FinnRC36

I am using GP-shifting on my 3rd gen. It was accomplished by using gear linkage that is not pivoted around the footpeg but a bit forward. It was from an old CBR600F. I had to drill and tap a M8 mounting hole to the foopeg hanger and lengthen the shift rod. The linkage I used is steel so I could weld them myself. I don't know if there's enough material to drill and tap the footpeg hanger on other generations. Here's a pic of my setup: It looks like it fouls on the side stand bolt but doesn't. It's very close though.

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).

I don't think this could work with the VFR's 180º crank as there is there are no two cylinders that are in TDC the same time as with a 360º crank you can pair 1&3 and 2&4. This connection only allows to run to 2 different timing advances which is fine for conventional I4 or a 360º crank V4 engine but with a 180º crank the other cylinder would be in BDC with a fresh air/fuel mix while the other cylinder is ignited. I think this is the reason 3rd and 4th gen have 4 coils and 4 coil drivers with individual timing. If you'd pair 1&2 and 3&4 the other cylinder would be half way to exhaust or intake stroke while igniting the other depending on the cylinder to be ignited. Is that a problem I don't know but I have doubts. Also the paired coils would have to get signal from both coil drivers and this connection does not do this. I think the same goes to 5th and 6th gen also as they have 180º cranks also.

I am very happy with my VTR forks and '99 CBR900RR (same as RC51/F4i/CBR929) brakes. I did the fork valving myself without any prior experience and got lucky as they feel very good. Couldn't you use the Maxton internals in the VTR forks? I think they would switch over very easily.

The Koso will work I have that exact setup on my 3rd gen. Check out my build thread for details:

The '10 CBR1000RR has rotor outer surface to outer surface distance of 138mm measured by me. That works out to 133mm center to center with 5mm rotor thickness. This should be the same for '08 onwards and the axle is Ø25mm and rotors are Ø320mm. Hope this helps

Your bearings will work as those are the exact dimensions of the VFR stem and I also checked that the CB600F has the same stem bearings as VFR.

Gilles wants $1400 for that triple set? Even worse, Honda wants $700 for a set of Hornet triples?? :comp13: Gilles US distributor wouldn't work with me on pricing, their current price for the RC51 adjustable upper and lower triples with the steering stem was quoted at $1,383 USD. I was drafting my ok to order email when I clicked on the link Finn36 had posted and contacted that group. They are cutting the triples with 40 mm of offset and 50/54mm diameter so it is not quite stock CB600F but they are working through the details with me. I should be able to order when I get home from Chicago on Friday and then it is about 4 business days to delivery. I can hardly wait. I was agonizing over the issue of running non-stock geometry and now I will not have to do that. :bliss: I may even pop for the Carrozerria wheels now. :fing02: So they cut the triples to diameters specified by the customer as long as they are within the range? From the pics on their site it seems they do anodizing also? Just checking since I never contacted them about details myself. Do you have the final price for them already. Delivery from Italy in just 4 days after ordering, man they're fast! Do post pics when you get them :fing02:

According to Allballs racing website (http://www.allballsracing.com/index.php/forkconvertion) the Duc top and bottom bearing ID is 35mm where as the VFR uses Ø30/26 bearings. And also looking at pics of the triples it doesn't look too difficult to install the VFR stem to the Duc lower triple with a simple spacer. Also the top would require a spacer or a special Duc style top nut to be made. Nothing that couldn't be done with a lathe. Just something to think about.

I thought the Hornet used the CBR600RR 48mm forks? Hmm. Off to google... I thought I saw the dimensions Ø50/54mm somewhere on the net but I can't for the life of me remember where. I looked into it a bit now and it seems that you might be right. Allthough I did find one source saying the 600RR had Ø50mm clipons but that's just probably wrong information.

I don't think I'll be trying this myself, at least in the near future since I'm running VTR forks with CBR919RR calipers and I'm very happy with them. Sure I would like USD forks but inspection laws here would make it hard to get the USD forks passed. Not impossible though but the donor bike must be heavier than the VFR. I just thought that the Duc triples (and forks) might be an option worth thinking about for someone making the conversion. I found another great option for triples that maintains the stock geometry for someone running RC51 forks or other long enough forks. The triples of a CB600F '05 onwards, offset is 40mm and tube diameters 50/54mm as they should be. The stock parts might be a little hard to come by but here you can buy complete triples with superbike bar mounts: http://www.imasrl.com/index.php?option=com_content&view=article&id=7&Itemid=7〈=en It's the "TRIPLE CLAMPS MODEL 3" when you scroll down the page. You'd have the choice to run clipons by removing the bar mounts or use them with the bar bend of your choice. Considering this price does not seem too bad, don't know about shipping though. Atleast if you're considering making custom triples to maintain original VFR geometry.

Has anyone ever tried to use Ducati triples? At least 848/1098 models have an offset of 36 mm that would create a lot less trail compared to the 929/RC51 triples. Of course the fork tube diameter don't match being they're 53/53mm top/bottom for the base models and 53/56mm for 1098S/R models. The upper triple is even gullwing design. The steering stem would probably need to be changed but I guess they could be made to work. But they're readily available because it seems that a change to 27mm or 30mm offset triples seems to be the hot ticket for the Duc. So anyone?