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I was finally able to capture the Pearl White beauty of my 2014...in one of the most beautiful areas in the Country, Sedona Arizona.

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:

I took my 2014 VFR800 on my first ironbutt ride last Saturday. I rode from Cleveland, Ohio to Sault Ste. Marie, Michigan and back. I did 1054.3 miles between 7:30 am and midnight. The highlight of the ride was crossing the Mackinac bridge twice. The vfr is just a great bike.

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 Clinic™ 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!"

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 four cylinders. 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 photo shows 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 $790.00 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: 1-Duc2V4 5th gen Rapid Bike TBR slipon yes dyno tune 1 5/6th [maybe 2nd header for 6th gen] 2-VFR7503 6th gen PC3 has TBR and Leo Vince maybe dyno 1 5/6th 3-WackenSS 5th gen PC3 [RB in future] Leo Vince yes dyno 1 5/6th 4-jim v 6th gen PC3 [maybe RB in future] Micron yes dyno 1 5/6th [maybe full system] 5-MadScientist 5th gen PCV w autotune Micron low, MIG high autotune [maybe dyno] 1 5/6th 6-bornes 6th gen Rapid Bike SC Project CR-T yes dyno 1 5/6th 7-Airisom 5th gen PC3 or PCV Delkevic yes dyno 1 5/6th 8-CornerCarver 5th gen PC2 or better Wolf [sweet!] yes dyno 3 5/6th 9-CC 5 eng in 6 chassis PCV Staintune yes dyno 10-CC 6th gen Rapid Bike OEM 11-Sebspeed 5th gen 1 5/6th 12-Mbrane 5th gen PC [which PC TBD] miscellaneous yes dyno 2 5/6th 13-MBrane 14-interceptor69 5th PC3 Vance & Hines no dyno 1 5/6th 15-3Dcycle 6th gen 1 5/6th 16-moosemoose 5th gen RB Delkevic 1 5/6th 17-sfdownhill 5th gen PC3 Staintune yes dyno 1 5/6th 18-EX-XX 5th gen PC2 Custom midpipe/slipon yes dyno 1 5/6th 19-GreginDenver 5th gen TBD 1 5/6th 20-Funkatron 5th gen PC3 TBR maybe dyno 1 5/6th 21-Tirso 5th gen PC3/PCV w auto Staintune no dyno 1 5/6th 22-8th gen prototype LIST 8 - 8th gen headers with deposits received 1-HighSideNZ 8th gen header 6 chassis /825cc 5eng/front rad Rapid Bike Leo Vince 1 8th 2-Fz6wja 1 8th 3-samuelx PCV Yoshimura yes dyno 1 8th *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 -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 -adkfinn 5 gen PC3 Black Widow yes dyno 1 5/6th -fly750 8th gen 1 8th -neo2122 6th gen OEM/PC3 Delkevic yes dyno 1 5/6th -wholepailofwater 5th gen OEM/TBD Staintune 1 5/6th *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.

My amazing wife surprised me this weekend. Unbeknownst to me, she purchased a Nicky Hayden Edition RC51 for me. We went to Grapevine to pick it up yesterday. This bike has been on my bucket list of bikes to own. I am just beyond words. She picked a great one. It has everything I’d add. GPR Steering stabilizer, full exhaust, power commander, smoked windscreen, hot bodies under tail, and more. Just an amazing bike. It is everything I’d dreamed of. So dope. Seems like many many fellow VFR owners also own RC51's as well. It just fits doesn't it? The other bikes in my garage are my 2014 CB1100, the VFR800, an a project 1981 CX500.

Hi all, just wanted to give everyone an update. I finally got a lull in my work schedule and was able to get pricing and work with SFDownhill on all the costing numbers and options you have selected. On that vein, I will be sending out later today, PMs to all of you who have gave your deposit and shipping info with the information we have received. Ideally we have it all correct but that is where you will come in. Once you get the PM. please look over the info and make sure we got it right. As far as the headers go, we spoke with Wade yesterday and this morning, he anticipated being able to deliver the first batch by early next week, we have no reason to doubt that will happen, so we anticipate being able to pick them up and get those that will have passivization done dropped off shortly after we take possession. I'm sure everyone is chomping at the bit as much as we are, all I can say is the last mile is the longest mile! Hard to believe this has come to fruition, let alone almost here! Cheers, D

I didn't think I would want to replace my 07 Interceptor anytime soon but then Honda had to go and paint the 2019 Interceptor red, white and blue. As far as I can tell this is a Japan only model and seriously doubt it will make it's way to the USA. You can view the link to Honda of Japan here if you are curious: https://www.honda.co.jp/VFR800F/

Some of you may have seen this on Facebook already but I had a few minutes and thought I would share it here. I acquired this very nice 2006 / ABS model a few years ago and decided pretty quickly that I did not like the graphics or the overall look that much. I began thinking about what I wanted to do. I changed out the rear wheel with a nice 8 spoke that I found on Ebay early on. This helped but still not what I wanted. Then I looked at a lot of paint schemes to see how I wanted to go. I wanted this to be a little understated but "sporty". I am lucky that I have a friend who is a painter who agreed to help me out. I did all of the prep work. I scuffed the existing plastics and the tank with 1000 grit paper to give the new paint something to grip. It's really pretty scary to see what you've done to a pristine finish the first time you try this. Trust that when the clear goes back on it really is like magic. Next I laid out the design and let my friend shoot it. I used two additional colors. This one is a Lexus/Toyota color called "Storm Gray". The second color is from Jaguar and matches the wings on the tank. I finished by adding a pinstripe that we put under the clear. Once the paint and clear was on, I did the final buffing and leveling. Here is the final result...

A few random thoughts from some one who worked as a technician in a Honda dealership from 1979 to 1988. 1st. I know this was 30 years ago but I believe the dealership business model remains the same. Technicians are on the bottom of the pecking order in the dealership. A quick Google search showed that the average motorcycle tech pay is $14.50 a flat rate hour compared to an average $100.00 an hour labor rate. This is about the same pay I was making in 1988 when the labor rate was $35.00 per hour. This being said, a skilled technician will not remain in a motorcycle dealership for very long. I personally went from a Honda motorcycle shop to an Acura dealer when they 1st opened for twice the pay and half the hours worked in a week. 2nd. The person working on your beloved VFR has probably never sat on one much less tried to perform any maintenance on one. Exceptions being shops that are centered on racing or performance tuning will have people on staff that are experienced and have a passion for what they do and are payed accordingly. 3rd. The question of the OP. From my personal experience from adjusting valves on thousands of bikes from 600 mile 1st. services to routine maintenance, very rarely would an adjustment be needed and when needed was not more than a .05 mm. adjustment on a shim over or under bucket adjustment which would not cause any adverse effects reliability or performance. 4th. I bought my '97 VFR with 20k on the clocks in 2012 I went through the bike changed the fluids, plugs and found a valve cover oil leak. When replacing the valve cover gaskets I checked the valve clearances while I was in there. No valves were out of specification. At 45k I had an acceleration issued and rechecked the valve clearance and they were still within specification turned out to be a carburetor issue. 5th. Knowing what I know I would not take my motorcycle to a dealership for any reason other than recall issues and even then when receiving the bike back would go over it with a fine tooth comb before riding it. 6th. Bottom line! Unless you can do the work yourself or have somebody you know and trust to work on it for you, Just ride it till the wheels fall off which will be a lot longer than the average person will keep and ride any motorcycle and save the money from that valve adjustment for new tires and chain and sprockets.

I'm going to school for mechanical drafting. One of my classes this spring was an intro to CNC. This was my final project. Let me know what you think! I really like the design of the 3rd gen VFR logo so I went with that one, though I run a 6th gen. WIP IMAGES: Video showing the backplot https://i.imgur.com/OcCbLUR.mp4 If you CNC and would like to make these I think I can upload the mastercam file. You would need to redo feeds & speeds for your own machine. You also would not be allowed to sell these due to the school license that I used to create the file.

*****2019 VFRD MEMORIAL SPRING RIDE**** May 2-5, Microtel Inn Franklin NC 828-349-9000 Rates M-Th $69, Fri-Sun $89 +tax Event cost -$55, beverage, shirt, dinner & fun included. VFRD Eventbrite page will be set up for you to sign up and pay. This year plan to contribute to the swag. Any questions contact Bob Ealy or Benjamin Ealy.

Updates: 1 - We are waiting to hear back from Wade about how the production run is progressing - it's scheduled to be done this week. 2 - This past weekend we fitted prototype headers to a 6 gen. We needed to trim 5/8" off the collector exit, then OEM 6 gen mufflers fit great. By early next week I will mount the now-trimmed prototype to my 5 gen to recheck fitment. I'll use an OEM muffler, TBR slipon, and Staintune slipon [Using both support brackets on the Staintune to lock down positioning] to confirm that proper fitment is maintained on 5 gens after the 5/8" trim. 3 - We have an 8 gen loaner in our sinister clutches. Monday Duc2V4 mounted new tires while I installed speed bleeders and new brake/clutch actuation fluid to get acquainted with the 8 gen - neither of us have one [Yet]. We will be installing a PCV on the 8 gen. One of the production run 5/6 gen headers will be converted to the 8 gen by modeling the curves of the 8 gen front primaries. Wade will build a prototype, then we'll do a baseline and dyno tune April 6.

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.

Just a short clip of the adventure out to Custer. And one of the last mornings ride.

It just wasn't black enough.

You aren't kidding about the hard work and dedication. Just the logistical mess, which they took on so that Wade could largely focus on manufacture, was substantial. I went over to SF's place and he and Duc were sorting through who got what -- every one of us got something different, some of use got more than one and even those weren't the same -- and I wanted to help, but it wasn't the labor that was missing. It was the organization that was taking their time. I pretty much got in the way so I grabbed a set and got out of the way, I am sure they learned more about small manufacturing , supplier networks, shipping, and the rougher details of metal fabrication than most of us need to know. And, in case anyone doesn't understand, these shops aren't local to either of them, and they don't live next door. For example, every trip to get a bike dyno'd and tuned is an hour and a half from SF and probably 45 minutes from Duc, without traffic. Each way. Getting performance headers for the older models has been a dream of a lot of folks, but they got it done. This is huge, and greatly appreciated.

So I got a couple of pics from SF who was down at Wade's picking up another few sets of headers to take to the passivators and he sent some before (of the ones he just picked up) and after pics (of the small batch that were done). They should all be ready by Friday! The before.... ...and the after.

Hey guys, I wanted to let everyone know about some really big news. It's been in the works for a couple of months now, but two weeks ago we finalized the purchase of Sonic Springs for it's original owner Rich Desmond. Rich is a great guy and we hope to continue to build on the honesty and integrity he used to build the company. Big shoes to fill, that's for sure. For now the ordering of Sonic Springs will be processed through the same website. Not much will change in the near term from a day-to-day perspective. We are keeping the name Sonic Springs so hopefully this transition will be pretty invisible to the average customer. We are hoping this acquisition will help to leverage more offerings for both Sonic and DMr. Not really sure where this journey will take us but we have big plans and high hopes. You guys can feel free to email me directly if you have any questions or suggestions. Thanks for all of your support over the years. We could not have gotten here without you!

New to the site, bought my 8th Gen This past August - Put a little over 3K miles on her to date. The wife wanted me to get some shots of flowers while I went for a ride. I think I nailed it.

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:

Yep, the new headers fit well onto the 5th gen fitment bike. Just finished unloading from yesterday's field trip, and recognize some data is due. Details to follow soon.

Now that 8th gen parts are becoming more and more available via ebay. I was able to do all 2014 suspension/wheel/rotors with Brembo monoblocks.

Personally I think its sad that this forum has become just as bad as every other site's comments that I read. Not sure what that is all about but its a trend that I hope does not continue. This forum has been an incredible resource with a very non judgemental community of enthusiasts. Not just VFRs, not just Hondas, not even just motorcycles. Just like minded gear heads, some with more of a V Four sickness than others. For 2019, I hope that we get back to that.

Saw these last night, looks awesome in MHO👍🏼

Varano Circuit, Italy @wildays 2018 Free practice

Maybe I’m a bit off topic since it’s not a 8th gen but it’s a V-four and a nice one Spotted in Milan at the EICMA

Some pics out and about recently in the Isle of Man [emoji1133]

My good friend John invited me (I may have imposed) for a visit from cold Massachusetts down to sunny Arizona for an extended weekend of riding. He's kinda giddy right now as he just bought a new bike and this was his first long ride. We rode for three days, the first two days were with his other friends, so we had a group of four. John's new bike is a Harley Sport Glide and his buddies were also on Harleys, I was the outlier riding John's old love, his Honda Interceptor. You never know what it's going to be like when riding in a group, in particular if you are riding with folks you never met before. Fortunately they were good guys, unfortunately they don't like to stop so I missed capturing some great scenery but you gotta roll with the flow in these cases. Also, I made the mistake of not cataloging our meals, some great Mexican food can be had in Arizona. Which one of these is not like the other. 240 plus miles and no stops other than for gas, lunch and one time to sort directions. This was our destination for the night, Heber, AZ. This charming canyon runs through the middle of town, no bigger than a large ditch. I'm assuming it becomes a bit more grand further along. Heber is a very, very small town. A handful of houses, two antique stores and a couple of restaurants. Plus cow skulls and aliens. We are at pretty high elevation, 6,627 feet and it was cold the next morning. Mike, the ride leader, wanted to get rolling right away but it was just barely above 32 degrees. We coaxed him into a long breakfast and passively packed quite slowly, warmed up to about 42 degrees when we headed out. Fortunately for me John's VFR has heated grips. Our main destination is Salt River Canyon. This is not that canyon, Jeff is standing right at the edge of the dropoff though it's hard to tell in this photo, it is a long way down. One of the neat things about riding in the desert are the long views to the horizon and the mesas and mountains in the distance. We are on the north side of the Salt River Canyon lookout. The highway winds down the canyon walls to the bottom along the river and then rises back up to the other side. Some spectacular views, technical curves and switchbacks and lots of other riders. Here is a panorama of the canyon from the floor along the river. See if you can make out the road descending and ascending on either side. Under the bridge looking south along the canyon walls. This happened more than once, Jeff, John and I were all on a Cardo comm and our ride leader wasn't connected. The few times we made a stop he kept on going and he either had to turn around or wait. Mike was a good sport about it, he's a great rider, spent 20 years as a moto-cop in San Diego and LA. We all said our goodbyes after a BBQ lunch back in Tucson. The next day it was just John and I and we took a meandering route to Tombstone, AZ. Those not familiar with Tombstone, it was an old west town that earned it's fame for the gunfight at the OK Corral. I saw many mines on my ride the days before and again today. These are massive projects. The dusty town of Tombstone, AZ. It's a tourist attraction now with workers dressed up in period costumes and barking along the main street to come and see a gunfight or watch the can-can dancers. You can go for a stagecoach ride or shoot a revolver at a shooting gallery if you so desire. I was hoping to go and see the "Highest Kicks in Town" at the Oriental Saloon but John steered us towards Big Nose Kate's for our lunch. Now normally I don't drink when I'm riding but I'm in the Old West at a saloon so I broke my rule. Mine is the shorter darker beer. And that lovely lady was our bartender, didn't catch her name but when your a cowpoke rolling into town for one night what's in a name anyway. She was absolutely wonderful and quite charming. The famous cemetery of Boot Hill. Apparently this used to be free to enter but now it's an attraction with a gift store/museum and a fee to walk the grounds. Didn't really feel like a tour so I snapped a quick photo at a hole in the fence. According to John at least they cleaned it up now that it's a paid attraction and I understand that there is a guide or guidebook to explain the sites in more detail. In the Old West they say the good guys wear white but in John's case this isn't true. He may be wearing black but he is one of the most generous and kind people I know. So long pardner, we got to ride these horses back home to Tucson now. Ride safe!

Thanks again SF and Duc for all your dedication and hard work on this project and navigating around and ironing out all the roadblocks and speedbumps that have popped up along the way that we don't even know about!!!

Just start a nice collection....

This video popped up while I was holidaying in Japan. The sound of the V4 is fantastic.

I'm a 5th Gen VFR guy so what I'm going to say may not apply to your '07 VFR (but I believe it does). Whether my little bit of information applies to your bike is dependent on whether Honda continued to use the same tuning principles for the PGM-FI system across multiple generations of the model (the 5th Gen VFR was the first fuel injected VFR so it can be considered to have set the VFR model template for the use of Honda PGM-FI). On the 5th Gen VFR Honda set up the PGM-FI system to use two completely different methods to determine fueling depending on the "demand" that the rider puts on the engine. "Demand" is most easily related to throttle position and the recent rate of throttle position change. While this description isn't the whole story behind "demand" it's good enough for a basic understanding. RPMs also factor into the equation. At low levels of "demand" the PGM-FI system uses the Manifold Absolute Pressure Sensor as the main parameter in determining the proper fueling of the VFR engine. At high levels of "demand" the PGM-FI system uses the Throttle Position Sensor as the main parameter in determining fueling. So, it something is whacked about your VFR's low "demand" (low RPM) operation the problem is very likely to be related to the Manifold Absolute Pressure Sensor. I get a lot of blow-back every time I say it, but removing the flapper and snorkel might have the effect of changing the amount of intake system vacuum the engine experiences during low demand/RPM operation.

She's done! Just got the state inspection done. Stuff you can see include: Speed Moto fork mounted headlight clamps (eBay store), Emgo side mount cafe headlight, Buell Cyclone headlight fairing, Rizoma Dynamic mirrors, Pazzo levers, and Custom Dynamics Magic Spot Lights for my signals (also used these awesome lights for my brake lights and license plate light).

With the greatest respect gentlemen, have you considered that our public forum might be frequented by Lextek (and BW and others) and that this general “venting of spleen” is not really endearing us to them? For a start we need to put a few very important things in perspective: 1. We ride 20 year old bikes with rotting headers for which there is no real market as a parts supplier 2. The Lextek is a Chinese made header cheaper than three full tanks of petrol. It’s not a BSB race system and NEVER CLAIMED TO BE! 3. Jeff from Lextek has gone considerably out of his way to provide info and test a system for us - as a courtesy. He even bought a VFR motorcycle specifically for the purpose. That’s nothing short of heroic in my book! Now as Jeff stares in despair at the three snapped exhaust studs on his bike I wonder how motivated to help us he feels with all this negative clamour in his ears. I’d have downed tools a long time ago. Hopefully Jeff is a more patient man than me. This is not a race header designed to win the TT. It’s a nice mass-produced item designed to serve our ageing fleet of bikes. Despite this it boasts a lot of advantages: a. Stainless steel construction b. 5th gen diameters c. Neat welds (see pics) d. Catless e. Probably lighter than stock f. IT IS REALLY CHEAP!!! Did I mention that it’s CHEAP? Oh, and steeply discounted for us too. That, just in case anyone missed it, makes it REALLY CHEAP! In light of all this can we please stop beating on those who have chosen to help us, while they’re helping us? Lextek (and BW) have endured a thrashing for even daring to offer us a system. No one else is offering us any alternatives. Let’s manage our expectations, show a modicum of courtesy and pray Jeff follows through with his project for us. Stray

Great trip, great riding, great sumsum4! Thanks to all! As usual, I took very few pictures, but here is Devils Tower! Spectacular!

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!

I don't think anyone meant to come across as too harsh, mostly just having a poke. I think most people consider this small batch replica header to be a different animal than a production piece, hence the different expectations. The 'other guy' actually took way more guff in another thread, but you both seem to have weathered it just fine. If we all agreed all the time this place would be pretty boring.

Finally got a nice picture of my current stable.

I had my clutch cover, stator cover, cylinder head covers, and upper triples powdered to match the 2014 wheel and prismatic Powders triple bronze was the closest I had found.