. 5 points
    Rocky Mountain National Park
  27. 5 points
    I was cleaning out the garage and since there was some space I thought I'd snap a picture or two or four....
  28. 5 points
    Well I managed to find a few hours, got the aluminum piece machined up and installed. To me this is the perfect solution for mounting a power socket and USB. Only downside is that it raises the bezel around the key hole and now I cannot use the steering lock. Though not a major issue right now for me. In the future I'll probably eliminate the bezel or modify it to allow the key to push down enough to engage the steering lock
  29. 5 points
  30. 5 points
    HONDA Devilishly good! Van Halen - running with the devil Going for the tun!!
  31. 5 points
    Autumn in Bright, Victoria Australia. My regular riding fix for scenery, mountains and a few twistys! Usually head there for a couple of days at a time, its 375k's from where I live. Cheers..
  32. 5 points
    Hi Ho Hi Ho Off to WSBK Assen we go! Opted NOT to take the kitchen sink but camping gear instead...
  33. 5 points

    From the album: Meet & Greet

    Starin' at the world through my...
  34. 5 points
    Christmas did come early (as did spring...) Make USA great again! EU-legal pipes; do need a set of new/heat resistant decals..
  35. 5 points
    Hi Everybody, did a post and described my Project and a was asked to post more information, så here we are, i have lot of Picture comming up but some problem uploading them. I'm 49 years old on sunday and Electronic engineer love motorcycles and going to Honda in Japan to meet the constructor of RC30 in couple of week so yes im a freak, but i have a wery nice wife ho likes bikes so family support all hours in grage I started with my RC45 and did not want experiment to much with that Engine, so i took a RC46 Engine, my first Engine was a vtec, and i blowed that when i did1,7 bar in turbo, but it did make wheele in 250km/h I found out that bike is lite to hysteric with 170HP and Lovely to ride about 140-150 Hp(Video coming i promise) I started to take all Electronic from Honda away and put on a MSIII to stock Engine and started to make it fit with all stock sensors in RC46, and after a couple of week it works great and got tuned in realy good with vtec and ignition curve, drive around for a year and started collect parts for my turbo Project, and got a new turbo on ebay 150$ Nissa Qashcay 2,3 Diesel i Think, water and oilcooled and adjustable wing in turbo so no need for dump stuff, but a Little hassle to build controling Electronic to n RC digital servo to Control the wing, but what a succés, so no i have dynamic load pressure from trottle handle and all Readings from traction Control regulate boost(I taped in on stock ABS sensors front and rear) I did take me 2 years to build but im wery pleased and it work great More is comming.....
  36. 5 points
  37. 5 points
    WTF is that supposed to mean? They can feature shit bomb CB750's and Ducati scramblers, but your bike is not quite right for them? I think Bullshit Hipster Bike Video's is spot on about that website. They like the idea of bikes as art, not bikes. http://hipsterbikevideos.com/ Just in case you aren't familiar with that site. Lots of fun. Seb, your work is fantastic. Don't read into that email too much.
  38. 5 points
    Just outside Couin France. British cemetery, Somme
  39. 5 points
    Welcome to the forum. The tank protector in picture 1 is a Honda part, that I got from my local Honda dealer. I looked it up in their parts catalogue and ordered it from them. It took about a working week to arrive at the dealership and they gave me a call to collect it - cannot remember the cost - but only a few quid. While I am here though, a picture from recent trip, taken in south of France near the Ardeche Gorge region VFR in lavender by 660 Mattie, on Flickr
  40. 5 points

    From the album: VFR Travels...

    Because you can't wash it and just put it back in the garage!

    © Daryl Dempsey

  41. 4 points
    yes insurance paid me out a few weeks ago, didnt get what the bike was worth to me, i was toying up the idea of a vfr1200, or a gen 8 vfr800 but the insurance just didnt pay me enough money, and decided not to get a bike loan at this stage, but i ended up finding low km immaculate a limited matt black 2004 cbr1100xx that i had always wanted, so got it for a good price. i still have a 1998 vfr800 gen 5 i rebuild for the track in the garage.
  42. 4 points
    Invisionboard sent out a notice that there was a patch, and a new version for upgrade to address some security issues. So I installed it like a good admin, and of course it broke the website, the java scripts all stopped working and it broke my custom skin. So i at least got it working again, but my skin is still in need of fixing. I have to reinstall that from scratch. Nothing goes smoothly with this place much anymore...I reinstalled the forum from a fresh download and not it seems to be working like its supposed to but i still have to reinstall the skin again and make some new background pics oh well, I will find some good ones in the gallery and start over, yall post some really great pics in the gallery I have plenty to chose from! I just have no more time to work on it today I have to actually go do my real job now.
  43. 4 points
    My 96 "identifies" as a 2015... I don't dare ask its gender... we just leave it at "sexy b!tch"... lol
  44. 4 points
    Well sorry to upset the apple cart here gents but I have a potential update. My engine builder (G-Force Engine Development) was talking with Tyga on this topic recently and they may well be turning around on this, but we're looking to G-force to lead the development effort and Dyno tuning. Mike would need a bike in No. Cal., and one in So. Cal. For different reasons. One in So. Cal. to 3D scan both bike and exhaust, and the other in No. Cal. to eventually Dyno tune. (I think I have that right way round). In in any event, what I do suspect is the end result would be of high quality, come with documented performance benefits and at a pretty reasonable price as are Tygas systems in general (IMO). It it seems things are a bit splintered here and I wouldn't want to piss anyone off, but this is a real company and storied V4 Honda tuner looking to collaborate, and seems the stars are a bit in alignment. I dont have much detail beyond that but idk, should we take a poll here?
  45. 4 points
    Yay beautiful ! 2017 friend !
  46. 4 points
    The Viffer is scheduled to be dyno'd next Tuesday the 9th, If you can, send a prayer all goes well and certain expectations are some what met.
  47. 4 points
    This is me on the VFR and my brother on his new Triumph T120 Bonneville on my left in the first picture as we arrive in Harwich on the annual charity ride to raise funds for the helicopters of the Hertfordshire & Essex Air Ambulance Service last Sunday. Over 4,000 bikers in a little English harbour town, amazing!
  48. 4 points
    I'm finally leaving the Dancing Bear. Headed to Revelstoke and Yoho. I joined Intl. Hostels to do more of these stays. Full props to Mike and the whole crew for making this such a Fabulous Trip.My happy muscles got quite a workout. Thinking back on the weekend still brings on a feces-eating grin, causing strangers to come up to me and comment that must have just gotten laid. I probably won't be making my home safe state for several more weeks. BC and CA are great; it will be hard to leave. Terry
  49. 4 points
    Had to put a little Murrican touch.
  50. 4 points
    Craigs bike a 2002 VTEC was constantly spewing antifreeze out of the overflow tube, sometimes onto the rear tire while riding into turns. He reported that twice at our last track day that he slipped from this happening. Our trip to Maroon Bells following him I could see water pouring out of the tube. He would refill the overflow tank with water at each stop, and the left side radiator was not hot. A sure sign that the thermostat was stuck closed. Click Here for a large picture with text labels Craig had already removed the tank and the air-box when I arrived at his house. He moved the tank to the seat and placed it back-wards, unplugging the fuel pump and fuel sensor. He unplugged the Map sensor and removed the vacuum tube, he unplugged the air box temperature sensor and unplugged the two crank case breather tubes. He Removed the air filter and the four velocity stacks, he had the taller ones in the back short ones in the front. Craig removed the tank and air box After removing the tow side fairings, on the left side is a hole for you to probe a long screwdriver, it needs a very long Phillips to loosen the clamps on the intakes. Sticking in the screwdriver to loosen the intake clamps Shine a light down to see the clamp and loosen it, that cylinder on the left is the wax element. Loosen the four bottom clamps, this is the left front Remove the drain plug and screw off the radiator cap to let out all the antifreeze Gently pull on the fuel rails to lift the throttle body out, be very careful here not to force anything. There are two hoses connected to the wax element that need to be removed, the idle speed cable must be threaded from the right side and allowed to come loose careful not to break it. There are several wires in the throttle body for the fuel injection you can leave them on. We removed them to treat them with dielectric grease to prevent corrosion. Make note of which connectors go where most are unique but the fuel injector connectors can get confused. You will need to remove the throttle cables by removing the two hex nuts on the throttle cable bracket and then popping the cables from the throttle wheel. Gently lift the throttle body out carefully not to force anything I removed the throttle cables and Craig threaded the idle screw cable free, here I am removing the two hoses to the wax element With the throttle bodies free we unhooked the wire harness and exposed the thermostat housing. Most of the clamps were facing down so we had to remove the housing from the other side of the hose. Tape over the intakes so nothing gets inside the engine Remove the old thermostat, there are two 8 mm bolts to loosen on the bottom and it cracks open like a clam Craig seats the new thermostat in the housing The O ring is a bit tricky its larger than the seat it fits into, with little nubs to pinch the ring into place. We turned all the clamps facing up and fitted all the hoses back on, tightened and re-tightened each one. Then reinstalled the hoses to the wax unit, threaded the idle cable back in place, connected all the electrical connectors, and gently pushed the throttle body into place. With a flash light we inspected the intakes to make sure the rubber boots were seated and began to tighten the clamps. Gently Craig seats the throttle body back onto the intakes. I am flashing a light onto the clamps as Craig works the screwdriver onto the clamp screws, they are supposed to be 7mm from nut to bolt tight. We slid the air box into place connected the temp sensor, the map sensor and the vacuum tube, connected the flapper solenoid and vacuum tube. Craig decided to leave the flapper tube disconnected and stopped it up with a screw in the hose. We replaced the air stacks tall in back and short in front. Replaced the filter, hooked up the crankcase breathers, and screwed on the top. Hooked up the gas pump and tank sensor and put the tank back in place. Filled up the radiator with 50/50 prestone no silica. We started it up - no fuel injector light so the electrical connections were correct, then we let it heat up, I put my hand on the left radiator and at 175 it started to heat up so the thermostat was working. Then we opened up the radiator cap and filled it all the way, turned on the motor and blipped the throttle until the all the air was burped out of the system. Craig put the cap on and we ran it to full temp all the way to 220 when the fan came on and the temperature leveled out. we watched the level of the overflow tank after filling it to the top line. It stayed at the same level. I think his problems with antifreeze on his rear tire are over.
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