kostritzer

I have bolted a 6th gen frame to a 5th gen engine without issue(and that's as far as I got!). If I were to do this project I would try to keep the 5th gen engine management with the 5th gen engine, and leave everything else 6th gen. You could always convert the ignition to the Denso stick coils to avoid trying to find a place to mount the bulky 5th gen coils. Here's a link to my discontinued project bike. I would love to start another one of these days! http://www.vfrdiscussion.com/forum/index.php/topic/64414-vfr800-track-project/#entry755336

Thanks for being the guinea pig! My wiring harness is all stripped down to the basics for ignition/starter, just waiting to see if the cop's are going to work before I finish it up!

I may be interested in a slipper eventually, I remember my 5th gen having a lot of engine braking. Good to know that there's one that fits and that I can buy it from you! I like the oil cooler setup as well, I'll probably be running the stock cooler for now until I get more of the bike sorted. Really jealous of your 2 bros. full system!

If this is in fact the case, shouldn't this mean this mod is possible on the VFR, and should be fairly easy??? Thats what im hoping! Soon as oil cooler pipes come back shortened and rewelded to help fit different shape oil cooler, can get these COPs tested. Let see some pics of your oil cooler setup, I'm nearly at that point with mine as well.

Not to mention it will be blocking airflow when you're moving.

Every Denso 2 pin COP uses the same connector as far as I know.

Well, he does already have a nice RC30, I figured this one was just a fun track bike built on the cheap. If he put an RC30 engine in it then the value would definitely go up.

Maybe ultimate frankenviffer was a little bit of an exaggeration. Rick definitely could have gone further with the bike, but it looks like he was trying to put it together without spending a fortune on it. That being said, I'd love to see this bike with everything HondRV4 has done to his bike on it. I have to believe the RC30 frame is a better base for a track bike, but as I haven't finished my 4th gen track bike I don't know what weaknesses it will have or if I'm even skilled enough as a rider to notice them. As for the breather, in the article it says seat or tank clearance was the issue as either the heads and/or valve covers are taller on the 750F engine.

I'd definitely be up for experimenting with them, but its going to be awhile before my 4th gen is back together. Its funny, I actually ran these same coils years ago on my Audi urS4 without doing any testing or comparing of the stock vs. stick coils. The car ran great on them right up until the day I sold it!

As far as I know all 4th gens and earlier are TCI, not sure about the fuel injected models.

I didn't see anything written about resistance of the stock RC51 coils in that thread(kinda skimmed throught it), but Thorsten Durbahn mentioned on one page that the RC51 and RC30 use a CDI box instead of a TCI like our VFR's do. Apparently they've been using the stick coils on the RC51's with good success. The concern is potential damage to the ignition box or coils over a long period of time. This may be one of those thing where someone is going to have to be the guinea pig and try it out. If my bike were together I'd be more than willing to try it.

We're definitely going a bit off topic here with this. The V-angle definitely makes a difference as to where the pistons will end up in their respective bores. If you look at the first picture with the crank laying flat, and imagine two of the rods on the same journal are facing down and the other two are facing up, it would lead you to believe that one piston would be at TDC on each bank at the same time. The problem is that the crank is laying flat, which it wouldn't be in a V engine with one piston at TDC. The other crank journal would need to be pointing in the same direction as the bore, and the only way for it to do that is if the crankshaft journals were 90 degrees of each other, or V shaped if looking at it from the side as opposed to flat like the 180 crank or all inline like a 360 crank. Here's an awful pic of a 750 short block with one piston at TDC, and none of the others at TDC. I'm sure someone has a better one.

I don't see how this would work on any of the 180 degree motors as one piston will always be at BDC when the other is at TDC per bank. I could see how it would work on a 360 degree motor though. When you 'twin-twingle' the V4, your pairing changes from across the bank to across the V... so you do in fact get both paired pistons at TDC at the same time. Whether this is relevant to the discussion I'm not sure - I am only about 80% up on the content here so far, but will learn more because I want to run a coil on plug set-up too :) You really can't have two pistons at TDC at same time with a 90º V4 with a 180º crank no matter how you you turn the cams. The piston position depends solely on the crank and the v-angle. So I can't see how that would work without changing the crank to a 360º or 90º one (which doesn't exist to my knowledge). You're right, the piston diagonal to the one at TDC would be about midway through its stroke, so no paired cylinders. It would have to have split crank journals allowing it to fire every 90 degrees, or it would have to be a boxer engine.

Ok, well I could see how it would work like that. I wonder if this setup would cause some interesting vibrations... Kind of a poorman's biggish bang. Do you have any links to the one you've seen?

Does the 5th gen definitely use a CDI? I know the 4th gen is TCI. I was under the impression that most ignition systems using the COP's were CDI, and that we're trying to figure out how to use the COP's with a TCI.

I don't see how this would work on any of the 180 degree motors as one piston will always be at BDC when the other is at TDC per bank. I could see how it would work on a 360 degree motor though.

Yeah, but I think Jeremy was asking if it were possible to use a two coil waste spark setup like the one you posted a picture of to eliminate two of the factory coils.

Of course given the fact that the coils are firing twice as often, they may last half as long or potentially overheat, but I doubt it.

so implementing this setup (which I think is a late 90's CBR600 setup would convert the 4 coil system on a 4th gen to a 2 coil, wasted spark system, essentially doubling the number of sparks in each cylinder per revolution? This could be really useful for those of us fightering our VFRs to reduce the number of coils to relocate. Of course figuring out the COP option would be even better. Yes, you should be able to in theory.