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  1. 8 points
    Practical Sportsbikes/Performance Bikes September 2019 issue
  2. 7 points
    View from the Kancamagus Highway looking south. Probably my favorite area to ride in my neck of the woods, the Kancamagus Highway in the White Mountains between Conway and Lincoln, NH. It's only about two hours from my house (near Boston) if you take the interstate and a local highway (I95 and HWY 16) heading up the east side towards Conway, which is what I did. There's three tolls along the way totaling $3.50. Alternatively you can take I93 north all the way to Lincoln only paying one toll that costs $1. 93 is faster but 95/HWY16 is more interesting. This is the longest trip I have ever taken on my Interceptor in a single day, 400 miles and man was I sore the next day. Didn't help that it was really hot later in the day and I didn't hydrate enough suffering some leg cramping. I should add, there are a lot of pics of the Interceptor below... I've been here quite a few times with my other bikes and really was just thinking about taking photos of my bike at some of my favorite stops. Chocorua Lake is a great place to stop and just chill. Very relaxing and usually not too busy. The Swift River that runs along the eastern side of the Kancamagus Highway. Lots of people just wade and play in the water here. More spectacular views from the top of the highway overlooking the mountains. A lunch stop at One Love Brewery in Lincoln, NH. The bartender recommended these French Dip Sliders and now I would recommend them as well. Really good. There were a pair of antique cars stopped along the Basin which is just north of Lincoln along the Styles Bridges Highway in Franconia Notch State Park. A view along Franconia Notch. A really mellow divided highway with sweepers that cut between the mountains. A retired Cog train. These trains still run up Mt. Washington. Notice the angled engine that is designed for going up the grade of the mountain tracks. This old model is sitting along HWY 302 near a restaurant. Stopped along Saco Lake. You get here from Franconia Notch by taking HWY 3 or 302 from Styles Bridges Highway (I93) N. Sitting right at the edge of Crawford Notch along HWY 302. Right after this is a big drop down with some fairly tight turns. It's a fun run as long as there isn't traffic holding you up. Normally I would continue along HWY 302 to Bear Notch Road which connects with the Kancamagus Highway and bypasses North Conway and Conway. Bear Notch Road is very technical if you take it at speed but today there was too much traffic so I turned around and went back around 302 to Franconia Notch before heading home. Took a stop at the Flume for a break from the heat and get some water in the beautiful visitor's center. This is a great place to visit if you have more time. For a small fee you can take a two mile hike through some amazing landscapes. Bonus VFR pic! After the Flume I headed home along 93 south. 70mph posted all the way to Concord, NH. I had a few runs of 80mph keeping pace with the traffic. Surprisingly I was effortlessly getting 200 miles per tank with a bar or two on the gauge still showing when I stopped to fill. I didn't hit vtec all that often but I wasn't babying the bike. I'd be lying if I said the VFR was comfortable for a 400 mile day for me. I can do it but I was quite sore the next day. Still, love the bike and glad to know that I can take it on a longer ride, especially since most of my favorite roads are at least an hour away from home.
  3. 7 points
    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!
  4. 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:
  5. 7 points
    Varano Circuit, Italy @wildays 2018 Free practice
  6. 6 points
    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.
  7. 5 points
    Rocky Mountain National Park
  8. 5 points

    From the album: My Bike

    © &copyvfdiscussion.com

  9. 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....
  10. 5 points
    Hi there, I am 46 years old, from Germany and ride usually a RC24 from 1989. I also drive now a Honda NC21 (and NC23). Finest thing from Japan in 1986! 34000km + excellent condition. I just love the sound of the gear driven cams.
  11. 5 points
  12. 5 points
  13. 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.
  14. 4 points
    I've got it out of the van this morning, there are still some jobs to do, like change the forks, install the screen and then set it up but here goes with a few photos, please play nice!
  15. 4 points
    Hi Saoirse. Bit of a shame you feel this way. Personally I have found this thread to be incredibly informative. Disregard the passionate fors and against, just look at all the valuable info put forward by some very experienced people, there is a lot of good statistical info that will help you make your own decision. I had my own feelings regarding a modern day 8gen valve clearance check and this thread has definitely helped me in deciding to do the check OR not. There is great info embedded in this thread, just seek it out and use it. Cheers.
  16. 4 points
    Try... You know that term in astronomy, when something's moving so incredibly fast that it appears to change colour because the wavelength of the light coming from it is stretched into a different part of the spectrum? Well, they don't call it 'Yellow Shift', now do they?
  17. 4 points
    Here's something I've been working on for a few weeks now. The whole project isn't finished yet, but should be soon, so I thought I'd post a few installments of the rebuild here. I was asked to get this girl back up and running, she was last ridden 10 years ago. During early discussions the carbs were cited as the main issue that needed addressing, but after getting eyes on the bike, the issues went a little deeper than that. Still not bad overall, a good starting point for sure. Nowadays you can give just about anything 10 feet and an Instagram filter to make it look good: But, the closer I got the more I saw that needed attention. The whole bike was fairly original, and was put away just as some of the small "old bike stuff" stared cropping up. Tires were dated 2003, fork seals leaking, clutch slave leaking, gas had gone off, battery gone, mufflers packed full of whole kernel corn feed, etc. I made a list and settled in for the long haul, but not before getting the bike to start on the old gas with a fresh battery. It took full choke and a lot of cranking, and the bowls leaked, but it did start, run, and even took some throttle so I knew we had something to save here. First up, clear a space, pull some bodywork and the carbs Rut roh, first sign of trouble... someone's had that plenum off, and they chewed up the screws while they were at it. When I saw that I figured it was time to go all in. Ordered a full rebuild kit from BillyC and tore the carbs down I got them to this point, then proceeded to tackle 1 carb at a time till all 4 were done Kit contents: All the rubber was hardened and splitting, this definitely needed doing Each carb body was soaked in Berryman's and thoroughly blown out/dried and rebuilt with the new rubber. The diaphragms and slides were in good shape and stock. The chrome on the slide hats was pitting and chipping/flaking and the hats were dirty, so I sent them on a quick trip through my blast cabinet to clean them up without dulling the chrome too badly, then installed the nicer ones on the outside carbs. Also blasted the plenum, and refined the body & bowl gasket surfaces. All in all, they look better now
  18. 4 points
    Lol, ok, picking up Saturday. Garage is getting tight, mbd in full swing. So glad Mrs vfrcapn fully supports the addiction.😂
  19. 4 points
    MadSci and boOZZIE - We ran out of daylight, time, and closed the Attack facility down on Saturday night, last car in the parking lot was us, packing up the pit and loading the bike, so I didn't get the files from Jozef then. He said he'd email them, and I'll be going back up there later this week, so I'll take some photos of the Attack bikes and get the fuel maps on a thumb drive if he hasn't emailed them by then. I did not ask him to save the original PC3 map, but hope he did - I'm as curious as you are about the difference in mapping. The original map was from a dyno tune back in 2006 done by the previous owner of the bike. At that time it had a California ECU, Staintune slipon, and OEM air filter which all combined to achieve 99rwhp on the dyno. In other words, the original map is probably going to be quite an apple compared to this recent orange. MooseMoose, I agree with your observations; the AFRs are just a touch on the rich side, which is a fairly safe place to be. I suspect that the AFRs on the baseline runs stayed rich for two reasons: [1] during the baseline runs, the bike was never run in steady state throttle long enough for the ECU to go into closed loop fueling, which is where it would start paying attention to the O2 sensors and leaning the mixture to optimize efficiency, and [2] the O2 sensor leads from the ECU are terminated with Dynojet O2 Optimizers, which tell the ECU everything is hunky dory with the AFR, so even if it tried to go into closed loop fueling, it wouldn't perceive an opportunity to lean the mixture. And you are right about the end result being better rideability - most of us spend 90% of our fun riding time in the midrange rpms, and that is where throttle response is all different with the TBR. I was a skeptic about headers until I rode RVFR's 5th gen. When we traded bikes for 20 or so miles of twisties, his 5th gen was set up exactly as mine was except for the headers: both bikes had PC3, stock engine, and Staintune high mount slipons. He had installed a TBR header and the package had been tuned by an extremely good dyno tech. My mind was forever warped.
  20. 4 points
    My 96 "identifies" as a 2015... I don't dare ask its gender... we just leave it at "sexy b!tch"... lol
  21. 3 points
    Camping in Shawnee State Park, Ohio
  22. 3 points
    Taken during a pit stop on a trip to Lacrosse WI from the twin cities.
  23. 3 points
  24. 3 points
    Since you have no idea how the chain was maintained, and unless the sprockets are severely worn, you won't be able to tell if the sprockets are going to ruin your new chain. Considering all that and a chain is lots more money that a couple sprockets, I'd bite the bullet and change out all three. Then you'll know where you're at drive train wise.
  25. 3 points
    What could be better, just fitted the screen while listening to the TT practice on Manx radio. Thought you should have a few photos. Screen fitted but will need a little trim A photo with the seat off, you can see the rear exhaust and the new catch tank. The last one is a riders eye view
  26. 3 points
    No way I'm letting someone else wrench on my bike. No way I'm deviating from the maintenance schedules per Honda. I paid, in part, for that engineered maintenance schedule created by Honda. If I have to spend $$$ for a tool or tools that I don't have and will only use once, so be it. That's the price for peace of mind. I look at something like adjusting the valves as curriculum for a technical collage course (university of Hard Knocks, you know) and treat as such with research. I'm better afterwards on several accounts, including keeping my mind as fresh as possible for a 61 year old processor. The worst case scenario is that the valves, not a single one, needed adjustment, and I spent some money that I didn't need to spend, but what an education and experience! I guess that it comes down to pride of ownership and acceptance of a pleasant (to me) challenge. That is all. Semper Fi
  27. 3 points
    I am a "non-maintainer" in your book who has owned 3 "un-maintained valve" VFR's with zero engine run-ability or performance deterioration problems. The VFR has a better engine, apparently, than airplanes. Taking any risk with a passenger airplane is nuts, especially one I'm on...... Ride a VFR hard where I do and you might be amazed that such "non-maintainers of valves" like me and others have VFR's that still go longer than most people want to have a VFR or longer than most are capable of riding a VFR safely. I've never heard of anyone "wearing out" a VFR engine after being around them for over 15 years. Finding someone competent to check valves properly is a genuine issue. Finding a VFR engine that has noticeable valve problems or engine problems due to having "non-maintained" valves is not on record anywhere. There must be a reason. I have a strict opinion after observing and experiencing what a VFR engine needs and doesn't need after many years. I am going to stay off mine today after two days of mountain riding brutality on the engine, then gleefully, loud and proudly, celebrate doing it again and again and again confident there will be no "valve damage" on my third VFR. Real life records and experience speak louder than an owner's manual in this particular engine maintenance procedure. I suspect more damage is done by just going into the VFR engine for valve checks than just leaving them alone. I truly respect your opinion, Greg. Diversity is what keeps life going. I also trust mine and other's experience. Let's all have fun with one of the best, most durable motorcycle engines ever made.
  28. 3 points
    Oh boy! I'm done with this shite... 3 day ride and wow, what a difference. I shortened my screen another inch or so before I left. Didn't change the spoiler. Didn't run with the edging on the fairing. At one point, in calm (ambient?) winds I was doing about 75 MPH (GPS) and all I heard was such a quiet, amazing, soul enriching whoosh from my Shoei GT-Air. Veefour's cruise control was awesome and the VFR grew on me. I just might keep this bad boy. I hope this thread ends up helping someone! One last set of pics with the R&G parts on it after polishing and waxing it.
  29. 3 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
  30. 3 points
    Nice job working through the issues. Don't worry about what other ppl think. You're still helping somebody... I bet everyone that bought a header is studying your thread. Also, this is still more of a custom set than it is production, so there will be some variation from part to part and if everyone assumes all parts are 100% the same then there will be these little disagreements about what fits and what doesn't. So just keep doing what you're doing. One other note, IMO you'd be better served by a piece of heat shielding attached to the inside of the fairing vs wrapping a section of the header. Install it with a good contact cement and it should last the life of the bike.
  31. 3 points
    OK, top paint is dried. Not 100% cured, that takes 24 hours. The side stand looks about as good as I hoped: The centerstand was harder to spray all around, since it is all round and has lots of funny angles and crannies to deal with. So I'm happy with how it went, but it was NOT as easy. My biggest bitch was the spray nozzle on the second can -- the paint -- spattered. Really annoying after the primer sprayed so nicely. Made it harder to get a super even coat, especially since I was spraying up and down to get to the bottom sides of things in addition to my nice, even horizontal passes. A smarter man would have rigged a stick through the mounting holes or something to make it easier, but I'm lazy and wanted to get this done in a hurry. The wire wheel texture shows through. I COULD have polished it up to some reasonable grit of wet-or-dry pretty easily (except for the pitted part) and gotten it perfectly smooth, or even wetsanded the primer, which was plenty thick. But, as I said above, lazy. In person it's a little more satiny than it looks here... cell phone cameras with black being hard enough to photograph. And here's a part that had all the rust on it that I cleared off: Again, it's blacker in person. Much more like the sidestand color. I think it is pretty close to the OEM colors, or at least close enough it will go completely unnoticed. So, in conclusion: - I didn't like the nozzle on the second can, but that was probably anomalous. The paint itself worked nicely, I just got a bum nozzle. - I liked the primer, and it sprayed beautifully. - It's not cheap. I spent at least $35 on the cans. They can run anywhere from $15-25, depending on what you get. The rust beater epoxy stuff is $17.99 right now, I got it on sale for $15.95, and I think I paid $20 for the paint. Plus $11 for VOC filters for my mask. So it cost me $50 to make a part of my bike nobody will ever notice or care about look less crusty. - It is genuine 2K, so it goes fast and will be as hard as the OEM spray For all that, if my oven was SLIGHTLY bigger I would have been happier to powder coat it. And if I wasn't in a hurry, I'd just have given it to a local pro company and had them do it for me. Black's usually cheap if you aren't picky, they spray it all the time and often give deals on small parts if you are willing to do it in a color they're already using. MOST of the hassle with spraying powder is cleaning the equipment. And, color and finish wise, I really can't be too precious about a part that gets rubbed on my boots and scraped against the ground every time I park my bike. So, bolt them on tomorrow after work. I should have headers on for the weekend.
  32. 3 points
    Hi Well I thought I would give you an update to my issue. So I tested the fuel pressure of the fuel pump and that was in spec. I replaced the fuel regulator but got no improvement to the issue. I was then going to go and get the bike dyno tested to see if there was an issue with map or even a fault with my PC 3 USB as it is subject to vibration under the seat but decided to first replace the fuel filter in the tank. On replacing this item my woes have gone including an annoying vibration that used to come in around 4500 rpm. After coming back off the ride with a big smile on my face I decided to get the filter out of the bin and rip it open to look at the filter. Now you have to understand that my VFR is a 2002 model with only 61,000 km (38,125 miles) on it and I have put the last 6,000 km (3,750 miles) on it since I purchased it in 2016 meaning on average the bike has annually only covered 3,500 km (2,187 miles) a year. I don’t think this filter has ever been changed in 17 years. On ripping the filter can open I didn’t find any debris but once I opened up the pleated paper I could see the issue. The filter paper, dirty side, was covered in brown lacquer. The clean side had no lacquer build up at all. I actually got an airline to blow through from the clean side to the dirty side and it Hardly made any difference. Dirty side of filter. You see the area I used an airline on to try and see how dirty it was clean side Close up of area where I tried to clean with the airline. If anyone conducts this filter change don’t bother buying the pre filter as it is just an aluminium scouring pad that I could have bought from Woolworths for $0.99 cents. Not Honda’s cost of $15.00!!!!!
  33. 3 points
    Took a look last nite, all is good, everything tight. Had to clean off years of accumulated crud, maybe that's what's been holding things together, and now I'm f*cked ... ACE
  34. 3 points
    Tried to keep her in 3rd gear as much as possible as to focus on the turns, rather than shifting
  35. 3 points
  36. 3 points
    I presume the lucky coin prevents attacks by the skid demon...
  37. 3 points
    Welcome back to VFRD after its little vacation. Hispanic Slammer, thanks for keeping the forum up to speed - you're efforts are appreciated. To purchasers of headers: Duc2V4 and I are unable to access PMs at this time, but we are getting email notifications when you send a PM, and we can read what you wrote. Until VFRD is back to being a fully armed and operational battle station, you can email us at vfrheaders@gmail.com. A few of you have already done this and it's working well as a stop-gap measure. K&N's large aperture [big mouth] air filter with part number HA-8098 is the only one they currently make for the VFR800. the big mouth is the filter we installed for dyno testing and tuning of the prototype headers. I was lucky enough to have purchased that particular filter from an individual in the UK for $85. Now the general public can purchase the same filter for $59.99 from K&N. The small aperture filter with the same part number is an old design, and is no longer manufactured. Confusion ensues because K&N on their own website and online retail dealers of K&N products all feature photos of the now defunct small mouth filter. Yesterday I ordered an HA-8098 straight from the K&N website and today a big mouth air filter arrived. I will attempt to attach a photo of the filter that arrived today:
  38. 3 points
    Seems I glazed over the carb installation up there ^^... word of advice, do it opposite of the book. Leave all the boot clamps very loose but properly oriented, set the boots on the intakes so their tops are close to horizontal, then install the carb rack by pushing the rears in first (book says fronts first). Pushing the rears in first allows you to very easily wrap the frame cross bar with a rag and push the fronts into place by levering a pry bar between the frame cross and the plenum. Don't be a gorilla - if you meet resistance, check the position of the boots and clamps. The carbs will pop right on if you have the boots just right. I like to put a little smear of grease on the insides of the boots to help too. All that's left now is a clean up of the bodywork, making up new fuel lines, and tuning the carbs. Bodywork first... there is some light damage here which makes the bike a "10-15 footer", but a little buffing compound goes a long way sometimes. Unfortunately I forgot to take a before pic of the tail... so here it is halfway done. You can see how the top part is clean and the rest... isn't. A better look at the grime, years of dust and oxidation Right side panel before buffing, against the tail after buffing Right side (left in pic) before, Left side after After Tank before, then after: Is it perfect? Nope. Is it better than it was? Oh yeah. A coat of wax will help even more. Last but not least, a quick polish of the button screws and then installed the chin spoiler.
  39. 3 points
    I recently bought a 2000 model (with cat) had 36000km on it. It came with an aftermarket slip on exhaust. KThe fuel milage was about the same as what you quoted in your initial post (pretty crap). First job I did was add a volt meter then cleaned the pair valves (choked with Carbon), then balanced the idle valves and dismantled and serviced all the rear end drive components serviced the front and back brake calipers and replaced the pads and fluid. This all did nothing noticable! I then added liquid moly injector cleaner a bit at a time in each tank of fuel until the bottle was empty. That did nothing noticable too! I put some new BT30 evos on it and then I did a 6000km road trip from Sydney to Cairns the fuel economy got better and better as the trip wore on! (Blew the RR in Brisbane now have a lighter wallet and mosfet type RR hard wired with beefed up wiring). So I think a long ride might do the trick... it'll be good for your constitution if nothing else. I get about 18km per litre at highway speed now. Note Even the Blue gen 5 VFR's burn up their RR's 🙂
  40. 3 points
    I'm an LED convert, and have swapped out the H4 halogens for LED's on all my bikes (VFR800, VTR1000, ST1100 and a Vespa). Safe to say I have no issue with the pattern on any of those, and really like the extra light created. I don't quite understand the comments about the effect of the emitters being positioned either side of a central plane; they are, but that means they throw light out practically in a 360 degree sphere, with just a darker spot directly ahead. Directly ahead is also where you will find the low beam cut-off shroud so that makes no difference, as most of the light thrown by the reflector comes off the sides anyway. Out of interest this is the LED beam pattern on my Vespa which comes standard with a 55/60 H4 halogen, showing low beam and high beam. Works the same in my bikes. The bulbs I am using are cheapies off eBay, usually $30 or less for a pair, like this: These are fanless and have given me no grief in more than 2 years of use. They use much less power than a halogen (25W vs 55 or 60) so generate less heat. The only disadvantage with these is that you can install them upside down (DAMHIK) so do make sure to orient them as shown with the low beam shield down.
  41. 2 points
    UK dealer offers special paint & a discount ! https://www.ebay.co.uk/itm/Honda-VFR800FA-New-Bike-in-classic-Rothmans-Race-colours-other-classic-options/253418593395?hash=item3b00ecdc73:g:xrIAAOSw8R9afdF- I’m sure they would sell more ! Whadaya think ?
  42. 2 points
    I just bought a 2015 Honda VFR 800 DLX and was a little bummed at how there isn't a lot of aftermarket stuff available. I was looking for some good tank pads and can only seem to find Evo as an option. Anyone have any other brands you would recommend? I was really happy to find this site. Looking forward to learning lots and excited to be part of the group now 🙂
  43. 2 points
    ** Updated** Dropped price, added a jacket With a sad heart, Im selling my 1998 Honda VFR 800. I have ridden this bike all over the USA and Canada and it has been very reliable and trustworthy. I am looking to sell it because the riding where I am located now is pretty boring and I just dont have the time to dedicate to it anymore. The Good: 2 Aftermarket ZeroGravity windscreens, tinted. Installed one is slightly larger for some added protection, other one is racier and lower Sargent seat, black on black PowerCommander III K&N Intake Twobrothers Exhaust Later model rectifier (this is due to notorious VFR rectifier issues. I have the original as well that never displayed problems. Was swapped "just in case") 2 RAM mounts (tank and clutch bar mount) Recent rebuild of entire rear hub (bushings/bearings) New battery Shoei RF1100 Helmet (flat black with tinted and clear visors) Motocentric soft bags Stainless brake cable kit installed New front wheel bearing kit still in package Honda Service Manual for the bike Bike cover Joe Rocket silver mesh padded summer jacket The bad: She might (probably) need a new stem bearing as it is starting to give the clunk sound on speed bumps or pulling the brake hard while backing up. I have not tried tightening it up yet but I would bet that its time to replace Occasionally, the FI (fuel injection) system will not prime properly, thus preventing a start. This has NEVER stranded me. I toggle the power button once or twice and she primes just fine! I pulled and cleaned the fuel rail some years ago and checked the bushings but everything was fine so I kept riding. Tires are about 50-60% tread left, Michelin 2CTs. Chain/brakes are ok, still some life left. I bought this bike with about 23K miles on it and I have put around another 23k on it myself. Like I said, I have ridden it all over the USA (14 states) and Canada (Ontario/Quebec) and it has even been into Mexico for a brief second during the Border to Border Insanity trip. I wouldnt hesitate to address the stem bearing issue and take it back to Canada tomorrow! Asking $1900
  44. 2 points
    The Crash Part 3 With over 300 miles of tight mountain roads ahead of us, the procession left our hotel in Redding a little earlier than the day before. I had misgivings about changing my mind that morning leaving Jake to ride alone to Lassen Volcano; I also was happy to ride once again with my VFRD friends. We fell in line and made our way out of Redding onto the roads northwest of Redding, eventually taking highway 3 past Trinity. We all stopped at a junction of Highway 3 and Forest Service Road 42N17, Trinity River ran more or less north to south, just east of the junction, while the Tangle Blue Creek was to our west, more or less paralleling the serpentine road we were riding on. The leaders pulled us all over at the wide expansive junction as Derek was going to ride ahead to a spot he had planned to set his drone aloft and video us as we rode by. He took off and later called his wife Tammy to say he was ready, we filed back onto the road and I found myself somewhere near the front of the pack but not at the front. The turns became tighter and tighter, some were increasing radius, and even seemed to be off camber. Tricky riding and I noticed with alarm a rider or two blowing the corners, drifting well across the center line and reigning it back just in time to set up for the next corner. Had a car or logging truck come around the steep curve ahead it wouldn’t have been good. I’m not sure how far we travelled on our way to the hovering drone, but on one short piece of tangent with a sharp left hander, I was closing in on Craig Sample and his Tuono, he was filming our ride with fore and aft GoPros, these cameras are not unusual on such tours so nothing unremarkable about that. As I’ve had more than enough spare time to replay that day and to try to determine why I blew that particular corner after carving around 10,000 other corners without incident, I’ve come to this: When you ride at the front of a group, or solo, you read the road ahead of you, there’s a lot to process and some riders use the “vanishing point” method to set up their line around a curve. I guess I do that myself. You have to adjust to the radius and the best, safest way to do that is by following the old axiom pertaining to corners, “slow in fast out.” You also have to read the surface for any traction problems, tar snakes, gravel, water, tree branches, animals, etc. A public road is not a closed track so it’s imperative to leave some speed on the table, knowing you cannot possibly calculate for any contingency ahead. However, when you’re following a group, you can get a clue as to the sharpness of a curve by seeing the bikes ahead of you and seeing their torso, or helmets going through their arc and this helps you see a bit farther around the curve than just by reading the road surface at it appears in front of you. In this case I might have been following Craig’s Tuono not realizing he was pulling to the side to wave us ahead in order to get different video. I might have allowed myself to follow him to the edge and when he waved me by I finally realized what was going on. I vividly remember glancing at his waving hand as I past him and when I looked up I was very near the edge of the road as its increasing radius was arcing tighter than I was. This is not to suggest in any way that Craig’s actions caused me to crash, the responsibility for my crash is solely mine and mine alone. I only mention these details because I had to figure out for myself why this corner caught me out when I’ve never had any problems before. I got distracted on an unforgiving corner, a corner, like many on that road which requires 100 percent concentration. That one tiny lapse of concentration resulted in a violent explosion of pain and confusion. When I turned back to the road I was already on the edge of the pavement, leaning over, Jim, who filmed me also, said my front tire hit a pot hole or something and started bouncing or shaking very hard and fast. I couldn’t believe I was losing control and then I slammed down hard, violently, dirty brown gravel and rocks exploded all around me. My first thought was for my ole’ girl, it was going to be ruined, I hit hard on my left side and slid along the gravel, expecting in that split second to grind to a stop only I didn’t stop, I just kept on going and going, and going. I slid off the edge of the road over a boulder lined creek bank and tumbled down the coffee-table sized, sharp edge boulders, crashing, bouncing, crashing, cartwheeling, crashing, tumbling, wondering when this nightmare was going to end. My bike was being tortured more or less the same way, I could hear it being destroyed by the unforgiving, unyielding granite blocks. I think it was loyal to the end, I don’t recall it crushing me, I like to think it did its best to stay clear of me. We both landed face down in the boulders. Me at the toe of the 30-foot high rock cliff, my bike another 15 or so feet out in the boulder-strewn creek. The way I kept falling, crashing and bouncing only to repeat over and over was beyond frightening and confusing, it made me think of death. I finally came to a stop, head down, only inches from the water, stuck between boulders, legs and feet up in the air. Before even trying to move I had one thought to process, one question to ask. Why am I still alive? It didn’t seem possible. I was alive and so wrestled myself upright and stood on my feet leaning back against the boulder, my head was still spinning. I glanced over at my bike, utterly destroyed, the Remus pipes that jutted out back seemed to have dodged the carnage somehow. I could hear the creek now. I knew I had done it good. Whatever I did wrong on that corner I don’t think the punishment fit the crime, yet here I was, battered, busted and alone, for now. My friends were coming. I tried to move my legs, they moved, I wiggled my back, it wiggled, I turned my head from side to side, so far so good. I moved my arms-check. I reevaluated my condition and was relieved to discover I was not dead, not even a vegetable. My broken ankle from before was fine, my back was fine, my neck was fine, hell, I might come out of this after all. I looked at my bike again and grimaced for the loss of an old friend. Jim Landon was the first person to reach me. This was no small feat as he put himself at considerable risk to get to me, he saw me upside down and feared I may be drowning. By the time he reach me I was upright and had already done my self-diagnostic. I was hurt bad and hadn’t realized the extent of my injuries. Jim started talking to me and his exact words I can’t recall but he helped me focus and tried to reassure me. This is about the time the really weird stuff started to happen. As I looked at Jim blackness started to envelope my view. It started from the margins and I tried to fight back the blackness by concentrating on Jim’s face and his voice. It was as if the Grim Reaper was trying to envelope me with his ink black cape that was rippling with static electricity, try as I might I couldn’t stop the blackness from obliterating everything, even the silhouette of Jim’s head and shoulders were gone. I have to admit, these few moments were frightening, I didn’t know what to expect but could not accept not seeing, thankfully the blackness did not drown out Jim’s voice. I concentrated on staying focused in the direction I last saw his silhouette fade away and honed in on his voice, it’s all I had to grab onto. It was enough as a few minutes passed by in total darkness and the blackness finally, slowly started to recede. Jim was still talking and he appeared once again right where he should have been. Fuck off Grim Reaper, not yet. Relieved about getting my sight back, something told me to get out of the creek bottom and I tried make my way along the toe of the boulder cliff where it meets the edge of the boulder strewn creek. Jim tried to convince me to stay put, by then Tammy and made her way down the slope and also tried to get me to stay still. I figured I was going to stiffen up if I didn’t keep moving and I knew I was going to need plenty of help getting back up to the top and wanted to help them help me as much as possible. The boulders were so large, the steepness so great everybody except me knew I was on a fool’s errand. Nevertheless, I managed to spot a strip of gravel that might allow an easier ascent to the top than the boulder steps and forced my way along the toe of the cliff toward it. Tammy did her best to convince me otherwise, Jim too. People up top were urging me to stay put, but I had that fight or flight adrenaline coursing through my veins and wanted to escape my predicament. Finally I could sense everyone’s frustration with my stubbornness and allowed myself a short respite, also I could feel my pelvis crunching with each step. I didn’t know the extent of my damages, but I knew then my pelvis was broken in several places. I also had a broken clavicle, two broken ribs and deep bone bruises, but only the pelvis was painful and debilitating. I stopped once again to Tammy’s relief and took a breather. Derek joined her in stabilizing me, and informed me the first responders were only minutes out. I was grateful and dismayed all at once, I didn’t want to screw up the ride for everybody, but that just exactly what I had done. As long as I stayed still I was in no pain, I had taken my helmet and gloves off at the boulders where I first crashed but left my pack and jacket on. I insisted I wanted to keep them on now, I felt comfortable and the pack gave me a cushion to lean back against. Where Jim had been my first angel responder, now Tammy and Derek had joined him to comfort me. Tammy held me, steadied me, talked to me and let me lean against her. It reminded me of the time in Germansen Landing, BC when our friend and neighbor Ray Reierson shattered his leg while horse logging. We happened to be in the area and were able to help out the best we could. We helped him roll to a sitting position and my wife Pauline sat behind him and made herself into a chair for him to lean back against. He did great until the medic stabilized his leg from one side and rolled him over a bit and we all saw his tibia and fibula jutting out from his skin, covered in dirt and pine needles. It was then when Ray needed oxygen to keep from falling deeper into shock. Soon a chopper descended and flew him off to Prince George. He said later he’ll never forget how comforting leaning against Pauline had been. I feel the same way about Tammy, I wasn’t going through this alone—my pain was being shared by my friends. I realized I was getting stiff and wouldn’t be attempting another ascent of VFR Mountain, knowing getting me out of there was going to be a challenge. About then the Grim Reaper decided to try again, everything faded to black, with that static electricity the only thing breaking up the ink black. Again I tried to focus on where I last saw Derek and Jim, and I could feel Tammy’s body against mine, her embrace helped me focus. Finally, the black dissipated. Then the craziest thing happened. I suddenly felt nauseous, with barely any time to warn Derek, who was attending to me, I think I tried to warn him I was going to throw up and I did. Except I barely remember throwing up because that’s when I crossed over to the other side, perhaps the other side of the Grim Reaper’s cape. I know this sounds strange, but I passed out and at the time, after I had woke up with puke on my arm, I thought I had just had a dream, but upon reflection this was no dream like any I had ever had. My dreams are always bizarre, don’t make sense, disjointed, annoying usually, stressful most often, panic inducing on occasion. But this was the most pleasant dream I had ever had. I was somewhere in a storybook village, maybe a cottage on the margins of a village and a natural landscape, the details are getting fuzzy as I’m more than a month out now from the crash, but it seemed like it could be my vision of an ideal existence, a small, community, very friendly people, not necessarily family, not necessarily not family, just nice people, who knows, but the one thing that remains clear is that I had this comforting feeling of belonging, of knowing this is how it’s supposed to be. It was also bright, glowing and radiating with good feelings. It was just a dream I thought and when I woke up with puke on my arms, I’m pretty sure I announced to Tammy and Derek and Jim and whomever else was nearby that I just had a dream, a most pleasant dream. Reality tore me from that paradise to the realization once again that I had just experienced a life-threatening crash on my motorcycle. The sound of the creek penetrated my consciousness and chased my dream/near death experience away once and for all. I was forced me to remember where I parked my bike. It lay crushed and motionless, dead in the rocky creek bed. The odometer would certainly not be tallying any more miles. I wouldn’t be needing that plastic nut after all. Curry had pointed out to me at the last stop that my taillight was out. Yet another minor problem I wouldn’t have to deal with. My friends stood close, inspecting me, I could feel my battered body wracked in shock and trauma and just wanted for a moment to duck back into that dream that maybe wasn’t a dream. I apologized to Derek in case I got any puke on him, we washed it off the right sleeve of my Joe Rocket perforated summer jacket. The material over the left shoulder armor was shredded, below that armor was a broken clavicle and two broken ribs, the very least of my pain and problems at the time. I was informed that the paramedics were close, that a helicopter was inbound and felt both relieved and guilty for having cause so many people so much trouble. Our group was not able to finish their ride, the drone had nothing to video. It was all about me, not the kind of attention anyone wants. The first paramedic appeared before me, he was an older guy, my age or even older and had done well to scamper down the steep bank. He was puffing and set right in to determine my condition. My eyes were instructed to follow his finger, check, I had to give my name and birth date, check, where was I, somewhere northwest of Redding, somewhere not too far from some place called Trinity, check. Although my helmet was off and my head and neck were okay, paramedics take no chances and the gentleman proceeded to secure my head in a cardboard medieval torture device, but I didn’t mind too much. Soon a stretcher was brought and by this time I was starting to succumb to my injuries and was retreating into myself, seeing and hearing the earnest activity around me through a haze. I felt myself being winched up, I remember the paramedic calling for some strong men from above to help guide the stretcher over the boulders. I felt my pelvis wrench apart every time the stretcher clattered over a boulder. It was slow going as my friends had to keep adjusting their own footing in order to give one dedicated heave, reposition themselves among the boulders and then another, over and over. I was reminded of how we sometimes used to have to get our snowmobiles unstuck after plunging down a too steep hillside. Several people would have to fight their way to the sled, work their feet down through three for four feet of snow on a 45 degree slope, give a heave, have somebody hold the brake or rope, everybody had to shuffle and re-punch new holes for their feet, give another coordinated heave only to gain another two or three feet of elevation. At one point one side of my stretcher fell away and I heard the paramedic shouting to hold on. I thought I might face plant on those obstinate boulders. I was leveled and eventually broke over the bank and was on flat ground. I remember a police man asking me how fast I was going, what happened and I told him not very fast 25 or so and that I remembered glancing over at the bike as Jamie waved me by. They were talking about my gear, the paramedics told the officer I had full protective gear on. This was mentioned several times, there, in the helicopter and in the emergency room. Each time the information was met with approval. Since I was strapped down, I could no longer see anyone unless they were standing directly over me. I was loaded into an ambulance and immediately felt I was in good hands. They put needles in my arms, cut my pants legs and I didn’t object, they talked about cutting my boots off and I said, NO, my feet are fine, and wiggled my feet and moved my legs, just take them off please, and they removed my Sidi Riding boots without harm. The ambulance took me to an “LZ” where I was loaded into a chopper. I so much appreciate the speed of the chopper as opposed to an ambulance ride back to Redding, but I have to say this was by far the worst chopper ride I’ve ever had. I wasn’t in dire pain, but just extremely uncomfortable. As I was being loaded into the chopper I heard someone say “keep your head down.” I thought he was talking to me and I thought, are you kidding me. My foot snagged on something in the helicopter causing me to grimace a little but then I was pivoted in, a first aid women sat behind my head, she was sardined in there as I was, her radio dug into my scalp a little. My sciatic area was extremely uncomfortable, I needed to stretch but couldn’t, I was dehydrated but they refused to give me any water because everyone thought I was going immediately into surgery. I so appreciated the ambulance people and the helicopter rescue crew, but I really wasn’t enjoying this chopper ride. When I recalled this experience later someone asked me if I had been in a chopper before, many times, I responded. We lived in a remote area of north central British Columbia called Germansen Landing for 20 years. I met my wife there and we raised our kids there. Several of my neighbors and I were timber fallers so when forest fires blew up in our area we were called upon to help set up advanced landing zones. Three of us loaded our saws, gas, ropes, axes, spikes and some water and food into the side bay of the Hughes 500, a very powerful chopper with four smaller diameter blades that allow it to get into tighter spots than the usual Bell 206. We were flown up above the fire line on a steep mountain ridge, the pilot found a spot that would have to do and hovered just above the steep slope, the front of his skids just touching the ground. We slithered out gently just as he had warned us we must do, retrieved our gear, gently, and he took off. In an hour or so we had opened up the tree line and built a sturdy platform for the chopper to actually land on and start ferrying pumps, hoses and people up the mountain. When I was a freelance writer I was invited to join a wolverine tagging project and we flew all around the Omineca Mountains checking live traps, collecting hair samples until finally we got a female wolverine in a live trap, unhurt. The guttural, primal growl that came from that 30-pound demon weasel made you want to turn and run for your life. The biologists knocked it out with a hypodermic needle on the end of a pole and when docile, pulled a tooth, clipped some hair, drew some blood and fixed a radio collar. When finished they gave me the honor of naming her, so I named her Jessica, after my daughter. Another time a French made A-Star helicopter carefully dropped into our property to take me to do a write up on helicopter logging far away across Williston Lake, my opening would have been ample for a 206, easily large enough for a Hughes 500, but an A-Star is much bigger. The pilot let me know that he didn’t exactly enjoy flying into that tight of a space. Got it. That trip was long and watching the helicopter logging was interesting. The wolverine helicopter ride was fun, the firefighting helicopter ride was exciting, even the time a 206 flew me up to a ridge top not far from my house to cover an airplane crash was somber but thrilling. The ride to Redding did not rank high on my numerous helicopter rides, of no fault to the expert crew, I was solely responsible for my level of discomfort. After 25 minutes of so, I heard the pitch of the rotors change and knew we were descending. I was wheeled into the hospital and almost immediately into the CAT scan machine, when I was out I met my surgeon, Dr. Osborne and he told me what we were dealing with, pelvis broke in four places, two broken ribs, broken scapula, deep bruises, minor road rash, etc. I had a minute of time to myself in the CAT scan room and found my phone in my riding pants, they were still on me just cut up. I called my wife and heard her always cheery voice: “Hey, hi, how are you doing?” I gently informed her of my situation and knew it would be difficult to get her to calm down. Finally I told her my plan. Get our air mattress and throw it in the back of the truck, we have a Chevy pickup with a canopy. Throw in a bunch of blankets and pillows and please come get me. I was wheeled into ICU and came under the care of Adriana, day shift and Jason night shift. I begged her for water, she was not allowed to give me water because we didn’t know when surgery was scheduled. I pleaded once again for water and mercifully she gave me some ice to suck on. It wasn’t too long we learned that Doctor Osborne had scheduled the operation for the next morning so I was allowed drink and have some light food. Redding’s Mercy Hospital is a trauma-level hospital and I immediately felt I was in expert hands. The next day Doctor Osborne, a heavily praised orthopedic trauma surgeon placed two long screws through my pelvis and that started me on my road to recovery. Part 4 recovery and reflection to follow
  45. 2 points
    I've gone the other way. My run-around bike, and trackday bike is a Yamaha XSR700. it's small...reminds me of a Standard version of my old SV650 in my profile pic...but looks cooler IMO. I have a trackday setup for the bike too...much better than the VFR...over 100lb lighter..made my own CF fairing...needs tweaked.
  46. 2 points
    This is cool, man!😎 TriumphTraitor recommended a set of charger and voltmeter on eBay, but I found the same one on Amazon for a couple bucks more. The catch is that it already rode the slow boat from China so it got to me in a weekend instead of like 3 weeks. Wired up and ready to rock-n-roll:
  47. 2 points
    And performance . . .
  48. 2 points
    Quickly, go out and buy a lottery ticket! Thank goodness you are ok.
  49. 2 points
  50. 2 points
    Hawkgirl and I are of course, in. I'll book our room this week and eventually get around to the eventbrite registration. As always, can't wait to see all you degenerates again.
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