toro1

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

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

Cheaper? No, unfortunately. Even more important though is the packaging of the beast -- the C15-60 fits perfectly in its location, and anything bigger would not fit without major work. The only other option is a turbo setup, and then we get into some heavy duty exhaust work, which would basically offset the $$$ savings over the supercharger. If we were producing more units, then the cost could be lowered, but since the numbers had to be scaled back, the cost went up. If only the VFR was as easy to package as the I4 bikes... Speaking of production, I have gotten and am still getting a lot of requests for the 6th-gen kit. This might be a good time to take a sampling of current interest; if you have a 2002-2009 VFR800 and would be legitimately interested in purchasing a supercharger kit - priced the same as the 5th-gen kit ($5495) - please send us an email (no PMs please) stating your intent. We have a decent inventory of parts that can be adapted to the newer bikes, but I still need to figure out initial numbers a bit better before going into production. As always, if enough people want the kit, the price can come down, but until then the number has to stay where it's at.

Way to go Kenneth -- you are officially the first customer EVER to install our kit on their bike. From your pics it looks like you did a tremendous job. Here's to (hopefully!) many trouble-free miles ahead :cool: I've tried to explain in the past what it feels like to ride a supercharged bike, but I think you've nailed it here. It's just a really fun powerband to play with, and that rev-limiter does come up awfully fast. Best of luck on your trip. --Dan

If you'd be willing to ship it or trailer it to PA, hit me up with a PM. It would certainly help, but before you go spending money changing the cooling system around, I'd recommend swapping in some fresh coolant and adding some Water Wetter. Just add 4oz of the stuff to the coolant and you should see lower coolant temps. If that's not enough, you can always swap to a larger cooler off a bigger bike. Don't get me wrong, I'll gladly sell you a Laminova cooler, but it's just not necessary for your application, unlike a supercharged setup, where compact space & much greater cooling capacity is paramount.

We're open 5 days a week. Feel free to drop by and chat as we're all gearheads here. Speaking of dropping by, if there are any '00-'01 owners in the area who have been considering a kit, please give me a shout, as I have an interesting offer for you.

Sebby, remember that package you sent me a few years ago? I had some components "tweaked" and it's only a matter of time now. There's no way it would work with that style of frame slider as that sits right where the belt runs. If you want to run frame sliders, they would have to mount further outboard or more towards the rear of the bike, where the frame bolts to the engine.

Thanks for posting that, John. I was waiting for that article to hit, but they misspoke about the dyno tuning. The only reason you'd need to play with the map is if you have a significantly different exhaust system than the factory header and/or pipe/slip-on. If you truly plan to never hit boost, and only operate at part throttle conditions and lower rpms (<7000), then regular gas if fine. However, if you intend to go into the boost, then I highly, highly recommend 91-93 (R+M)/2 or 95-98 RON gasoline. Even still, if you get a bad tank of gas or intend to do some serious prolonged boosting, a race-gas mix or octane booster can offer further protection against detonation/pre-ignition. I run my bike on 92-93 (R+M)/2 here in the states and have no trouble. I have also found that the Lucas MMT-based octane booster works quite well with junky gas (believe me, you will feel a difference with a bad tank). Also, I've seen the Motad header and it would be a nice upgrade for someone with a cat. I would still like to build a system with larger diameter tubing and a nicer collector design to free up some more power from this engine.

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

The Blackbird injectors are identical in function, appearance, and dimension to the VFR injectors, but they flow 50cc/min more. The only reason I'm not using Blackbird or S2000 injectors in the kit is that Keihin simply does not make them anymore and they cannot be purchased for a realistic price unless you're talking about thousands of units. Thus, I got around this whole injector problem by reusing the stock injectors and modifying the fuel pressure. The only reason bigger injectors would be needed now is if an intercooler is added and/or more power is desired.

I might be taking the bike down to Atco this year for a little dragstrip fun, and I am still planning to strap my DV cam to the tank for some high quality ride footage once free time & the weather cooperate. Believe it or not, it doesn't spin the tire anymore than stock. Granted, I don't do a whole lot of rain riding, but the only time I've noticed any spin at all is on very cold tires on very cold days. The boost curve is really gentle on the rear tire, and on the front one, too, as it wheelies long before it breaks traction. Actually, just thought of an occasion where wheelspin occurs -- dyno time. If you do not have the bike strapped down fully with good weight on the back, it will spin the rear tire up. Funny looking dips & peaks on a dyno chart let you know when this is occurring.

Let's put it this way -- watching that original test run video now makes the bike seem tame. I'm contemplating returning my gearing back to stock as my front end has seen daylight in 5th gear. As long as you're ready for the power and put some weight over the tank, keeping the front end down really isn't an issue... ...beyond 3rd gear.

I have been getting more requests for the RC now that the site has launched. It's certainly a possibility, but I do have other bikes lined up to receive kits first. If there's enough demand I'll make a kit for any bike, but without feedback it's very hard to gauge real interest. It should work fine with the stock exhaust, but just realize that with the supercharger, the more exhaust flow the better, which is why I'm kicking around the idea of making a full system with larger diameter tubing. There's certainly power to be gained by opening up the exhaust. As it stands, catless '98-'99 headers are the best flowing pipes found on any VFR. I'll find out how much power is lost from the cat once I bolt a kit onto a '00-'01. Again, a slip-on is not needed, but will certainly bump up the power output -- if you're able to gain an extra 5hp or so on a naturally aspirated motor, you can imagine what it will do with the supercharger. This is also why I don't quote actual hp increases, as bikes and dynos vary too much from one another to accurately nail down a number. However, a percentage increase I can quote, as boost is boost, and affects your engine's efficiency (changing the exhaust will only help to increase that efficiency).

The carbon intake hat was designed to work with an intercooler and also to distribute the incoming air as evenly as possible. Whether or not the intercooler makes it to production, it has succeeded in the power producing department and is both lightweight and low-profile. I have been getting nearly 40mpg in normal mixed riding conditions. The only time I noticeably see a drop in mileage is performing flat-out dyno pulls or after a very hard day of sport riding. You should not be able to notice a difference in weight. The supercharger itself weighs only 6lbs, and the rest of the componentry is mainly aluminum. I will weigh the parts taken off the bike and compare them to the weight of the kit parts soon, as I know others have been wondering what the difference truly is. I currently only have a working map for the PCIII. The PCII can work, but I would first need to develop a map for it.

Vince, I originally installed larger injectors, but have since changed the fueling system setup. I now run the stock injectors with higher fuel pressure, and the rideability, fuel economy, and throttle response have all increased. Plus, it is less involved both mechanically and financially. The oil cooler is another major aspect of the kit that has changed. This is the new cooler design. It works excellent and takes up far less space. Plus, it leaves room for a water-to-air intercooler heat exchanger if need be in the future.

Moto, as stated on the website, you will need a PCIII to run this kit. Many riders already own one, so I am not including it, but I am including a custom fuel map that should be very, very close to perfect for most people. The object was not to build a kit that then needed hundreds of dollars worth of install and tuning after being purchased, but rather assemble the most complete, hassle-free kit I could make. Little things like coil-relocation brackets, fairing spacers with modified bolts, OEM gaskets, pre-cut hoses, pre-gapped sparkplugs, parts that carefully bolt onto stock mounting locations, and even a special spanner wrench that installs the timing cover properly are included because I've bought bad kits in my day and know I cannot sell a subpar system with my name attached to it. Heavy duty clutch springs are included as well and, together with the stock Honda clutch plates, completely eliminate clutch slippage. I've been riding (and beating on) this bike since the summer of '07, and have yet to incur a single fault with the suspension, brakes, chassis, chain, engine, fuel system, cooling system, or any other system - it just works. I'm not trying to sell a bill of goods here, this kit is for serious VFR riders who want a seriously powerful V4 and do not want to drop $18k on the new VMax, $30k on the RSV4, or $50k+ on the Desmosedici. I'm going off on a bit of a tangent here, but if you are a VFR800 rider seeking this level of power you have 2 options available: 1) add forced induction, or 2) buy a different bike. Either way, you can plan on spending a similar amount, but only with the first option do you get to retain the unique qualities that made you want a VFR in the first place. Now, maybe I'm a bit biased here (), but I have a feeling that once others get to ride a blown VFR, they will know what I am talking about.

This was mentioned this in the old thread, but it's worth repeating here. I know the 6th-gen guys are wondering when their kit will arrive -- it's coming. I need to get the 5th-gen kits up and going first, and then the 6th-gen will have a kit adapted to it. The bikes are very similar so it shouldn't take too long to make the necessary changes. If you are a 6th-gen owner in the PA area and would like to be a guinea pig, let me know.

Seeing as how this thread has now run the complete gamut from prototype design to production kit, I have decided to close it. Fear not, for the latest news & discussion, please check out the following thread: 5th-Gen '98-'01 Supercharger Kit As more information becomes available for the 6th-gen kit, I will update this post. --Dan A&A Performance

Introducing the A&A Performance Supercharger Kit for the '98-'01 VFR800 K I T L A Y O U T It is now possible to bolt-on 50-60% more power to your bike while keeping a stock appearance, without changing any major internals, and with the ability to perform the installation yourself. The rideabilty you currently enjoy is unchanged, and the power output will allow you to keep pace with brand new liter-bikes, should you feel so inclined. This is the real deal. B E L T D R I V E A I R B O X D Y N O C H A R T D Y N O C O M P A R I S O N I N T R O V I D E O name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src=" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="320" height="265"></embed></object>&"> name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src=" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="320" height="265"></embed></object>&" type="application/x-shockwave-flash" wmode="transparent" width="425" height="350">For more pictures, high-quality videos, information, and answers to your questions, please visit http://www.aaperf.com Now feel free to comment & ask questions to your heart's content...

Thanks for the compliments everybody. I know the 6th-gen guys are wondering when their kit will arrive -- it's coming. I need to get the 5th-gen kits up and going first, and then the 6th-gen will come in and we'll adapt a kit to it. The bikes are very similar so it shouldn't take too long to make the necessary changes. If you are a 6th-gen owner in the PA area and would like to be a guinea pig, let me know. Rob, the intercooler idea is still alive (the kit was indeed designed for it), but yes, there is not much room and it is a plumbing nightmare. The biggest drawback is the expense; that is, how many people would be willing to spend an extra $1k-$1.5k for a 10-15hp increase when the kit already puts out 160whp? If that answer is quite a few people, then I'll put it into production. It really does run quite nicely though on regular pump gas, and if extended boost situations arise (racing, long dyno sessions), then some octane boost or a little racing gas will prevent any detonation/pre-ignition from occurring.

Well, after nearly two years, a ton of work, and lots of discussion, this thread has officially come to completion -- but the end is just the beginning. Introducing the A&A Performance Supercharger Kit for 5th-gen VFR800s. K I T L A Y O U T It is now possible to bolt-on 50-60% more power to your bike while keeping a stock appearance, without changing any major internals, and with the ability to perform the installation yourself. The rideabilty you currently enjoy is unchanged, and the power output will allow you to keep pace with brand new liter-bikes, should you feel so inclined. This is the real deal. B E L T D R I V E A I R B O X D Y N O C H A R T D Y N O C O M P A R I S O N I N T R O V I D E O name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src=" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="320" height="265"></embed></object>&"> name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src=" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="320" height="265"></embed></object>&" type="application/x-shockwave-flash" wmode="transparent" width="425" height="350">For more pictures, high-quality videos, information, and answers to your questions, please visit http://www.aaperf.com You guys have been along for the ride with me from the beginning, watching as I mocked up parts in my garage. With A&A Performance now being fully legit, it has all come full circle. There are no disappointments with this kit, and the increase in performance will blow your mind. Also, keep in mind that a 6th-gen kit is just over the horizon. Let's keep those good times rolling... --Dan