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About Fastdruid

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  • In My Garage:
    VFR750FJ (with FK engine)
    VFR750FK "Test bed"
    VFR750FG "The Project"

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  1. I've cut down, although still have 4 Honda V4's. The high point was probably when we had 3 RVF400's (and a VFR750F) Now down to "only" two RVF400's (sold the track bike), the high-miler and the low-milage minter. The VFR750F (RC24) Project VFR750 and a SV700 Not mentioning the spare engines, NC30 frame, extra RC24 frame...
  2. A few more "Fairing" sources to add. https://www.skidmarx.co.uk/road-replacement-bodywork#/model-vfr750_fg_h https://www.skidmarx.co.uk/road-replacement-bodywork#/model-vfr750_fj_k Race fairings https://www.raggededgeracing.com/fairings/honda/ Also Robert Wittey from PDQ Motorcycle Developments does race fairings (UK Only).
  3. Well...The RS850R/RS750R and early RVF750 were VF750 based. In 1985 the RS750R changed its name to be RVF750. Still VF750 based to start with but then the VFR750F (RC24) engine was developed with "lessons learnt" from the RS750R/early RVF750 and VF750. The RVF750 then used the new VFR750F engine as a basis. That in turn (alongside the experience from the '6X' VFR750F) fed into the VFR750R (RC30) and then the RVF750 took the engine from the VFR750R as it's basis... https://www.honda.co.jp/WGP/spcontents2012/v4-story/05/ Then the more restrictive rules came in and H
  4. Ignoring the obvious ones (and some that are obvious earlier that aren't later). OKI "11" is a HRC RVF750 AM PM "7" is a HRC RVF750 Lucky Strike "4" is a Honda RVF750R (RC45) Horipro "33" is a Honda RVF750R (RC45) Lucky Strike "33" is a Honda RVF750R (RC45) I think. 🙂
  5. The RVF750 was the "prototype" class endurance race bike, similar to an MotoGP bike now. Hand built in limited numbers by HRC. One off castings, one off frames etc. Not sold to anyone. Probably no two are identical. The VFR750R (RC30) was the road version of the RVF750. The VFR750R looks like a RVF750 but it's NOT the same thing at all as the RC30 was mass produced (albeit still built by HRC). This is a 1987 RVF750, NOT a VFR750R (RC30). Anyway, onto the welds. If you look at a RVF750 (Prototype racer), look closely at the frame above the swingarm pivot
  6. Awesome bikes. Shame that Honda called the RC45 an RVF though rather than keep it as a VFR, makes it really tricky to work out which are the REALLY special "prototype" RVF750's and those based off the road-bikes (not that some of those are much less special)! They're so similar in looks that I end up scrutinising the welds on the frame to tell.
  7. GSX-R600 throttle body on VFR750F (RC24) carb rubber. It is a perfect fit. No pissing about with different adaptors etc. Bodies split easily (with the loss of the secondary throttle valve) although its going to be a pain to forge the linkages. I know the RC36 carb rubbers have a different p/n and I don't know if the carbs are the same diameter there. (I'd have put it on the spare engine but its cold outside and the old rubbers are rock solid, I utterly failed to get it on out there)
  8. Ah no, not personally and I'm not intended to. I mean in theory you could get something like 20% more torque on E85 (or potentially more, up to 40%) but you'd need to replace all the aluminium and rubber parts in the fuel system along with tuning to make the most of it.... E5 / E10 is likely to be more realistic which has issues already on older carb bikes with "carb jelly" not to mention eating unobtainium rubber carb parts (seals you can replace and some are available in E5/E10 proof but diaphragms etc are NLA) and then you have the rusting tanks... (although that is still a p
  9. This is a technical discussion rather than a justification of if it is at all advisable! I'm largely in agreement...but EFI has a massive number of advantages over Carbs. It is more efficient, gives better starting, better emissions, it adjusts to altitude and pressure differences better. It is massively easier to tune and does not suffer as badly from wear or from alcohol (eg e85). But none of the more modern bikes are substantially better. 32 years after the introduction of the VFR750F and and the very latest VFR800 manages to be 10Kg
  10. You don't need a cam sensor, you can have EFI without it but it limits you to wasted spark and either batch injection (ie random all cylinders squirt at once) or semi-sequential injection (one half squirt per cylinder every 360°, ie one squirt is correct, the other isn't) rather than fully sequential injection (ie one squirt per cylinder every 720°). Again note that the Microsquirt cannot do either semi or full sequential on the VFR750F or VFR800F (it could do semi-sequential on the VFR750R or RVF750R) as it does not have enough injector outputs.
  11. Late to the party but I'm considering adding EFI to my project RC24 VFR (which is planned to be a 840cc '88 FJ engine in an '86 FG frame). I have the '86 FG engine but the '88 FJ engine is a better starting point with the *one* exception of the '86 having a cam sensor already (but smaller valves, different cams etc etc). '86 has a cam sensor *but* the crank sensor is useless for EFI. It is merely a single tooth trigger. '87+ RC24/RC36 has a 12-1 tooth wheel (11 teeth at 12 tooth spacing with one 'missing') but no cam sensor. '98+ RC46 (and the RC45) has a 12 tooth wheel
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