WackenSS

Let's start! I'm jumping a bit back and forth to get an overview as to what is lacking and what needs attention other than what I already know. Let's start suspension and exhaust. Matris suspension upgrade done, no issues. I'm sure this will cure the seasickness that comes with a 24 year old bike! Vtr1000 lowers replaced the vfr's and cbr954 brake setup will be put in its place. Not to mention springs are now Viking sized instead of Japanese lightweights. Both suspension and brakes will be a "temporary" upgrade while figuring which way I want to go later. There is a pic of one alternative I have collected last year at the bottom. The headers installation was not that straight forward ( pun coming) There could be more straightness (pun inserted) added to this project. Every piece of pipe/flange had to be forced in place. I wonder how that jig was produced... The welds are not that great (looking) and it has NOT been purged while welding. A great upgrade to flow and longevity - but could have flowed better with purging. You can clearly see how intrusive the old gaskets are on flow. Great to get rid of! One of my priorities on this round is to save weight on every piece i touch and remove unwanted features. I cut all i could of the centerstand/shock Mount and binned the center stand. I never used it and never will. 1.95 kg gone - I wish it was almost 2 kg removed from higher up on the bike but it's hp/kg focus. More numbers will follow as the Winter diet continues!

Interesting and nerdy read. I'll check it when I start that part.

I effin love OEM parts! They just do what they are designed for and last forever. These are the plastic rings on top of the lower front suspension. Debris stoppers 😅 A big part of my bike are now from usa mostly because used bike parts are not a big business here, but also because of the availability of super wierd parts where i live is off the shelf in usa. All brake components are ebay oem used and rebuilt.

I have the springs Dan supplied and I don't suspect them to be done for but I'll just change them while I'm in there. I seem to remember some slippage wich I never could replicate so I'm going total refreshon the system as a whole! Barnett as the www seem to aggree that this is top shelf. Also time to inspect the slave! Still waiting for 4 more plates as they are on backorder. The springs are "+15% stiffer than oem" ebc - no specs mentioned and to make it impossible to understand they also have another kit wich is just stronger with a different part# 🤷 I'll compare with Dan's.

Yes! As you might have guessed, im re-starting this adventure again. Updates will now follow semi-regurlaly again. Im sorry for the silence, but i seem to loose more and more of my free time as age progresses. Cheers to those who have helped keeping this forum alive and to the man himself! I was sure i had to start a new thread on vfrworld...

Parts have arrived and i am pretty confident this will be a good working unit again. A small change in plans. It is not possible to change the impeller without a total teardown of the rotrex, while interesting enough it's not something I want to do again just to change the impeller. Cast out, CNC in!

Looking good as usual! So you will have access to the dipstick through a hole in the right panel right? You said you have been gathering parts for ages, but you had the complete SC kit minus the cooler or am I wrong? No outboard support bearing on the rotrex? Did you fab the toothed pulleys or are they the last revision from Dan? Where did you put the rectifier? Could we get a look under the hood Please 🙂😳

Valve cover cleaned up nicely, radiators even more so. I even found som hidden developing issues needed sorting. The last pictures are just for fun. Rsv4 water pump housing vs the VFR. RC51 Left radiator vs VFR Therese parts i have lying around just to see if there is any possibility of fabricating something already accessible to me.

There is no need to balance this assembly. The shaft is supported on 3 large rollers and is machined as a single part so this is naturally balanced. The impeller is cast OEM and balanced 2 ways alone before it is put on the shaft and fixed with a steel nut on the first versions and aluminium nut on the later gen1's Your setup certainly needs pics 🙂 I guessing this is not the warbird?

I'm pretty sure the oil temps are ok, but that's a guess based on the climate i live in. I'll make a temp sensor thing this year just to confirm. Do you have the gen2 version? Pictures should be a must from what I've seen of your fab skills before. In other news I've decided to do this the hard way. I'll put everything together, rotrex fixed and unmodified, stock headers, no rapidbike, brakes and suspension and put in on the Dyno for fun and find the weight numbers before i start the diet and all-around upgrades. This should go rather quickly - then for the upgrades, and it will also include a billet impeller either before or after the headers/rapidbike.

I'll post my findings when i am sure everything is repairable and quoted. The "gen2" rotrex C15 explicitly states that oil reservoir can not stay in Dan's location. The reason for this is that the rotrex is a dry-sump with scavenging pump and it will start sending oil out behind the impeller. Did you fab something nice already?

I'm ashamed! She does not look pretty without her clothes! Let's see what we can do about this... I've made some research and tried to analyze the charger failure. There might be some very interesting information coming up for us rotrex guys as a result of this blown piece of danish technology.

You go to office and fix this stupid rule!

No, there is nothing true about it. The salary is approx double and the ticket price is based on how fast in km/h over the current speed limit. You can go to jail an be considered a criminal, but that's full send/all beans i guess. I've had zero tickets on 2 wheels 👍

It's hot for sure, but Norway's not! This clutch myth is surely diehard. I'm well over 30k km supercharged and almost 70k km total on a clutch from 99' only stronger springs. Du mangler Æ i alfabetet ditt 😅

I saw this last year at the bank, put it all in crypto instead - that makes these numbers look great in retrospect 😅

That is a great idea sir!

Today I had the time to sneak the vfr past all my projects and in to the shop. It's a wierd feeling because I am super excited to find the cause of the loudest supercharger i ever heard - and I've been at top-fuel dragster shows many times! I have this diseases that finds pleasure in mechanical faults, even on my own stuff... It's a great feeling to finally tear a rotrex down as i e been itching to se how it's made. Time to spend mad amounts of USD, again...

Well, you have made some right choices in your life 🙂 I seem to remember 11 sold...

This is a really nice product!

Good! I'm sorry for not replying here, but I don't get Tapatalk/vfrd to work. Do you have the kit as well?

Boom! Now I'll have to wait to blast the inside oil seal area with glass beads as i have lots of paint removal still on other projects and i use aluminium oxide for this.

So another year (and some change) went by... Life is not for the unexperienced! Anywhooooooo... Thing start mowing again, and after some break fatigue last year i decided to take the plunge to better the stopping power somewhat. Things are coming in place and there will be a major upgrade for the suspension as well. More posts to come this spring 🙂 First parts arrived! Vtr lowers In god damn awful state but for cheap so i put them in my cabinet (vapourblaster i built last spring) I think I will paint them OEM as I'd like to keep the Wolf in sheep's clothing feeling about the bike.

Finally! This picture in the ecubox explains what I was told by their tech rep. Dimsport don't use Honda's cylinder numbers, but where the headers merge.

So took another day studying what Dimsport have done to the mapping on the different generations just to educate myself. 5th gen is the same across the board as expected. 6th gen however has lots of added ignition on both above and below the vtec transition point. i can not see any other reason for this than the vtec was conservative on the ignition table from the factory. Pistons have a different PN but the rings are the same and compression is at 11.6 on both. visually googling the pistons does not reveal any differences on the piston top. might be that they are lighter with less mass in the piston crown and that might also be the reason why the 6th gen rev a little higher as rods are the same on both. There is a whooping 4 degree difference with 5th gen at only +1 @ 7300rpm... WOT @ 12000rpm the 5th have +1 and vtec has -1 in the low range the 5th gen has lots of added fuel up to 3700 at throttle roll-on and roughly the same after. I dont know why RB starts at 1600rpm and sets upper limit at 12200 in their blocks.