Duc2V4

Sorry, life, work balance isn’t where we like it to be at the moment. SF and I have been busy with other things at the moment but we’ll be posting up soon, most likely in a new thread. We are also trying to negotiate with the builder to see if we can lessen the minimum order but that negotiation is still on going. If the minimum doesn’t change, then we will need 15 to get the next run in and depending on how soon we can collect 15 orders will dictate whether is this season or the next. Right now with the few inquiries being made, it looks like we are still needing double digits to complete a 15 order minimum.

Yes there were two done, one for a 5 Gen and one for a 6 Gen. Check pages 7 and 14.

I had that talk with sfdownhill and we are going to bring this and a few other little quirks up with Wade. My guess is any issues we had will be resolved if/when we can get the next minimum order fulfilled.

Delboy does a good job of explaining the process as well as providing a video you can watch. The start of the process starts at 4:15.

I just went through this with a friends 01. Long story short, what appeared to be stuck rear pistons was actually a faulty SMC. The SMC was not allowing the pressure on the line to be relieved when the SMC was released. At first it seemed like to two outer pistons were the culprit and they probably were part of the problem because we had a hard time pushing them back into the caliper by hand. After replacing all three (for good measure) the problem only pointed to the center piston (which is associated with the SMC line). A fellow member here (Sfdownhill) had a used SMC and after swapping that one in, the brakes worked like a charm. Note that I did pull the SMC apart and gave it a thorough cleaning and even put in a rebuild kit but there must have been something that either wore out, was still clogged in the portion that feeds the rear piston. Take if from me, if it’s the rear that is locking up, determine which piston(s) is getting stuck. If it’s one or both of the outer pistons, it’s related to the rear master cylinder, if it’s the center one, then it’s the SMC. Note that when you press the rear pedal, the two outer pistons are applied with full force from the rear MC but the center one will also move but not with the same force, that “extra” force actually gets applied when the SMC activated.

Welcome back! My recollection of the forks, is the bearings and sleeve on the fork tube would need to be removed/replaced, other than that I don’t think there’s any other issue to worry about.

Just a heads up, the weekend of July 13th is the weekend of the World Superbike Race at Laguna Seca.

I so wish I was able to join you guys, I actually had to work this past weekend. I had a big computer crash, 2 failed hard drives, which put my projects behind schedule. I had to use the weekend to catch up a bit and although it helped, still didn’t catch me up completely. Hope to make the next one and get to ride with the group and the thepretender again.

So SF spoke with Wade and he’s trying to convince him to mix the 2 batches, 5/6 and 8 Gens. Trouble is Wade really wants to do one Gen batch at a time at 15 per, but since the 8 Gen number is so low, if we wait for 15, it looks like it would be a while. IF, and that is a BIG IF, we can get a mixed batch of 15, perhaps we can persuade Wade to do a mix batch. I know SF is away this weekend and will be away again most of next week but I’ll see if I can get an official count from him and post it up but in the mean time let’s put the word out and see if we can get 15 per Gen order! Or just 15 total...that would be nice too.

Having rode my 5 Gen all last year at the track, I would never say that the VFR s too slow or heavy for track time. That being said, I have trimmed some weight off and have improved several aspects of the bike but ultimately, IMO, track days aren’t about being the fastest or having the lightest best setup bike, it’s for improving your riding skills and to get better acquainted with your bike.

Bribes are gladly accepted, Lagunitas IPA is always a good bribe. 😉

Welcome Aboard Rob! Sounds like you’ve done some riding! Not sure about the 5 Gen differences, if any but the similarities would be what Dutchy mentions, the Stator/RR. These have a tendency to cause more than a few riders some grief if not leaving them stranded. The current trend is replacing the OEM RR in favor of a newer MOSFET style like the Shindengen SH847 or the FH020AA and removing the connector between the Stator and RR and soldering the leads instead. Plenty of post about this topic so I’m sure you’ll be able to see what others, as well as myself have done. BTW, from the sound of it, doesn’t seem like you kept that 900SS/SP or did you? I still have mine, bought new in 1995 and still running great.

I recall finding this a while back. The guy even gives the parts you’ll need. http://members.home.nl/jfknippels/valve_overview.html

Rocky Mountain is my go to for tires online, if not I will get them from Chaparral in San Bernardino if I need them immediately. Their prices are good and I get a small discount for being signed up with them, essentially it comes out like no sales tax. The last set I bought was about a $2 difference from the price I got from RMATVMC. That being said, I believe that a lot of online retailers are now adding in state sales tax. A friend of mine just bought a set from RMATVMC and he said his invoice showed California sales tax. I know that Revzilla is now doing this, as their parent company (read affiliate Cycle Gear) has locations in California.

Just received an email from Competition Accessories showing $40 Dunlop rebates.

Note that the 6 Gen kit also applies to the 8 Gen. Sfdownhill and I have been talking to AS3 trying to get them to separate their kits so that the 6 Gen can get a complete set. The short hose that connects the rad cap filler tube to the radiator is not in the kit but is in the 5 Gen kit. On the 8 Gen, the radiator cap goes onto the radiator directly, so we assume this is why it’s missing in the 6/8 Gen kit and that you get the two extra hoses. As for the 5 Gen kit we have provided them with the one hose that connects to the wax unit and one that Honda does not sell anymore and to either make this part of the 5 Gen kit or sell it in kits for 00-01 and leave it out for 98-99. Good news for 00-01 owners is the hose is being made and should be available soon.

I do my own and pretty much all my friends who live close by too. I ended up buying a No-Mar Cycle Hill model changer kit. It came with a balancer and a couple of tire irons plus a couple other handy gadgets. I believe I paid $650 +/- for the kit. It’s more than paid for itself with my tire changes alone, more so if I include what my buddies give me, either in cash or beer!

My recollection is that there was a little more modification needed to the 8 Gen pipes than the two front down pipes. The rears have a tighter fit and get close to the rear brake hose with the 5/6 Gen tubes, so probably not a direct swap. I do not recall however what Wade had to do but SF did tell me they both had a little frustration with how Honda put together the rear, more specifically, the rear sets and how they are installed /removed. Anyway, I'm also a bit busy with work (thankfully) but I'm hoping we can get time to try and get more takers so we can get the 8 Gen owners their sets as well as another run of 5/6 Gen sets. Cheers

I believe Wade wanted to do the prototype while he had an 8 Gen available and while it was fresh in his head on how he wanted to build it, unfortunately we are still shy a few orders. 😞

Phil, sorry for the delay. I spoke with SFDownhill and he's been wrapped up with "Life" stuff (non moto related) but in short, what Seb said. We need a few more orders in order to make the minimum that Wade needs to order his parts and reach the tube benders minimum. Unless someone has PM'd SF directly, the last count I had for 8 Gens was 3, that is 12 shy of the minimum. SF and I discussed posting on other VFR or even generic moto related forums. If you know of any other forums or are part of one that are local to your region, perhaps post a link to this page to see if we can drive the numbers up. NOTE: This also applies to 5/6 Gen pipes as well. If anyone is interested in either, perhaps you can convince your friends, whether on the forum or not, to invest in a set.

I have used RTV as well. On my last stator change the gasket got FUBARed and I had a leak, rather than order a new gasket and have to wait for it, I used some Honda Bond that I had on hand. Used it as a gasket and as a sealant on the grommet.

Hey guys, Sfdownhill has been AFK but I did reach out to him via text message to let him know there are inquiries, since he has been dealing with Wade, he would be the one to answer your questions.

Sweet! They look great.

Yes I did and had to be something still corrupting the SMC, as once I put the one that SFDownhill gave me and refilled the lines, worked like it was supposed to!

Update for you. So going around the block to get next door, turned out to be the SMC after all. However, the two rear pistons after being replaced (as well as the center one) started working like they were supposed to. What we didn't seem to notice the last time is that, although the SMC was activating the center piston like it was supposed to, it did it from a relative piston position. To clarify that last statement, if the center piston was all the way in the caliper, the SMC would pop it out its typical length but would release. If the piston was partially out, it would again pop out its typical length and return back in. However, if the piston was out far enough to press the pads to the rotor, the center piston would not release. So in a sense, the SMC was working like it was supposed to when activated but not in a standing position. This is something we over looked when we had the two outer pistons give us fits. At first I thought I could get away with tearing the SMC apart completely and resolve whatever was causing the issue with a thorough cleaning. Alas, that was not the case. As luck would have it though, SFDownhill had an SMC laying around from his 5 gen brake De-link, so I was able to grab the one he had and installed it this morning with the assistance and moral support of fellow member HammerDrill. I pulled the old one off and put the used one on and bled the system (it goes real fast with speed bleeders BTW) so within a manner of a few minutes i was able to test the system and viola! it worked. All I can say is that if there was anything plugging up the SMC, I couldn't see it. All I can think of is that there's a little check valve inside the SMC where the main and return holes are and it was a bit worse for the wear cleanliness wise, but I did pull it apart and give it a good cleaning. SMC with check valve in place. Check valve removed and both holes clean and unobstructed. The light you see is from my flashlight I placed at the mouth of the piston hole. The check valve as viewed from the top. The underside of the check valve. If you open this little goodie up, you'll find a ball bearing held in place with a spring that is on the under side of this cap. Not sure if this goodie is beyond its service life or maybe I really didn't clean it well enough. I will say there was a "light" mud substance in the SMC and the owner of the bike said he had some of the same substance in the caliper, so who knows.